Mechanical Manual Zaldivar

MT 4400AC MECHANICAL MANUAL
MINERA ZALDIVAR S/N MH272-274
MHTOC4
(01/17/2006)
P.O. Box 3107 Tulsa, Oklahoma 74101-3107 Phone: (918) 446-5581 Fax: (918) 445-5950 http://www.terex.com
TEREX|UNIT RIG
MT 4400AC MECHANICAL MANUAL (MHTOC4)

TABLE OF CONTENTS INTRODUCTION SECTION 1 - DESCRIPTION AND OPERATION
DESCRIPTION SAFETY PRE-OPERATIONAL INSPECTION OPERATION M1841 M1582 M1583 M1584
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SECTION 2 - STRUCTURE
MAIN FRAME SUPERSTRUCTURE LADDER AND RAILING ASSEMBLY HOOD ASSEMBLY CAB STEERING COLUMN ASSEMBLY CAB HEATER ASSEMBLY WINDSHIELD WIPER/WASHER SYSTEMS FUEL TANK DUMP BODY M1599 M1600 M1610 M1611 M1601 M1602 M1625 M1826 M1603 M1604
SECTION 3 - ELECTRICAL SYSTEM

ELECTRICAL SYSTEM ELECTRICAL SCHEMATICS S10327; S10327Y; S10495 M1813 (S/N SPECIFIC)
SECTION 4 - POWER PACKAGE

AIR CLEANER ENGINE MODULE EXHAUST ASSEMBLY DUMP BODY HEATING MUFFLERS COOLING SYSTEM RADIATOR COOLING MODULE RADIATOR MECHANICALLY BONDED CORE ALTERNATOR AND WHEELMOTOR COOLING M1020 M1660 M1861 M1860 M1613 M1614 M1825 M1850
SECTION 5 - HYDRAULIC SYSTEM

HYDRAULIC SYSTEM HYDRAULIC FILTERS HYDRAULIC TANK HYDRAULIC PUMP DRIVE ASSEMBLY DUMP SYSTEM DUMP PUMP DUMP CONTROL VALVE DUMP PILOT VALVE DUMP CYLINDER STEERING SYSTEM STEERING PUMP STEERING ACCUMULATORS STEERING HAND PUMP STEERING FLOW AMPLIFIER VALVE M1849 M1597 M1620 M1621 M1760 M1687 M1590 M1591 M1619 M1759 M1592 M1593 M1594 M1595
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SECTION 5 - HYDRAULIC SYSTEM (CONTINUED)

STEERING CYLINDER STEERING SYSTEM MANIFOLD MANUAL POWER SUPPLY PUMP BRAKE SYSTEM BRAKE ACCUMULATORS BRAKE PEDAL VALVE ASSEMBLY BRAKE CONTROL VALVE BRAKE SYSTEM MANIFOLD PARK BRAKE SOLENOID VALVE SHUTTLE VALVE M1596 M1720 M1761 M1847 M1740 M1509 M1542 M1678 M1680 M1865
SECTION 6 - PNEUMATIC SYSTEM

PNEUMATIC SYSTEM M1609
SECTION 7 - RUNNING GEAR

FRONT AXLE FRONT AXLE ASSEMBLY FRONT WHEEL ASSEMBLY (GREASE LUBRICATED BEARINGS) FRONT WHEEL ASSEMBLY (OIL LUBRICATED WHEEL BEARINGS) FRONT SUSPENSION ASSEMBLY STEERING LINKAGE REAR AXLE AXLEBOX ASSEMBLY REAR SUSPENSION ASSEMBLY WHEELMOTORS TIRES AND RIMS TIRE AND RIM ASSEMBLY LOCTITE PROCEDURES FOR WHEEL STUDS M1572 M1842 M1843 M1637 M1574 M1575 M1638 M1814 M1157 M1320
SECTION 8 - BRAKE SYSTEM

FRONT AXLE CARLISLE (CARLISLE/GOODRICH) ROCKWELL (MERITOR/ROCKWELL/GOODYEAR) REAR AXLE CARLISLE (CARLISLE/GOODRICH) ROCKWELL (MERITOR/ROCKWELL/GOODYEAR) PARK BRAKES CARLISLE (CARLISLE/GOODRICH) ROCKWELL (MERITOR/ROCKWELL/GOODYEAR) M1163 M1213 M1164 M1214 M1183 M1452
SECTION 9 - OPTIONS
LUBRICATION SYSTEM AUTOMATIC AUTOMATIC LUBRICATION SYSTEM (HYDRAULICALLY OPERATED ROTARY PUMP) HYDRAULICALLY OPERATED ROTARY GREASE PUMP INJECTORS CENTRAL SERVICE HUBODOMETER CIRCULATING ENGINE OIL SUPPLY SYSTEM
M1756 M1757 M1623 M1578 M1113 M1703
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PREVENTIVE MAINTENANCE PREVENTIVE MAINTENANCE TRUCK PREVENTIVE MAINTENANCE SCHEDULE - ELECTRIC DRIVE SYSTEM PREVENTIVE MAINTENANCE WEIGH SYSTEM FIELD ASSEMBLY INSTRUCTIONS MT 4400AC RECOMMENDED JACKING AND SUPPORT POINTS RECOMMENDED LUBRICANTS AND FLUIDS WELDING PROCESS FOR HIGH STRENGTH, LOW ALLOY STEELS STANDARD BOLT TORQUE METRIC CONVERSIONS STANDARD GRAPHIC SYMBOLS COMPONENT WEIGHTS STANDARD MAN-HOURS FOR COMPONENT REMOVAL & REPLACEMENT
M1844 E1050 U2066 M1845 M1888 M1853 M1315 M1116 M1115 M1119 M1846 M1822
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INTRODUCTION
INTRODUCTION
This manual has been prepared to provide a description, operation, servicing, and repair procedures for Lectra Haul vehicles manufactured by Unit Rig, Inc. Before attempting any maintenance on the truck, personnel should become familiar with various systems and components and understand their operation and importance. Information contained in this manual pertains to the mechanical aspects of the truck. For detailed information concerning the electrical systems and components, refer to the appropriate Unit Rig Electrical Maintenance Manual or manufacturers information for the specific truck model and electrical propulsion system. The systems and schematics shown in this manual do not necessarily reflect all vehicle configurations. Consideration should be given to modifications and system changes which may have been made after purchase, or items unique to your application. The contents of this manual do not claim to cover all details or variations in equipment, nor provide for every possible contingency to be met in connection with maintenance repair, or operation. Safety and informational highlights used in this manual include: against unsafe practices. The signal words IMPORTANT and NOTE indicate a operations, conditions, or specific information of sufficient importance to call for additional specific instructions or information.
SAFE POSITION DEFINITION

In this manual a SAFE POSITION is defined as a parking position in which the truck cannot move even if all of the trucks brakes are released. Three examples of a SAFE POSITION ARE: 1. The truck is driven into a ditch or over a berm line. or 2. The truck is driven up against a berm or bank. or 3. Chocks are placed in front of and behind the wheels. These chocks must be of sufficient size to hold the truck on the grade on which it is parked. Remember, the truck will be in a SAFE POSITION only if it is parked so that it cannot move even if the brakes are released.
USE OF THIS MANUAL

This symbol means your safety is involved! Read, understand and follow all Danger , Warning, and Caution decals on your machine and instructions in this manual. This manual has been prepared in modules (small, loose-leaf packets of information) to assist in keeping the information up-to-date and maintaining technical accuracy. It is designed to allow information to be changed on specific topics without upsetting other unaffected areas. The manual is divided into 10 sections: 1. DESCRIPTION AND OPERATION 2. STRUCTURE 3. ELECTRICAL SYSTEM 4. POWER PACKAGE 5. HYDRAULIC SYSTEM 6. PNEUMATIC SYSTEM 7. RUNNING GEAR 8. BRAKE SYSTEM 9. OPTIONS 10. MISCELLANEOUS All material covered in this manual are organized in one of these sections. Dividers are used to provide easy access to the first page of each section. A Table of Con-
The signal word DANGER indicates an imminent hazard situation which, if not avoided, will result in death or serious injury.
The signal word WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury.
The signal word CAUTION indicates a potentially hazardous situation which, if not avoided, may result in minor or moderate injury. It may also be used to alert
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tents located on the first page listing the modules included in that section. The remainder of the section consists of the individual modules (or packets of information). Each module is an individual chapter with the important maintenance information of the topic of interest. They are prepared on systems, sub-systems, and individual components. Each module is further subdivided into topics as follows: 1. 2. 3. 4. 5. 6. 7. 8. 9. DESCRIPTION AND LOCATION OPERATION TROUBLESHOOTING MAINTENANCE AND ADJUSTMENT REMOVAL DISASSEMBLY INSPECTION AND REPAIR ASSEMBLY INSTALLATION
4. Use the Table of Contents to locate the appropriated module. If not listed in the Table of Contents, refer to another appropriate section and check again. 5. Locate the module in the section. 6. Read the Description and Location material to positively identify the component. 7. Use the Operation material to check your understanding of its operation. It is important you understand how it works before beginning to work on it. 8. Use the Troubleshooting guide to assist in identifying the problem. 9. Follow the procedures outlined in Maintenance and Adjustment to attempt to correct the problem before continuing. A simple adjustment may correct a problem without component replacement. 10. If replacement or repair is required, follow the procedures listed under Removal, Disassembly, Inspection and Repair, Assembly, and Installation. Be sure to read and understand all instructions prior to beginning the task. A few moments of reading this manual or questioning personnel familiar with the procedure can prevent many wasted hours of effort and unnecessary expenses. 11. Double check to ensure all connects, mounts, etc., are tight. A complete Walk-Around Inspection similar to that outlined in Section 1 - Description and Operation is recommended prior to starting or moving the truck. For check-out and road-test procedures, check the recommendations of your facility. Remember, this manual is for your reference and should be treated as any reference work. The procedures outlined may not be the only way to accomplish a task, but they are a standard method of doing so. Use them as a tool and your job should be easier.
All Table of Contents in this manual include this system. The modules themselves will be changed on their next update/modification. Illustrations, in the form of line drawings, cut-away views, photos, etc., are included to assist in the understanding of the test. Safety related items are identified by the DANGER, WARNING, CAUTION headings preceding the instructions or statements. Highlighted information is identified by the term IMPORTANT or NOTE preceding the text. Proper use of the manual will improve your ability to keep the truck operating safely and efficiently. When referring to the manual for information: 1. Determine what system or component is involved. 2. Determine what section you feel it would be organized in. Remember, there are several possible sections for many components. 3. Use the divider and turn to the Table of Contents on the first page of the section.
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Section 1. Description and Operation
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SAFETY
SAFETY
SAFETY
Safety should be the primary concern of anyone working on or around any vehicle. As safety-conscious individuals, you should do nothing that will place yourself, other personnel or any equipment in a position of possible injury or damage. The signal word WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury.
DANGER, WARNING AND CAUTION EMBLEMS

Safety and informational highlights used in this manual include: The signal word CAUTION indicates a potentially hazardous situation which, if not avoided, may result in minor or moderate injury. It may also be used to alert against unsafe practices. The signal words IMPORTANT and NOTE indicate operations, conditions, or specific information of sufficient importance to call for additional specific instructions or information. There are a number of such decals identifying areas of potential safety hazards. Refer to the illustrations for identification of those decals.
This symbol means your safety is involved! Read, understand and follow all Danger, Warning, and Caution decals on your machine and instructions in this manual.
The signal word DANGER indicates an imminent hazard situation which, if not avoided, will result in death or serious injury or death.
FIGURE 1 - HAZARD DECALS (A83678, SHEET 1 OF 5)
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SAFETY
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Item 1 Handrails are provided to assist in ascending and descending of the access ladders. Always use the rails for support whenever using the ladder to reduce the potential of falling.
Item 4 The cooling system is of automotive type design and operates under pressure when hot. The radiator cap and related controlling assemblies are designed to regulate and maintain this pressure. Extra care must be taken when loosening or removing the cap to prevent the sudden release of pressure and escape of fluid. This release could injure personnel through contact with the cap or heated fluids. Proper procedures for removal are included in this manual.
DO NOT LOCK THE REVERSER IN THE NEUTRAL POSITION

Item 2 The reverser is an electrical switching device that directs the flow of electrical power to the wheelmotor fields to provide for both forward and reverse operation. In this application, it is designed to remain in the "forward" configuration when the shifter is in both Forward and Neutral and shift to the reverse configuration when the shifter is in Reverse. Locking the Reverser in the neutral position could create unwanted conditions that could injure personnel or damage equipment and should not be done at any time. Item 5 The engine radiator fan assembly is operating much of the time the engine is operating. On most trucks (equipped with a clutching type fan assembly), the fan may rotate at various speeds depending upon ambient and engine temperature, load, etc. Extra care must be taken when working in this area to prevent the engine from being started and to avoid contact with the moving fan parts when the engine is operating.
Item 3 The electrical propulsion system utilizes high voltage and current levels to efficiently transmit power to the electric wheelmotors. Exteme care should be exercised when working in the designated areas, particularly if the engine is operating.
Item 6 As the trucks steering wheel is turned, the front tire assemblies are caused to move. The movement causes the clearance between the frame and the tire to increase or decrease. Anyone in this area during the steering movement (such as in a shop environment) may be caught and injured. It is imperative that all personnel and equipment be kept from this area when the truck is being steered.
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SAFETY
Item 7 The dump body must be secured by safety cable(s) or block whenever raised to access components. Never work on or near a truck when the dump body is raised if not so secured.
Item 10 The nitrogen/oil suspension components are precharged with dry nitrogen, an inert, non-explosive gas. This precharge pressure may be released with explosive force if not totally exhausted from the suspension prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the appropriate information in the Unit Rig Mechanical Maintenance Manual. Also, the use of other gases (such as oxygen), may create an explosive conditon. Use dry nitrogen only.
Item 8 The pressurized air in the tire could be released with explosive force if the rim or tire is improperly secured. Always completely deflate all tires prior to loosening any lug nuts. Also, always install and secure all tire and rim assemblies before re-installing.
Item 11 The accumulators are precharged with dry nitrogen, an inert, non-explosive gas. This precharge pressure may be released with explosive force if not totally exhausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the appropriate information in the Unit Rig Mechanical Maintenance Manual. Also, the use of other gases (such as oxygen), may create an explosive condition. Use dry nitrogen only.
Item 12 The accumulators are charged to a high pressure during operation and may maintain this pressure even after the truck is parked and the engine stopped. Malfunction of the system could release this pressurized oil, injuring personnel and contaminating equipment. Refer to the information in the Mechanical Maintenance Manual for correct procedures.
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Item 13 The accumulators are charged to a high pressure during operation and may maintain this pressure even after the truck is parked and the engine stopped. Malfunction of the system could release this pressurized oil, injuring personnel and contaminating equipment. Refer to the information in the Mechanical Maintenance Manual for correct procedures.
Item 17 The shunts are electrical devices used in the high voltage and current electrical system to assist in the measuring and proper monitoring of the operation of the trucks propulsion and retarding systems. During some testing, a shunt is moved between insulators to assist in this testing. To properly allow the wires and the shunt to conduct the high currents and voltages, good, tight connections are essential.
Item 15 The drive shaft shield serves several functions: 1. To prevent individuals working near the shaft (as during maintenance or testing) from coming into contact with the rotating shaft. 2. Protect the drive shaft from contact with foreign objects. 3. Protect surrounding equipment from damage if the drive shaft malfunctions. Never start or operate the truck without this important shield in place.
Item 18 On trucks equipped with the dual solenoid latching park brake valve, power is required to shift the valve to and from the detented Apply and Release positions. Moving the Battery Isolation Switch to the Off position before applying the park brakes (releasing the pressure holding the caliper released) removes this power and prevents application of the park brake system. Without this mechanically applied, hydraulically released system, loss of pressure in the other friction brake systems
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on the truck (through manual release or internal by-passing, particularly when the engine is off) removes any brake system securing the truck. It is then free to roll. This re-emphasizes the importance of placing the truck in a SAFE POSITION so that it cannot move, even if all brakes are released, prior to performing any work on the truck, even switching off electrical power with the Battery Isolation Switch. The additional securing of the truck with the park brake system, switched on prior to the turning off of the Battery Isolation Switch, serves to increase the safety of the situation.
SAFETY
Item 28 A battery disconnect or isolation system has been incorporated that isolates the truck's standard 24 Vdc electrical systems by interrupting the battery ground circuit. The "TX" terminals are common junction points of battery grounds. Connection of other circuits (especially if they are grounds) may adversely affect the operation of the isolation system and leave circuits closed or potentially energized. The different decals represent the different wiring configuration in use.
FRONT OF CAB
"FLOAT"
ENSURE HOIST
LEVER IS ALWAYS IN "FLOAT " WHEN NOT IN USE.
Item 29 The dump system is designed so that the dump control valve should be in the "Float" position at all times the dump body is not raised. In this configuration, the flow from the dump pump(s) and the dump cylinders is routed directly back to the hydraulic reservoir. This reduces system circulating pressures and also prevents the cylinders and mounts from carrying any of the load, except when actually dumping. On trucks equipped with hydraulic oil cooler assemblies, the oil is directed through the cooler only when the dump control pilot valve is in the "Float" position.
68231G
Item 30 The large red Capacitor Charged (Indicator) Light (CCL) in and on the electrical system control cabinet on trucks equipped with GE AC drive systems, is lighted whenever
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there is high voltage in the truck's propulsion or dynamic retarding system. The indicator lights when there is 50 Vdc or more in the DC Link portion of the system. DO NOT open the doors or touch any terminals or components when either of the indicators is lighted. Wait until the indicators turn off and then check with a meter to ensure that no voltage remains in the circuit.
1. Check that the truck is parked in a SAFE POSITION and is secured against unapproved starting, movement, system activation or component operation. 2. Always refer to the specific information in this manual and others like it and mine recommendations as a guide whenever servicing the truck. 3. Always remove any residual pressure or force on a system or component prior to loosening anything.
WEARING APPAREL
It is recommended that all personnel wear appropriate safety hard hat, safety glasses, and approved safety shoes whenever operating or working on or around the truck. In addition, you should avoid loose, heavy, or bulky clothing that might restrict movement, reducing your ability to control the truck or tools. Loose or slippery gloves and slippery footwear should also be avoided. Remember; always follow the specific recommendations or requirements at your mine.
PARKING
The truck may be parked in SAFE POSITION for long term parking as follows:
NOTE: A SAFE POSITION is defined as:

1. The trucks front or rear wheels are driven into a ditch, or 2. The truck is driven up against a berm or a bank, or 3. Chocks are placed in front of and behind the rear wheels, and are sufficient to hold the truck on the grade it is parked. The truck will be in a SAFE POSITION if these practices are followed, and if the truck will not move if the brakes are released.
BEFORE BEGINNING WORK

It is important to become familiar with each of the trucks components or systems prior to starting any work on them. Unfamiliarity with them may cause excessive delays in repair and downtime and needless component replacement.
NOTE: These procedures must be followed any time
FIGURE 2 - TIRE FIRE DANGER AREA
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the truck is left unattended, the engine is shut down, or a problem exists in the friction brake system. 1. Bring the truck to a complete stop with the trucks dynamic retarding and friction brake systems, as described in the instructions under Braking. Fully depress the Brake pedal once the truck is stopped. 2. Move the Shifter to the N (Neutral) position. 3. Pull the Load Brake Switch out to apply the brakes. 4. Move the Park Brake switch to Apply position and hold until the Park Brake indicator lights (approximately 2 seconds).
SAFETY TIRE SAFETY
Danger of tire explosion due to fire/excessive heat in wheel area. Whenever smell of burning rubber or excessively hot brakes is detected on the truck, there could be a distinct possibility of the danger of a tire explosion. It could also occur when fire on the truck reaches the tire and wheel area. Under such conditions DO NOT APPROACH THE TRUCK OR ENTER THE DANGER AREA (See Figure 2). Move the truck to a remote area only if it can be done without endangering the operator or other personnel in the area. Stay at least 500 feet (150 meters) away from the tread area and 1500 feet (460 meters) from the tire sidewall. If it is absolutely necessary to reach the suspect tire, approach from the front or the back of the truck and use a large bulldozer blade as shield in front. If there is evidence of brake fire or smell of burning rubber, do not go near the truck. Fight these fires from a distant remote location. Do not rush to the truck with hand-held fire extinguisher in an effort to control the blaze. Allow at least eight hours for the tire to cool before approaching the truck. DO NOT WELD OR HEAT RIM COMPONENTS WHILE TIRE IS MOUNTED ON THE RIM. The gases that build up inside the tire during arc welding or while applying heat on rim components can ignite, resulting in explosive-like failures of the tire and rim. This warning also applies to nitrogen inflated tires. Although ignition will not occur in the nitrogen atmosphere, the pressure build-up from the heat of welding may be sufficient to cause a blowout severe enough to injure or kill. Scrap all rim components that require heat to repair.
Do not leave the truck parked unattended with the Loading Brake only applied. Always park the truck securely in a SAFE POSITION, with the Park Brake applied. 5. Release the Brake pedal and Hand or Load Brake. The truck must remain stationary. 6. If the engine is to be stopped, follow the steps outlined under Engine Shut-Down. 7. Only after it is certain that the truck will remain secure and cannot accidentally move, should the truck be left unattended. 8. If available, use wheel chocks to secure the truck.
NOTE: Always park the truck where other vehicles can easily pass. If for any reason it is necessary to park on the haul road, it is recommended that flares or some other warning sign be used. (Flares should be used for poor visibility, darkness, blind curves, narrow roads, or any other similar situation).
Before any service work is begun, the truck should be properly parked in a SAFE POSITION and steps taken to ensure that it cannot be started or driven without the knowledge of the person servicing the unit.
IMPORTANT: Always park your truck where other vehicles can easily pass you. If for any reason you are forced to park on the haul road or other thoroughfare, it is recommended that you put out a flare or some other warning sign to alert others of your position. (The flare should be put up if visibility is poor because of darkness, a blind curve, a narrow road, or any other similar situation).
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OPERATION
OPERATION
Prior to operating the truck for any reason, even if just for testing components or operation, the driver should be properly trained in general operating guidelines and characteristics, and be familiar with specific rules at the location. Refer to the appropriate Unit Rig Operators Manual and mine safety personnel for this information. Do not ride on the superstructure or any other area other than inside the cab when the truck is in operation. The driver and the observer/passenger MUST be seated in the cab with seat belt fastened whenever the truck is in operation. Again, NEVER operate the truck without first being thoroughly trained and familiar with the trucks operators manual and mine operating procedures.
FIGURE 1 - TYPICAL CAB LAYOUT 10/31/95 M1584 1
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PRE-OPERATIONAL INSPECTION
Prior to placing a truck into operation (at each shift change or after repair or service work has been performed), it is recommended that the vehicle be inspected for evidence of damage or component wear. The following procedures are designed to allow the operator/ inspector to make the inspection in one continuous trip around the truck, beginning at the access ladder. Correct discrepancies before placing truck in service.
NOTE: The truck must be parked in a SAFE POSITION on level ground to permit accurate checking of the various fluid levels.
1. Inspect the access ladder to be certain it is free of debris, securely fastened to the truck, and in general good condition. After confirming its condition, climb the ladder to the superstructure level. Clean and adjust all mirrors.
Use the handrails whenever climbing or descending the ladder. 2. If so equipped, verify that all battery disconnect switches are in their on or operating positions. 3. Visually inspect the superstructure area to ensure that it is free of debris and in general good condition. After confirming its condition, enter the cab. FIGURE 1 - TYPICAL VIEWING POSITIONS
NOTE: If the truck is not equipped with an extension

on the left hand side of the superstructure it is recommended that entry and exit of cab be made through the right (passenger) side door. 4. Switch on all exterior lights including the emergency flashers. The lights should be checked during the inspection to verify that they light and can be seen. Return to ground level and continue the inspection.
If the air cleaners are equipped with self-purging Vacuator assemblies on the bottom cups, squeeze each assembly to ensure that they are functioning properly and exhausting the accumulated dust from the bottom of the air cleaner. If not equipped with the assemblies, empty each air cleaner dust bowl by unsnapping the latch and allowing the bowl to pivot down. After all of the debris is dumped, close and latch in place.
NOTE: During the remainder of the walk-around inspection, check the overall condition of the vehicle for evidence of air, hydraulic oil, or fuel leaks, broken, cracked, or missing parts.
5. Verify that all headlights and other lights are clean and illuminated. 6. Visually inspect the air cleaner assembly and engine supply lines for evidence of damage or leakage.
NOTES:
1. A ladder will be required to reach these assemblies. 2. Do not stand directly under the bowl when releasing the latch.
7. Verify that the left front marker light is clean and illuminated. 8. Check the engine oil level as follows:
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a. Carefully climb up the tie rod step, using the frame mounted handholds for support. If the truck is not so equipped, use a ladder to climb to the required level. b. Pull the engine dipstick from the engine, wipe clean with a clean rag, and reinsert.
of leakage, wear, or damage. Verify that the upper and lower mounting points are secure and properly lubricated. Verify that the hoses are properly routed and in good condition. 16. Visually inspect the dump body pad assemblies for evidence of wear, damage, or improper shimming. 17. Inspect each of the left rear dual tire and rim assemblies for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation. Inspect the rock knocker assembly (if so equipped) for free movement and evidence of wear or damage.
NOTE: If the engine has a self-sealing style dipstick, it may be necessary to turn the handle counter-clockwise several turns to release the seal. Remember to reseal the dipstick after completing the oil level check.
c. Pull the dipstick out again and read the level; it should be in the safe, normal, or operating range. If not, bring the level up to proper range prior to operating the truck. d. Reinstall the dipstick and carefully return to ground level.
NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.
18. Visually inspect the left wheelmotor hubcap area for evidence of brake oil leakage. Verify that the hubcap is securely fastened to the wheel and cover (if applicable) is closed. 19. Verify that the left rear marker light is clean and illuminated. 20. Visually inspect the exterior of the left wheelmotor for evidence of damage or leakage. 21. Visually inspect the left dump body hinge pin for evidence of damage or wear, and proper installation and lubrication. 22. Visually inspect the left rear suspension for evidence of wear, damage, and leakage and verify that it is at the proper ride height (extension). Verify that the upper and lower mounting points are secure and properly lubricated. 23. Verify that all tail, stop, warning (turn signal), retarding, and back-up lights on the truck are clean and operational. 24. Open the axlebox access door. Verify that the components and mounting hardware are in general good repair. Close the door securely to form a good, air-tight seal.
NOTE: On trucks equipped with dipsticks on the right hand side of the engine, the oil should be checked when checking the other side of the truck.
9. Visually inspect the left front suspension assembly for evidence of wear, damage, or leakage and verify that it is at the proper ride height (extension). Also, verify that the assembly is securely attached to the truck. 10. Visually inspect the left front brake and axle kingpin assemblies for evidence of wear, damage, leakage, or looseness. Also, inspect the area around the wheel bearing seal and brake calipers for indications of leakage or damage. 11. Visually inspect the steering system components clevis pins, tie rods, steering arms, and cylinders for the left side of the truck. 12. Visually inspect the left front tire and rim assembly for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation.
13. Visually inspect the left tank for evidence of damage or leaks. Check level with sight glass or petcocks as applicable. 14. Visually inspect all hydraulic and other components mounted near the tank for evidence of damage or leakage. 15. Visually inspect the left dump cylinder for evidence
Failure to maintain a good seal around the access door may allow air to escape from the axlebox. Operation of the truck in this condition could result in damage to the electrical propulsion system components.
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25. Visually inspect the right rear suspension for evidence of damage, wear, and leakage and verify that it is at the proper ride height (extension). Verify that the upper and lower mounting points are secure and properly lubricated. 26. Visually inspect the right dump body hinge pin for evidence of damage or wear, and proper installation and lubrication. 27. Visually inspect the exterior of the right wheelmotor for evidence of damage or leakage. wear.
37. Visually inspect the right tank for evidence of damage or leakage. Check level with sight glass or petcocks as applicable. 38. Check the blower housing and related ducting for evidence of leakage or damage. If so equipped, inspect the cooling air blower or precleaner systems for evidence of leakage or damage. 39. Visually inspect all hydraulic and other components mounted near the tank for evidence of damage or leakage. 40. Visually inspect the right front tire and rim assembly for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation.
28. Verify that the right rear marker light is clean and illuminated. 29. Visually inspect the right wheelmotor hubcap area for evidence of brake oil leakage. Verify that the hubcap is securely fastened to the wheel and cover (if applicable) is closed. 30. Visually inspect each of the right rear dual tire and rim assemblies for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation. Inspect the rock knockers (if so equipped) for free movement and evidence of wear or damage. 31. Visually inspect all hydraulic and other system components for evidence of damage or leakage. 32. Inspect the axlebox nose cone and attachment assemblies for evidence of damage or wear, proper installation and lubrication. 33. Inspect the underside of the truck for evidence of damage or leakage. Hoses should be free of kinks and cracks, and should be secured away from moving parts. All components and mounting hardware should be properly installed and in good operating condition. 34. Visually inspect the dump body pad assemblies for evidence of wear, damage, or improper shimming. 35. Visually inspect the right dump cylinder for leakage, wear, or damage. Verify that the upper and lower mounting points are secure and properly lubricated. Verify that the hoses are properly routed and in good condition. 36. Visually inspect the hydraulic pumps, pump drives, and related hoses for evidence of leakage, damage, or
41. Visually inspect the steering system components; clevis assemblies, tie rods, steering arms, and steering cylinder on the right side of the truck. If any piece is damaged, bent, or leaking, do not drive the truck. Report the condition immediately. 42. Visually inspect the right front suspension assembly for evidence of wear, damage, or leakage and verify that it is at the proper ride height (extension). Verify that the assembly is securely attached to the truck. 43. Visually inspect the right front brake and axle kingpin assemblies for evidence of wear, damage, leakage or looseness. Inspect the area around the wheel bearing seal and brake calipers for indications of leakage or damage. 44. Visually inspect underside of the truck for indications of damage or leakage. Hoses should be free of kinks and cracks, and should be secured away from moving parts.
NOTE: On trucks with the engine oil dipstick located on the right-hand side of the engine, check the engine oil level prior to continuing with the remaining steps.
45. Inspect the engine drive belts overall condition. Check condition of fan and fan shroud and guard assemblies. 46. Visually inspect the air cleaner assembly and engine supply lines for evidence of damage or leakage.
11/17/2000
M1583
If the air cleaners are equipped with self-purging Vacuator assemblies on the bottom cups, squeeze each assembly to ensure that they are functioning properly and exhausting the accumulated dust from the bottom of the air cleaner. If not equipped with the assemblies, empty each air cleaner dust bowl by unsnapping the latch and allowing the bowl to pivot down. After all of the debris is dumped, close and latch in place.
50. Check the engine coolant level in the radiator using the radiator sight glass.
Use extreme care when removing the radiator cap; remove it slowly after the engine has cooled. The sudden release of pressure from a heated cooling system can result in the loss of coolant and possible injury from the hot liquid. 51. Visually inspect the brake system accumulator and components for evidence of leakage, damage, or any other abnormal condition. 52. On trucks equipped with the available automatic lubrication system, check the level of the lubricating grease in the main supply reservoir. Be sure the supply is adequate to maintain the system during the entire operating period. 53. On trucks equipped with the available fire suppressant system, check the pressure level of the actuation system. Also inspect the system for evidence of wear or damage. Report all problems before proceeding. 54. Return to the cab. Turn all light switches off.
NOTES:
1. A ladder will be required to reach these assemblies. 2. Do not stand directly under the bowl when releasing the latch.
47. Verify that the right front marker light is clean and illuminated. 48. Visually inspect the radiator and grille area to be free of debris and damage. 49. Climb the access ladder to the superstructure level. Visually inspect the retarding grid and electrical drive system component box to ensure that they are free of damage, that the doors are securely closed, and that the air intakes are free of debris.
NOTE: On trucks so equipped, verify the condition of fire suppressant remote actuation system.
M1583
11/17/2000
TEREX|UNIT RIG
DESCRIPTION
DESCRIPTION
DESCRIPTION
The TEREX|UNIT RIG dump truck is a heavy-duty, largecapacity haulage truck specifically designed for the open pit mining industry. The large payloads that can be carried make this an efficient means of transporting material from one point to another in a mine or similar offhighway haulage operation. Propulsion for the truck is supplied by either diesel-electric or trolley-assist depending on the mode of operation available and selected. The operating principal of both is to supply a regulated source of dc voltage and current to the wheelmotors, which convert this energy into a mechanical form through a self contained traction motor and planetary gear drive system which is directly mounted to the rear dual tire assemblies. In the diesel-electric mode, an alternator, directly coupled to a turbo-charger diesel engine, supplies the basic electrical energy. A primarily solid state control system regulates the power output based on a number of operating factors (including such items as truck and engine speed, demand requirements, and engine power available). In the trolley assisted operating mode, the electrical power supply is automatically switched to an external source. Wayside equipment typically is used to regulate the incoming power and transmit it through overhead cables (or similar devices) on the haul roads. Truck mounted collectors (typically pantograph or pole assemblies) with attached mechanical/electrical connectors, transfer this energy from the cables to the on-board electrical propulsion control circuitry, an integrated semi-solid state system similar in function to that controlling diesel-electric operation. is related to the speed of the truck. This amount remains at a maximum at speeds of 1 to approximately 15 mph (2 to 28 km/hr). Above this speed the amount of retarding effort available reduces as the speed continues to increase. However, the amount of dynamic retarding required to control the truck will continue to increase throughout the entire operating range. This creates a range envelope or limits within which the truck should be operated that will vary with truck load, speed, electrical propulsion system, and the grade involved. Operation at speeds in excess of these limits will mean that sufficient retarding effort may not be available to control the truck without the assistance of the friction brakes. Information on how to determine this safe operating range is contained in Section 6 of the Operators manual, but always check with the appropriate mine personnel for these speeds in particular areas of your mine. For slow speed stopping, in emergencies (at any speed), and short term parking (operator remains in cab with engine running), the friction brake system is used. This system functions in a manner similar to automotive brakes and allows the vehicle to be brought to a complete stop. These brakes are not intended for use in normal operation at high speeds - except in emergencies. Use at high speeds may result in the generation of excess heat which will reduce the effectiveness of the brakes (should they be required in an emergency) and increased wear on the systems components. A separate mechanical parking brake system is provided for long term parking (operator leaves cab or the engine is not running). This system mechanically locks the rear brakes and must be applied only when the truck is completely stopped. It is recommended that the truck is parked in a SAFE POSITION and the Park Brake is applied prior to the operator leaving the cab. The truck is suspended at all tire locations by struts that use a combination of lightweight oil and nitrogen gas. Each of the suspension assemblies contains integral rebound provisions to dampen movement resulting from the suspensions absorbing a shock. Many of the controls on the truck are electrically, hydraulically or in some cases pneumatically operated or assisted. Electrical energy is provided by a 24 volt battery system, with the charge maintained by a separate engine mounted battery charging alternator. Pressurized hydraulic fluid for the system is obtained from tandem or triple pumps driven directly from the main traction alternator. Detailed descriptions and explanations of the operation are available elsewhere in this manual.
NOTE: During trolley assisted operation the normal diesel-electric supply system is not operating. In normal operation, the trucks speed on downgrades and slowing for normal stopping is controlled by an electrical dynamic retarding system. When this system is activated, the wheelmotors function as generators and convert trucks kinetic energy (force keeping the truck moving) into electrical energy. This electrical energy is dissipated as heat through a series of air-cooled resistors. For further explanation of the dynamic retarding system, refer to Section 6 of the Operators manual.
IMPORTANT: The amount of retarding effort available 09/30/2004
M1841
The operators control cab is equipped with the controls and indicators necessary to provide safe, efficient operation of the vehicle. The simplicity of the diesel-electric drive system has reduced the main controls to a steering wheel, throttle, dynamic retarder, brake pedal, shifter, (forward, neutral, and reverse), and dump control lever. The function of each indicator, gauge, and control in the cab is discussed in detail in Section 3 - Indicators, Gauges, and Controls of the Operators manual.
TABLE 1 - GENERAL SPECIFICATIONS MT 4400AC TRUCKS NOTE: The included specifications are standard features on the trucks. Other features/combinations are available upon customer request or to conform to specific applications. STRUCTURE CAB
The integral ROPS (Rollover Protective Structure) cab accommodates two full size seats. All steel construction with indicators, gauges, and controls required to operate the truck and featuring a curved windshield to provide a greater field of view.
DUMP BODY
Horizontal bolster deep vee design with a flat floor and a 45o dumping angle. Fabricated from high strength steel with optional highly wear resistant liners. Dump body sized to reflect material density and payload rating.
FRAME
Completely computer aided design utilizing special alloy steel, fabricated with double box-section (separate sides and top and bottom wrappers welded together) construction. Center crossmember incorporates wrap around spherical axlebox/nosecone connection. Continuous frame rail beams with deep section in critical areas along with ROPS supports for rugged, dependable service.
FUEL AND HYDRAULIC TANKS

2 Saddle mounted tanks - 800 gallons (3 030 liters) fuel; 155 gallons (590 liters) hydraulic oil.
ELECTRICAL CONTROL SYSTEM

24 Vdc power supplied by six (6) 12V dc batteries (three (3) pairs) connected in series. Batteries supplied by 24V dc, 100 Amp battery charging alternator standard.
POWER PACKAGE ELECTRICAL DRIVE

General Electric Standard: GTA 41 Alternator 17FL375 Control Panel (GE AC Control) GEB 25 Wheelmotors Air cooled grids, cooled by a self-contained blower unit, are used for retarding.
M1841
09/30/2004
TEREX|UNIT RIG
DESCRIPTION
POWER PACKAGE (continued) ENGINE

MTU/DDC Series 4000 2700 hp (2 015 kW) Cummins QSK60 - 2700 hp (2 015 kW)
EXHAUST
Right side dual exhaust with mufflers.
FAN
Engine mounted, fixed pitch.
RADIATOR
Bolted type with multiple row with either a mechanically welded or removable tube core, typically with separate assemblies for engine coolant and engine inlet air coolant provisions.
HYDRAULIC SYSTEM SUPPLY SYSTEM

Multiple pumps driven by drive shaft from alternator. The front two gear pump sections supply the dump system requirement. The rear piston pump section provides the steering system requirements, with flow diverted to the brake system as required to maintain proper accumulator pressures. Pump capacities (at 1900 rpm, 2000 psi (13 800 kPa)) Front (Dump) - 115 gpm (435 liters/min.) each Rear (Steering) - 35 gpm (132 liters/min.) - standard High pressure filtration units with three (3) 6 micron (nominal) filtration and environmentally disposable elements. Hydraulic tank outlet contains a strainer with 100 mesh screening. Hydraulic gauges and quick disconnect test points are standard.
DUMP SYSTEM
Manually operated pilot system controlling a dump valve, operating two double-acting, telescoping, two-stage cylinders. Flow of oil to and from cylinders controlled by a totally hydraulic dump valve. Relief valve pressure preset at 2400 psi (16 550 kPa).
STEERING SYSTEM
Full time, closed center, load sensing system, operating two double acting cylinders. Supplied by two (2) accumulators that are replenished by a constant pressure compensated piston pump maintaining a pressure of 3500 psi (24 130 kPa). Relief valve pressure: Main 2700 psi (18 615 kPa) Accumulator Nitrogen precharge pressure: 1500 psi (10 340 kPa) Auxiliary steering powered by accumulator capacity. A separate manual power supply powered by a 24 Vdc electric driven motor/pump combination is available for use in maintenance, with both automatic and manual activation provisions.
09/30/2004
M1841
HYDRAULIC SYSTEM (continued) BRAKE SYSTEM

Hydraulic brake actuation system featuring fully modulated service brakes (foot pedal operated), fully modulated secondary brakes (hand control operated), loading brake (hydraulic actuation of the rear service brakes) and separate spring applied and hydraulically released separate park brake calipers. Supplied by three (3) accumulators that are replenished by a constant pressure compensated piston pump maintaining a pressure of 3500 psi (24 130 kPa). Brake Pressures Front 2400 psi (16 550 kPa) Rear 1400 psi (9 650 kPa) Accumulator Nitrogen precharge pressure:
1000 psi (6 895 kPa)
PNEUMATIC SYSTEM
Not installed or required in standard configuration.
RUNNING GEAR
TIRES AND WHEELS Standard: Six (6) tires on individual rims. Size determined by application.
FRONT WHEELS
Solid disc wheels mounted on tapered roller bearings - one wheel mounted on each front spindle.
REAR WHEELS
Motorized wheel units flange mounted to the axlebox - dual tires mounted on each wheelmotor.
SUSPENSION
Front: Nitrogen/Oil standard. Rear: Nitrogen/Oil standard.
BRAKES
Carlisle (Goodrich) Arvin/Meritor (Rockwell/Goodyear) See Section 5 - Hydraulic System or Section 8 - Brake System for details.
FRONT
Single disc/quad caliper (hydraulically actuated), mounted on each front wheel.
REAR
Dual disc/single caliper per disc (hydraulically actuated), mounted on each wheelmotor.
PARK
Mechanically (spring) applied/hydraulically released, mounted on each wheelmotor.
M1841
09/30/2004
Mechanical Manual
Section 2. Structure
UNIT RIG
MAIN FRAME
MAIN FRAME
DESCRIPTION AND LOCATION (Figure 1)
The main frame is of double box section design fabricated from plates of high strength steel. The side plates are manufactured separately, then tied together by top and bottom wrappers which are welded to them. This construction forms a strong, durable frame that remains relatively light in weight. The frame extends the entire length of the truck beneath the equipment it supports.
MAINTENANCE AND ADJUSTMENT

Regularly inspect the frame for damage. Repair as directed by Unit Rig personnel and standards.
REPAIR
General instructions for field welding repairs are contained in Section 10 - Miscellaneous of this manual. For detailed instructions, it is recommended that Unit Rig personnel be consulted on an as required basis to ensure that correct, proper, up-to-date procedures and materials are used.
OPERATION
The frame serves as the basic support structure for the truck. It provides the mounting points for the front and rear suspension, axlebox assembly, engine module, drive train components, the superstructure, operators cab, and the dump body.
Do not weld on the top or bottom wrappers of the main frame, unless repair is required. Incorrect welding will weaken the frame. Follow current Unit Rig welding procedures.
TROUBLESHOOTING
Refer specific problems to Unit Rig for assistance in repairing damage and in determining and eliminating the potential causes.
KEY 13550 01. Radiator Module Mounting Area 02. Engine Module Mounting Area 03. Front Suspension Upper Mount 04. Superstructure Mount 05. Front Axle Lateral Link Mount 06. Upper or Front Crossmember 07. Right Side Rail Assembly 08. Dump Cylinder Mounting Bracket 09. Center Frame Crosstube 10. Axlebox Nosecone Inner Bearing Surface 11. Dump Body Rear Mounting Point 12. Rear Suspension Upper Mounting Point 13. Rear Crossmember 14. Left Side Rail Assembly 15. Front Axle Link Mounting Points 16. Front Bumper 17. Axlebox Radius Rod Mounting Bracket
12/19/95
M1599
FIGURE 1 - MT 4400 MAIN FRAME
M1599
12/19/95
UNIT RIG
CAB HEATER ASSEMBLY
CAB HEATER ASSEMBLY

DESCRIPTION AND LOCATION
The cab heater assembly contains the blower and air control assemblies and heater core to provide a flow of filtered, pressurized and, if desired, warmed air to the interior of the cab. The heater blower and core assembly and related hardware is located in front of the cab in front of the passenger seat. The air filter assembly is mounted to the rear wall of the cab, behind the seats.

Periodic maintenance of the heater system should include the following: 1. Park the truck in SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Inspect the system for evidence of wear, leakage, damage, etc. and are in general good repair and operating condition. Repair or replace as required. 3. Verify that the blower motor operates in all of its speed settings. Repair or replace as required. 4. Check the air flow from the various outlets. If not to normal standards, check the condition of the filter assembly and the controls, particularly the doors and cable assemblies. Repair or replace as required.
OPERATION
Depending upon the operators setting of the controls, either outside air, drawn in through the filter assembly, or the interior air being recirculated, is pressurized by the dual fan assemblies and is directed either through the dash and console mounted or the defroster ducts. Adjustment of the controls provides a method of obtaining the desired temperature and flow patterns required to maintain desirable environmental conditions within the cab.
SERVICE
The individual components are not serviceable and should be replaced if not operating properly.
KEY
A83419
01. Heater/Air Conditioner Box 02. Blower Housing 03. Blower Wheel 04. Motor 05. Motor Mounting Plate 06. Heater core 07. Cover Plate 08. Capscrew 09. Retainer Clip 10. Air Intake Door 11. Bushing Block 12. Nyliner Bushing 13. Diverter Lever 14. Blower Outlet Adapter 15. Duct Adapter
16. Duct Adapter 17. Back Diverter 18. Front Diverter 19. Diverter Door 20. Diverter Link 21. Torsion Spring 22. Tapping Screw 23. Defroster Duct 24. Defroster Outlet 25. Dash Air Outlet 26. Dash Air Outlet 27. Elbow 28. Heater Valve 29. Defroster Hose 30. Defroster Hose
31. Capscrew 32. Hose Clamp 33. Cable Assembly 34. Knob 35. Mounting Clamp 36. Cable Retainer 37. Heater Control Panel 38. Blower (Speed) Switch 39. Machine Screw 40. Locknut 41. Flatwasher 42. Setscrew 43. Sponge 44. Insulation Tape 45. Jam Nut
46. Resistor 47. Machine Screw 48. Hose 49. Nut 50. Push-on Hose 51. Air Duct Connector 52. Self Tapping Screw 53. Air Filter 54. Flatwasher 55. Machine Screw 56. Gasket 57. Adapter Fitting 58. Bushing 59. Barbed Fitting 60. Thumb Screw
01/10/96
M1625
FIGURE 1 - CAB HEATER ASSEMBLY - SHEET 1 OF 7
M1625
01/10/96
UNIT RIG
CAB HEATER ASSEMBLY
01/10/96
M1625
M1625
01/10/96
UNIT RIG
CAB HEATER ASSEMBLY
01/10/96
M1625
M1625
01/10/96
UNIT RIG
CAB HEATER ASSEMBLY
01/10/96
M1625
M1625
01/10/96
UNIT RIG
HOOD ASSEMBLY
HOOD ASSEMBLY
The engine hood assembly covers the engine area from the front of the superstructure to the front of the radiator area.
SERVICE
Service of the hood assembly should include the following: 1. Repair or replace any structural damage to the metal parts. 2. Inspect the condition of the radiator pads (6) and shock mounts (2). Repair or replace as required.
OPERATION
The hood assembly provides two distinct functions: 1. Protect the engine and radiator assemblies from damage from falling foreign and environmental material, and; 2. Serve as additional support for securing the top of the radiator assembly.
INSTALLATION
The hood assembly may be installed as follows: 1. Lift the hood assembly from the work area and align the appropriate mounting holes on the hood, radiator and superstructure. 2. Install the capscrews and washers securing the hood to the radiator assembly. 3. Install the capscrews and washers securing the hood to the superstructure. Use care not to over-tighten and damage the shock mounts. Use sufficient snubbing washers to compensate for structural irregularities. 4. Remove the lifting cables from the crane to the hood. 5. Reconnect the electrical wiring removed.

Maintenance of the assembly involves verifying that all mounts and mounting bolts are kept tight, the assembly is free of damage and in general good repair.
REMOVAL
The hood assembly may be removed as follows: 1. Disconnect the electrical wiring at the nearest connection or wire. 2. Attach the lifting cables from the crane to the hood. 3. Remove the capscrews and washers securing the hood to the superstructure. 4. Remove the capscrews and washers securing the hood to the radiator assembly. 5. Lift the hood assembly clear of the truck and set in an appropriate work area.
12/08/95
M1611
KEY 01. Top Hood 02. Shock Mount 03. Snubbing Washer 04. Capscrew 05. Not Used 06. Radiator Pad 07. Capscrew 08. Locknut 09. Flatwasher 10. Hood Spacer 11. Capscrew 12. Locknut 13. Flatwasher
FIGURE 1 - HOOD ASSEMBLY
M1611
12/08/95
UNIT RIG
HOOD ASSEMBLY
FIGURE 1 - HOOD ASSEMBLY - CONTINUED
12/08/95
M1611
M1611
12/08/95
UNIT RIG
LADDER AND RAILING ASSEMBLY

The standard superstructure access ladder is alternate tread, Lapeyre step ladder assembly with expanded steel steps and handrails. The upper section connects the superstructure deck and the lower frame mounted platform and is totally made of metal. The lower section is positioned perpendicular to the upper section and utilizes rubber side support members to secure the steps. Separate access ladders are included to provide increased access to the engine and frame areas from the superstructure and ground level. The handrail assemblies are tubular rails. There is a handrail assembly on both the left and right outer edges of the superstructure. 2. Inspect the steps and handrails for damage. Repair or replace as required. 3. Verify that all mounting bolts and brackets are secure and in good condition. Tighten, repair, or replace as required. 4. Inspect the lower portion of the ladder for damage and loose components. Repair or replace as required.
REMOVAL (Figure 1)
The ladder may be removed by removing the mounting hardware and air-arcing the welded support from the ladder, removing the mounting capscrews, and appropriate sections from the truck. The rails are secured to the superstructure in sockets. Removal is accomplished by lifting the rail clear of the sockets. (Railings are welded in place except as noted.)
OPERATION
The main access ladder provides a means of reaching the superstructure and cab area. The other ladders provided increased access to the engine and main frame areas. The handrail provides personal protection at each end of the superstructure.
INSPECTION AND REPAIR

Inspect all components for damage. Repair or replace as required.
INSTALLATION (Figure 1)
The ladder and handrail assemblies may be installed in the reverse order of removal.

Periodic maintenance should include the following: 1. Clean the ladder and all handrail assemblies.
12/08/95
M1610
KEY 01. Lapeyre Stair 02. Ladder Mudguard 03. Ladder Platform 04. Platform Mounting Plate 05. Lapeyre Bracket 06. Capscrew 07. Hardened Flatwasher 08. Locknut 09. Hardened Flatwasher 10. Capscrew 11. Special Washer 12. Locknut 13. Capscrew 14. Lockwasher 15. Flatwasher 16. Left Air Cleaner Mount 17. Right Air Cleaner Mount 18. Capscrew 19. Capscrew 20. Lockwasher 21. Flatwasher 22. Rear Cab Handrail 23. Front Cab Handrail 24. Right Side Handrail 25. Left Hood Handrail 26. Right Hood Handrail 27. Chain 28. Heat Shrink Chain Cover 29. Shackle 30. Capscrew 31. Lockwasher 32. Not Used 33. Special Washer 34. Toe Board Plate 35. Capscrew 36. Flatwasher 37. Locknut 38. Ladder Strap
A84213A
39. Flexible Ladder Tread 40. Flexible Ladder Tread 41. Flexible Ladder Tread 42. Flexible Ladder Cap 43. Flexible Ladder Cap 44. Spacer 45. Capscrew 46. Flatwasher 47. Locknut 48. Switch Mounting Bracket 49. Capscrew 50. Flatwasher 51. Locknut 52. Left Rear Fender 53. Right Rear Fender 54. Capscrew 55. Capscrew 56. Lockwasher 57. Flatwasher 58. Fender Cover Plate 59. Capscrew 60. Lockwasher 61. Flatwasher 62. Pipe Flange 63. Pipe 64. Not Used 65. PVC Conduit Adhesive 66. Capscrew 67. Lockwasher 68. Access Ladder 69. Not Used 70. Fender Handrail 71. Capscrew 72. Locknut 73. Flatwasher 74. Capscrew 75. Locknut 76. Chain Shackle Bracket
M1610
12/08/95
UNIT RIG
FIGURE 1 - LADDER AND RAILING ASSEMBLY
12/08/95
M1610
FIGURE 1 - LADDER AND RAILING ASSEMBLY - CONTINUED
M1610
12/08/95
UNIT RIG
FIGURE 1 - LADDER AND RAILING ASSEMBLY - CONTINUED
12/08/95
M1610
M1610
12/08/95
UNIT RIG
DUMP BODY
DUMP BODY
The dump body is the large load carrying area mounted above the rear of the frame. It is available in various sizes to accommodate the variety of materials hauled. dual tires. These are suspended from the bottom of the dump body and are free to move on their pivots as required. Provisions have been included to support these devices in a temporary storage position to aid in tire, wheel motor and other removal and maintenance procedures that are affected by their presence. (See Figure 1.) Provision has been made for securing the dump body in its fully raised (dump) position. Cables attach from the dump body to a lug located on the back of the axle box. To secure in position, raise the dump body fully, and connect the cables. During normal operation, the cables are stowed under the dump body with both ends attached to brackets on the body. (See Figure 2.)
OPERATION
The dump body serves as the load-carrying member for moving the desired payload. The large, wide floor and low height eases loading requirements while the flat smooth walls, floor, and rear pivot mounts are designed to facilitate fast and efficient dumping. Liners of high, abrasive-resistant steel are provided as an option to increase useful component life by reducing the wear caused by material in the high wear areas. Liners also provide a fast and efficient means of replacing worn out surfaces. The dump body assembly has four major support components: 1. Rubber pads, mounted on the dump body, support the dump body when it is resting on the frame. They are designed to carry and distribute the weight of the dump body and load and require proper shimming. 2. The guide structure assists in limiting the lateral movement of the dump body when it is lowered and resting on the frame. 3. The dump cylinders raise and lower the front of the dump body. It is important that these cylinders do not carry any load except during the dumping operation. Detailed information about these cylinders is contained in Section 5 - Hydraulic System. 4. The dump body pivot assembly serves as the point of rotation for the body. It is designed to carry loads during the dumping operation and a limited load during haulage. This load should be controlled by proper shimming of the dump body pads. On some trucks the engine exhaust is routed through channels on the outer portion of the dump body. The heat from the exhaust warms the dump body to assist in reducing sticking or freezing of material to the metal, especially in areas prone to these conditions. Rock knockers or ejectors are provided to remove rocks and other material which may be wedged between the
Never work on the truck without the dump body resting on the frame or secured by the cables. Never operate the truck or attempt to lower the dump body with the cable securing the dump body in its raised position.
MAINTENANCE AND ADJUSTMENT (Figures 1,

2, 3 and 4) Periodic maintenance should include the following steps: 1. Inspect the dump body for wear and damage. Repair as required by following the approved Unit Rig welding specifications and procedures as outlined on the instructions for Field Welding in Section 10 - Miscellaneous of this manual as well as other Unit Rig information. 2. Inspect the liners for wear or damage. Repair or replace as required. 3. Inspect the condition of the rock ejectors. They should have proper freedom of movement. Repair or replace as required.
NOTE: If temporary storage of the ejectors in a raised position (clear of the tires) is desired during tire or other maintenance, it may be secured as shown in Figure 1.
4. Inspect the dump body lock-up cables, brackets and other provisions for evidence of wear or damage. NOTE: The dump body is secured in the raised position as outlined in the information in Figure 2. The cable is
09/23/96
M1604
TROUBLESHOOTING
PROBLEM Exhaust leakage POSSIBLE CAUSE Damaged exhaust components CORRECTIVE ACTION Check all components for damage and proper fit. Repair or replace as required. Check guide assembly shimming. Reshim as outlined in Maintenance and Adjustment. Inspect and repair or replace as required. Check dump body shimming. Reshim as outlined in Maintenance and Adjustment. Check operation of dump valve. Also check that operators are properly operating the control. Refer to operator's manual for dumping procedures. Report this condition to supervisor for corrective action.
Excessive lateral movement
Improperly shimmed guide assembly Dump pins, hinge or pivot structure worn or damaged
Dump Cylinder damaged (bottomed out)
Dump body improperly shimmed (too low) Dump valve not in FLOAT position during truck operation
Dump Cylinder damaged (bent or pulled out lengthwise (piston damaged)) - damage to attachment pins
Dump body raised during truck operation (pulling away from the dump too soon) Dump body rear edge is being used to blade or spread material Dump Body is "powered up" too fast (especially when in overcenter condition)
12610
stowed by securing the front eyelet assembly to bracket item 2.

5. Inspect the pivot pin assembly for evidence of wear or damage. Also verify that the pin is secured to cause the pin to rotate with the body only as shown in Figure 3. Repair or replace as required. 6. On trucks equipped with dump body heating: a. Inspect the dump body heating exhaust ducting and connections for evidence of damage which might result in leakage or restriction in the exhaust flow. Repair as required. b. Inspect the internal dump body heating passages for excess carbon deposits. Accumulation of carbon and related deposits will block passages and restrict the flow of exhaust gases, reducing engine performance and body heating efficiency. To clean, raise the dump body
and flush with water. Additional cleaning may be done by rodding or similar means. Do not use fire or similar methods to clean the passages.
Oxygen and oil should not be blown into the passages in an attempt to burn out deposits as they may form a highly explosive mixture. 7. Inspect the dump body pads at every service period (approximately 150-250 hours) for deterioration of the rubber, broken mounting lugs, or other evidence of wear or damage. Repair or replace as required. The proper installation and shimming procedure is included later in this portion of the module. 8. Inspect the dump body guide wear plates every 500 hours as follows: (Figure 4)
M1604
09/23/96
UNIT RIG
DUMP BODY
FIGURE 1 - ROCK EJECTOR ASSEMBLY
09/23/96
M1604
FIGURE 2 - DUMP BODY LOCK-UP PROVISION
M1604
09/23/96
UNIT RIG
a. With the dump body down and resting on the frame rails, measure the distance between the dump body guides (3) and rub plates (4 and 5) on both sides of the truck. b. If the total of the two clearances is less than 1/2 inch (13 mm), the guides are properly shimmed and require no maintenance. c. If the total of the two clearances is greater than 1/2 inch (13 mm), the guides should be re-shimmed as outlined in the appropriate procedures later in this module. NOTE: Excessive wear on one or both of the dump body guide assemblies may indicate excessive wear in other areas (e.g. pivot pins and/or bushings) or improper operating practices. These should be reviewed and corrected to minimize dump body guide wear. SHIMMING THE PADS (Figure 3) The dump body pads may be shimmed as follows: 1. Park the truck in a SAFE POSITION in a level area. It must be secured by means other than the trucks friction brake system. 2. Raise the dump body and secure as required to prevent unwanted movement of the body.
DUMP BODY
6. Measure the distance between the dump body flange and the frame flange at a distance of approximately 3 inches (76 mm) behind the last set of pad mounting slots. If this dimension is found to be less than 1-3/16 inch (30 mm), raise the dump body and install an appropriate amount of shims to obtain this minimum dimension. 7. Measure the gap between the dump body and frame flanges at the center slot for each pad assembly, both on the inside and outside to the runners/rails. This provides the A1 though A5 dimensions shown.
NOTE: If the inside and outside dimensions are found to be different, the dimension should be an average of the two measured gaps.
8. Measure the thickness of each pad. 9. Subtract the pad thickness from the corresponding gap distance and record the required shim thickness. 10. Prepare a stack of shims of the required thickness. Raise and secure the dump body and install the shims under the correct pad.
NOTE: The thicker pad goes against the frame.

11. Remove the shim block. Correctly shimmed, the pads should contact the frame within +/- 1/32 inches (0.030 mm) at each pad location. 12. Place truck into service for 6 to 8 typical load cycles.
Never work under or around the truck unless the dump body is solidly secured in place at all times it is not resting on the frame. 3. Inspect the condition of the rubber pad and securing assemblies. Replace any if found to be worn or damaged. 4. Install the shim block (15) on the top flange of the frame, perpendicular to the frame rail. The block should be located approximately 3 inches (76 mm) in front of the first set of pad mounting slots. 5. Remove the securing device and fully lower the dump body until the dump body runners rest on the shimming block.
13. Re-inspect and re-shim (if required) as outlined previously.
NOTE: At the next maintenance period of the truck, raise the dump body and inspect the contact areas for even wear on the dump body runners. Be sure to secure the body prior to working under it.
SHIMMING THE GUIDES (Figure 4) The dump body guides should be shimmed as follows: 1. Verify the truck is parked in a SAFE POSITION on level ground. 2. Verify that the:
NOTE: If the pads contact the frame prior to this occurring, it may be necessary to remove the appropriate pad(s), marking their location for later reinstallation.
a. Pivot pins and bushings are in good condition. b. The rub plate and guide surfaces are in good repair.
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M1604
FIGURE 3 - DUMP BODY PAD SHIMMING
M1604
09/23/96
UNIT RIG
DUMP BODY
FIGURE 3 - DUMP BODY PAD SHIMMING (CONTINUED) c. Dump body is resting squarely on the frame rails, each of the dump body guides. and that the body pads have been properly shimmed. a. If the total of the two clearances is less than 1/2 3. Completely raise and lower the dump body a miniinch (13 mm), the guides are properly shimmed and mum of 3 times. require no maintenance. 4. With the dump body resting on the frame, in as near a centered position as possible, measure the gap between the dump body surface and the inside surface of b. If the total of the two clearances is greater than 1/2 inch (13 mm), the guides should be re-shimmed as outlined below.
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M1604
FIGURE 4 - DUMP BODY GUIDE SHIMMING
M1604
09/23/96
UNIT RIG
DUMP BODY
FIGURE 4 - DUMP BODY GUIDE SHIMMING (CONTINUED)
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M1604
FIGURE 4 - DUMP BODY GUIDE SHIMMING (CONTINUED)
10
M1604
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UNIT RIG
5. Examine the condition and relative thicknesses of the two guides (3) and rub plates (4 and 5). If damaged or worn severely, the appropriate components should be replaced. NOTES: Excessive wear on one or both of the dump body guide assemblies may indicate excessive wear in other areas (e.g. pivot pins and/or bushings) or improper operating practices. These should be reviewed and corrected to minimize dump body guide wear. 6. Remove the welds securing the dump body guides in place on the bracket assembly. Grind them off of both the bracket and the guide assemblies. 7. Install both of the dump body guides (3) with the 1/8 inch (3 mm) clearance to their respective rub plates (4 and 5) shown in Figure 4 and weld securely in place. 8. Raise and lower the body a minimum of 3 additional cycles, then recheck the guide clearances. Readjust as necessary. the dump body is lifted.
DUMP BODY
6. Remove the retaining or keeper bolts, and the dump cylinder pins securing the dump cylinders to the dump body. 7. Secure the dump body for lifting. Two holes (one on each of the upper runners) are provided as lifting points. When lifted at these points, the dump body should be in a position with the front end slightly higher than the rear.
IMPORTANT: A special clevis lifting fixture is available for lifting the body. If slings are used, extra care must be taken, since a relatively flat sling multiplies the load factor, and decreases its effective load rating. Also, it is recommended that spreader bars be used between the upper rails and the sling legs to reduce the possibility of damaging the sides.
8. Remove the pivot pin keeper bolts or strap assemblies and other retainers. 9. Remove the pivot pins. 10. Lift the dump body slightly to remove the load on the rear hinge pins. Be careful to ensure that the dump cylinders separate from the body cleanly, do not move, and remain securely fastened.
REMOVAL
The dump body may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Fully lower the dump body until it is resting on the frame. Place the Dump Control lever in the Float position. 3. Remove each rock knocker as follows: a. Remove the locking pin. b. Secure in place with a means suitable to allow lowering to the ground. c. Remove the pivot pin on each side. d. Remove the unit. 4. Raise the dump body slightly and securely block with dump body slightly above the frame rails. Once secure, move the Dump Control lever to the Float position to ensure that no pressure is entrapped in either cylinder. 5. Secure the dump cylinders in place with chains or other suitable means to prevent their movement when
IMPORTANT: Do not allow the cylinders to rotate in either direction as this may cause excessive twisting in the hoses.
11. Lift the body clear of the truck and set on the ground as required. Tag or guide lines are recommended for guiding the structure. SERVICE For replacement of liners and repair of damage, refer to specific instructions on the details of the unit available from your mine personnel or Unit Rig representatives. The pin bushings may be installed as follows: 1. Press/cut out the old bushing. 2. Remove all burrs or nicks from the ID of the tube. 3. Verify that the ID and OD of the new bushing is free of damage. 4. Measure both the ID of the outer bore and OD of the bushing. If an interference fit, it may prove helpful to
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11
cool the bushing (typically in dry ice) and/or heat the bore prior to assembly. 5. Use an adequate press to install the new bushing.
6. Raise the dump body slightly and align the body and dump cylinders. 7. Lower the body and install the upper dump cylinder attachment pins.
INSTALLATION
The dump body may be installed as follows: 1. Verify the following: a. The dump cylinders are fully retracted and secured in a position relatively close to their normal operating position. b. The dump body is of the proper size and construction for the truck, and all repairs are complete. 2. Secure the dump body for lifting. Refer to the Removal instructions for details. 3. Slowly lift the dump body above the ground. Normally the front of the dump body will be slightly higher than the rear. This is the preferred position for installing the dump body. 4. Using a crane and guide lines, direct the dump body over the frame so that the hinge assembly aligns with the bushing in the frame. 8. Install the keeper or retention bolts on all four pins (Figure 3). a. Where bolts are used as keepers self locking nuts (in good condition) should be used. If self locking nuts are not used, secure the nuts by: (1) Locking with an additional nut - double nut, or (2) Tack welding the nut on the bolt, or (3) With a cotter pin. b. Where straps or brackets are used, install with capscrews and lockwashers. 9. Shim the dump body pads and guides as directed in Maintenance and Adjustment. 10. Move the dump body through several complete cycles to ensure that it operates properly. 11. Reinstall any mudguards or other items removed with the previous body. 12. Check the operation the Dump Body Up Switch and adjust as required to obtain the desired operation.
NOTE: With the Dump Control lever in the Float position, the dump cylinders can be moved in and out relatively easily to align the holes.
NOTE: When lowering the dump body, verify that the canopy or headache rack does not come in contact with the cab or other superstructure mounted components.
5. Insert the pivot pins from the end opposite the antirotation stop. Verify that the pin is installed such that the longer portion protrudes under the stop to cause the pin to rotate with the body only.
12
M1604
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UNIT RIG
FUEL TANK
FUEL TANK
The fuel tank is the round, horizontally mounted tank mounted on the right side of the trucks main frame between the front and rear tires.
REMOVAL
The fuel tank may be removed as follows: 1. Empty the contents of the tank into the appropriate cleaned containers. This may be accomplished by use of a transfer pump or other suitable device. Plugs and/ or drain cocks are provided in the bottom of each tank to allow for final draining.
OPERATION
The fuel tank hold between 800 and 1300 gallons ( 3 030 and 4 920 liters) of diesel fuel, depending upon customer specification. Glass plugs allow the relative fluid level to be seen externally without removing any covering. Vent caps are installed to prevent the build up of positive pressure (during fuel filling) or vacuum (during normal operation when fuel is being used). An internal mounted sending unit provides the input needed by a cab mounted Fuel Level gauge to allow normal monitoring of the fuel level during normal operation. The tank may be filled through either a hinged cap and strainer assembly or through a remote mounted quick fill assembly.
IMPORTANT: Check the fluid level in the tank prior to beginning the emptying procedure and make the appropriate provisions for the large volumes of fuel that will be transferred.
2. Disconnect and cap or plug all lines attached to the tank. Label all hoses removed to assist in later reconnection. 3. Disconnect all wires connected to the tank. 4. Disconnect the ground strap. 5. Support the tank so the weight is removed from the mounting brackets. Secure so that it cannot move when the brackets are released. 6. Remove all remaining capscrews, pads, shims, etc.
NOTE: The tank is grounded to the truck frame to add additional safety and durability. MAINTENANCE AND ADJUSTMENT
Periodic maintenance should include the following:
7. Remove the tank assembly from the truck. 1. Inspect the exterior of the tank for evidence of damage or leakage. Repair or replace as required. 2. Inspect the mounts and brackets. They should be secure and in general good repair. Adjust, repair, or replace as required. 3. Inspect the cap on the fill ports. It should seal sufficiently to prevent contamination from entering. Repair or replace as required. 4. Inspect the inlet strainers on the fill port. It should be free of contamination and in general good repair. Repair or replace as required. 5. Inspect all inlet and outlet lines and ports. They should be free of damage and in general good repair. Repair or replace as required. 6. Periodically inspect the inside of the tank for evidence of rust, dust, or other contamination. Flush the tanks and clean as required if evidence of contamination is found.
DISASSEMBLY
The tank assembly may be disassembled as follows: 1. Remove all fill ports and strainer assemblies. 2. Remove all clean-out port covers. 3. Remove all internal strainers and filters. 4. If necessary to remove the tank from the mounting bracket, remove the capscrews and separate the bracket sections. Remove the tank.
INSPECTION ND REPAIR
The disassembled tank may be inspected as follows: 1. Inspect all threads on ports or plugs for damage. Repair or replace as required.
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M1603
2. Inspect all exterior and interior surfaces for evidence of corrosion, or damage. Clean, repair, or replace as required. 3. Inspect all welds and mounting brackets for evidence of damage. Repair or replace as required. 4. Inspect the mounted brackets for evidence of wear or damage. Inspect the neoprene webbing on the inside of the strap assemblies. Repair or replace as required.
INSTALLATION
The tank may be installed as follows: 1. If removed, install the brackets and securing straps on the frame mounts. Use the appropriate mounting hardware to secure the brackets.
NOTE: It is generally considered easier to install the brackets, straps, and tank separately.
2. Separate the straps as required.
ASSEMBLY
The tank may be assembled as follows: 3. Lift the tank carefully and position on the straps. Verify that the filler cap is properly oriented and that the tank is located far enough away from the wheels to prevent contact.
IMPORTANT: Always use new gaskets and gasket sealer during assembly.
1. Verify that the internal surfaces and components are free of contamination. 2. Install all strainers, filters, and other components. 3. Install the clean out port covers using care to tighten and torque all of the capscrews sequentially and evenly in small stages to ensure proper sealing. 4. Install the inlet and outlet manifolds and attached hardware. 5. Install the fill port/strainer assemblies and tighten sufficiently to form a firm seal. Verify that the rubber seal material on the cover forms a good seal.
NOTE: During steering, the front wheels move rearward and sufficient clearance for this must be allowed for.
5. Move the straps around the tank and secure with the capscrews. Use self-locking nuts to secure the capscrews.
NOTE: Tighten the capscrews sufficiently to secure the tanks. Do not over-tighten, as damage to the tank or strap may result.
6. Connect all wiring to the tank. 7. Connect all hoses removed from the tank. 8. Connect the ground strap making sure to make solid connections at both ends. 9. Fill the tank with fuel using the appropriate filtering transfer device.
NOTE: It is recommended that thread sealant be applied to all pipe threads.
M1603
12/21/95
UNIT RIG
FUEL TANK
FIGURE 1 - FUEL TANK ASSEMBLY
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M1603
FIGURE 1 - FUEL TANK ASSEMBLY - CONTINUED
M1603
12/21/95
UNIT RIG
FUEL TANK
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M1603
01. Fuel Tank 02. Not Used 03. Fuel Tank Bracket 04. Fuel Tank Strap 05. Capscrew (Grade 8) 06. Locknut 07. Hardened Flatwasher 08. Capscrew 09. Capscrew 10. Locknut 11. Neoprene Webbing 12. Capscrew 13. Hardened Flatwasher 14. Spacer 15. Nameplate 16. Lockwasher 17. Drive Screw 18. Not Used 19. Drain Cock 20. Pipe Nipple 21. Ball Valve
KEY 22. 45 Adapter 23. Pipe Tee 24. Straight Adapter 25. Pipe Nipple 26. Pipe Coupling 27. Pipe Clamp 28. Pipe Nipple 29. Dry Break Fuel Guard 30. U-Bolt Clamp 31. Dry Brake Receiver 32. Fuel Tank Vent 33. Hose Assembly 34. Hose Clamp 35. Fuel Suction Pipe 36. Pipe Nipple 37. Pipe Elbow 38. Gate Valve 39. Straight Adapter 40. Fuel Level Transmitter 41. Rubber Gasket 42. Capscrew
43. Cover 44. Capscrew 45. Lockwasher 46. Grip 47. Conduit Locknut 48. Liquid Level Sight Plug 49. Level Sensor 50. Dry Break Fuel Bracket 51. Cushion Clamp 52. Bolting Pad 53. Capscrew 54. Lockwasher 55. Capscrew 56. Chain 57. Adapter Fitting 58. Capscrew 59. Locknut 60. Flatwasher 61. Pipe Nipple
M1603
12/21/95
UNIT RIG
FUEL TANK
12/21/95
M1603
M1603
12/21/95
UNIT RIG
STEERING COLUMN
STEERING COLUMN
The steering column is a tilt type unit that also includes the electrical switches for the horn, turn signal, hazard warning, and headlight beam control assemblies. The steering hand pump or orbital valve assembly is attached to base end of the column assembly. It is mounted in the cab assembly. secured by means other than the trucks friction brake system. b. Turn the Master Switch Off. c. Remove the steering column locking ring (3). d. Remove the 3/8-16 nut securing the horn button (4). Remove the horn button. e. Remove the stop bracket from the column assembly. f. Remove the 7/8-20 nut securing the steering wheel to the column. Remove the steering wheel using a suitable puller assembly. g. Install the steering wheel. Secure with the 7/820 nut, tightened to a torque of 50 to 55 ft-lbs (68 to 75 Nm). h. Install the stop bracket. i. Install the horn button assembly. Secure with the 3/8-16 nut, tightened to a torque of 8 to 10 ft-lbs (11 to 14 Nm) j. Install the Steering column locking ring assembly.
OPERATION
The primary function of the column is to transfer operators steering input requirements from the movement of the steering wheel to corresponding movement of the hand pump assembly. The tilt function provides additional adjustment that improves the operators comfort. In the center of the steering wheel is a horn button assembly that controls the operation of the standard truck horn assembly. The electrical switch assembly on the upper left hand side of the column provides several functions. Moving the lever up or down controls the operation of the turn signal assembly. Moving the switch toward the steering wheel controls the operation of the high and low beam of the headlights, alternating the configuration with each switch movement. The hazard warning light function is controlled by a separate switch assembly.
REMOVAL
The steering column may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Turn the Master Switch Off. 1. Clean all foreign material from the assembly, especially the steering wheel and electrical controls. Use care not to contaminate the internal electrical components. 2. Test the operation of the horn, turn signals, hazard warning, and headlight beam control functions. Repair or replace as required. 3. If the steering wheel or horn button assemblies require service, it may be done as follows: a. Park the truck in a SAFE POSITION. It must be 3. Disconnect the electrical wiring from the cab by disconnecting the connector assembly at the base of the steering column. 4. Remove the hand pump assembly as outlined in the instructions in Section 5 - Hydraulic System. 5. Secure the column assembly to prevent unwanted movement. 6. Remove the capscrews, flatwashers, and locknuts securing the steering column assembly to the cab.

Periodic maintenance of the column assembly should include:
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M1602
FIGURE 1 - STEERING COLUMN INSTALLATION
7. Remove the column from the cab.
3. Install the hand pump assembly as outlined in the instructions in Section 5 - Hydraulic System. 4. Reconnect the electrical harness.
SERVICE
For detailed service instructions, contact your local Unit Rig representative. 5. Test the steering column/hand pump operation as outlined in the instructions in Section 5 - Hydraulic system. 6. Test the electrical functions as outlined in Maintenance and Adjustment.
INSTALLATION
The steering column may be installed as follows: 1. Insert the column into position. 2. Secure the column with the capscrews (6), flatwashers (7), and locknuts (8) securing the steering column assembly to the cab.
M1602
01/09/96
UNIT RIG
CAB
CAB
The cab is the metal shell structure mounted on the left side of the superstructure. The cab is equipped with controls and instruments necessary for operation of the truck. all tanks and components. 5. Check all components to ensure that no residual hydraulic or air pressure remains. 6. Remove the positive and negative cables from the battery. Isolate and secure. 7. Remove all electrical, hydraulic, and pneumatic connections between the cab and the superstructure assembly. Cap and plug all hydraulic and pneumatic connections. Label each connection to ensure proper reassembly. 8. Remove the weld securing the mounting capscrews (6) to the superstructure. 9. Secure the cab so that it will not move when the mounts are removed. 10. Remove the capscrews (6). As the individual retainer plates (3, 4, and 5) are removed, mark the location removed from to aid in installation. 11. Install the appropriate lifting device to lift the cab. 12. Connect the device to an overhead crane using a spreader bar or other suitable means of proper support. Adjust the slings to ensure that the lines are equally tensioned and are free of slack. Carefully raise the superstructure clear of the frame and lower onto support material.
OPERATION
The cab provides the operator with a large comfortable environment. Large windows provide good visibility in all directions. Doors on both sides provide easy movement in and out. Removable panels ease maintenance by improving access to cab mounted components. The outer structural assembly includes the required integral ROPS fabrications.
NOTE: The use and function of the cab indicators,

gauges, controls is explained in the appropriate operators manual.

Periodically inspect the cab for evidence of damage. Repair or replace as required. Inspect each component as outlined in its respective module.
REMOVAL (Figure 2)
The cab may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Remove the dump body as outlined in the instructions in Section 2 -Structure, or raise it to its maximum position and properly secure it. 3. Drain all stored oil pressure from the hydraulic brake and steering accumulators by using the appropriate manual drain valves.
NOTE: The support material should support the cab at the mounting points and be secured to prevent unwanted movement. INSPECTION AND REPAIR
The cab may be serviced as follows: 1. Inspect all mounting and support arms and brackets for evidence of damage and wear. Repair or replace as required. 2. Inspect all doors and hinges for evidence of wear, damage, and proper lubrication. Repair or replace as required. 3. Repair any structural damage. General field welding instructions are included in Section 10 - Miscellaneous. Detailed instructions and assistance may be available
Release all pressure in the hydraulic brake and steering accumulators before disconnecting any hydraulic lines. 4. If so equipped, drain all air from the trucks pneumatic system. Verify that all pressure is exhausted from
12/19/95
M1601
FIGURE 1 - TYPICAL CAB LAYOUT
M1601
12/19/95
UNIT RIG
CAB
FIGURE 2 - CAB INSTALLATION
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M1601
FIGURE 2 - CAB INSTALLATION - CONTINUED
M1601
12/19/95
UNIT RIG
from Unit Rig; contact your local representative. It is imperative that proper procedures be followed at all times to maintain the integrity of the ROPS structure in the cab shell. 4. Inspect the vibration mount (1) and spacer mounts (2) in the superstructure for evidence of wear or damage. Repair or replace as required.
CAB
3. Raise the cab platform into position on the superstructure. Align the cab mounting pads with the corresponding locations in the superstructure. 4. Install the capscrews (6) and appropriate retainer plates (3, 4, and 5). After all are installed, tighten/torque sequentially to 500 ft.-lb.(675 Nm). 5. Remove the lifting slings.
The cab may be installed as follows: 1. Before installation, verify that the vibration mount (1) and spacer mounts (2) in the superstructure are free of evidence of wear or damage. Repair or replace if required. 2. Connect the crane slings to the lifting fixture. A spreader bar or suitable substitute are recommended. Adjust the length of each sling that all four lines are equally tensioned and free of slack. Verify that the cable length is sufficient to permit the cab to be lifted without interference or damage to mounted components. 6. Connect all electrical, hydraulic and pneumatic lines removed. 7. Test all operating functions as outlined in the appropriate procedures.
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M1601
M1601
12/19/95
UNIT RIG
SUPERSTRUCTURE
SUPERSTRUCTURE
The superstructure is the large floor like area on which the cab, control box and retarding grid package is mounted. It is mounted on the crossmember attached to the two vertical beams, secured on each side. Extra supports supplied where needed to assist in stabilizing the superstructure and its contents. and steering accumulators by using the appropriate manual drain valves.
Release all pressure in the hydraulic brake and steering accumulators before disconnecting any hydraulic lines. 4. If so equipped, drain all air from the trucks pneumatic system. Verify that all pressure is exhausted from all tanks and components. 5. Check all components to ensure that no residual hydraulic or air pressure remains. 6. Remove the positive and negative cables from the battery. Isolate and secure. 7. Remove all electrical, hydraulic, and pneumatic connections between the superstructure and the main frame assembly. Cap and plug all hydraulic and pneumatic connections. Label each connection to ensure proper reassembly. 8. Remove the flexible coupling between the cooling air inlet and the blower as outlined in the information in Section 4 - Power Package. 9. Remove the ladder and hand rail assembly as outlined in the instructions as in Section 2 - Structure. 10. Remove the hood assembly as outlined in the instructions in Section 2 - Structure. 11. Install the lifting eyes as required on the superstructure platform. 12. Connect the lifting eyes to an overhead crane using a spreader bar or other suitable means of proper support. Adjust the slings to ensure that the lines are equally tensioned and are free of slack. 13. Remove the capscrews and washers to the frame crossmember and all other supports. 14. Carefully raise the superstructure clear of the frame and lower onto support stands.
OPERATION
The superstructure is used as a mount for the components such as the cab, electrical system control box, and dynamic retarding grids. It also serves as a protective enclosure for various components in the hydraulic and electrical system. Several doors are provided in the superstructure for access to these components. A series of components are provided on the superstructure to protect the components from contamination and damage during operation.
TROUBLESHOOTING
Refer specific problems to the appropriate Unit Rig personnel for assistance in repairing damage and determining and eliminating the potential causes.

Normal maintenance of the superstructure includes inspecting for evidence of damage, verifying that all equipment is properly mounted and secure, and that all door hinges are in good repair and properly lubricated. Repair or replace equipment as required. Also, verify that all mounts and mounting hardware and support arms are secure and that all drain holes are open and free of restrictions.
REMOVAL
The superstructure may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Remove the dump body as outlined in the instructions in Section 2 - Structure, or raise it to its maximum position and properly secure it. 3. Drain all stored oil pressure from the hydraulic brake
NOTE: The stands should support the superstructure at the frame rails.
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M1600

The superstructure may be serviced as follows: 1. Inspect all mounting and support arms and brackets for evidence of damage and wear. Repair or replace as required. 2. Inspect all doors and hinges for evidence of wear, damage, and proper lubrication. Repair or replace as required. 3. Repair any structural damage. General field welding instructions are included in Section 10 - Miscellaneous. Detailed instructions and assistance may be available from Unit Rig; contact your local representative.
4. Install the ROPS links. Once the capscrews and nuts securing the pins are properly torqued to 200 ft.-lbs. (270 Nm), tack weld the nut (12) to the capscrew (11) threads.
NOTE: The link should not be compression or tension. Rather the pin should be "floating" in its mount until secured with the capscrew and retainer.
5. Install the capscrews, washers, and locknuts that attach the superstructure to the frame. After all are installed, tighten/torque sequentially as required. 6. Remove the lifting cables, eyes, and remainder of the lifting equipment. 7. Install the ladder and railing assemblies removed as instructed in the Section 2 - Structure. Torque the mounting capscrews as required. 8. Install the hood assembly as outlined in Section 2 Structure. 9. Connect and secure the flexible blower duct connections between the cooling air inlet and/or the superstructure. 10. Connect all electrical, hydraulic and pneumatic lines removed. 11. Test all operating functions as outlined in the appropriate procedures.
INSTALLATION
The superstructure may be installed as follows: 1. Before installation, verify that the proper lifting eyes are securely attached. 2. Connect the crane slings to the superstructure lifting eyes. A spreader bar or suitable substitute are recommended. Adjust the length of each sling that all four lines are equally tensioned and free of slack. Verify that the cable length is sufficient to permit the superstructure to be lifted with out interference or damage to mounted components. 3. Raise the superstructure platform into position on the frame. Align the superstructure mounting pads with all truck frame supports and brackets.
M1600
03/06/96
UNIT RIG
SUPERSTRUCTURE
FIGURE 1 - SUPERSTRUCTURE INSTALLATION
03/06/96
M1600
FIGURE 1 - SUPERSTRUCTURE INSTALLATION - CONTINUED
M1600
03/06/96
UNIT RIG
WINDSHIELD WIPER/WASHER SYSTEMS

The windshield wiper assembly is the operating equipment that clears moisture and other materials from the windshield assembly. It generally consists of the following items: 1. Wiper Drive Assembly Includes the 24 Vdc electric motor and drive assembly and the linkages to operate the two separate arms. These items are all installed in overhead panel in the cab interior above the dash assembly. 2. Arm and blade assemblies includes the metal, mechanical arms and the rubber/metal blade assemblies that actually contact and clean the windshield area. 3. Switch Assembly electrical switch that controls the operation and speed of the motor and park provisions in the wiper drive assembly. movement to the drive splined hubs that convert it to a back and forth semi-rotational effect. The arm assemblies transfer this motion to the individual blade assemblies. The rubber edges on the blades move liquids in the wiping path. Spring mechanisms in the arms maintain a constant force on the blade assemblies to aid in their cleaning efforts. The windshield washer assembly stores the cleaning/ washer antifreeze solution in a large reservoir. An integral electric motor draws fluid from the reservoir and transmits it through the hoses to the nozzles that spray it in a regular pattern on the windshield area.
NOTE: Special spring loaded check valves prevent

fluid flow to the nozzles except when the system is operating.

Periodic maintenance of the system and its components should include the following: 1. Inspect the condition of the arm and blade assemblies for evidence of proper installation, contamination, wear or damage. Clean, repair, or replace as required. a. The rubber edges on the blade should be clean, pliable, and free of cuts or other damage. They must be properly attached to the arms to allow adequate freedom of movement. b. The arm assemblies should be free of damage and with adequate spring force to ensure proper contact to be maintained between the blade edge and the glass surface.
NOTE: In most installation configurations, a delay feature is incorporated into the switch that will provide for intermittent operation when full time wiping is not required.
A separate, but integrated windshield washer assembly provides fluid to assist in removing materials that are stuck to the windshields outer surface. This system consists of: 1. A reservoir assembly typically mounted in the hydraulic components cabinet on the superstructure behind the cab. An electric pump is mounted on the large reservoir to provide a flow of pressurized fluid to the remainder of the system. Operation of the pump is typically controlled by separate internal contacts in the wiper switch assembly. 2. Hoses and nozzles to transport and spray the liquid on the windshield surface.
OPERATION
The 24 Vdc power to operate the wiper motor assembly is controlled by a series of contacts in the switch assembly. Combinations of open and closed pairs of contacts allow the flow of electrical current to specific windings in the motor assembly, regulating the motor shaft output speed. This rotation is then converted to linear motion by an eccentric on the output shaft. Linkages to each of the wiper assemblies transfer the
NOTE: When cleaning the windows or inspecting or service any portion of the wiper assembly, never pull the arm away from the window. This will weaken the spring and reduce the arm and blades tension against the glass.
2. Inspect the drive assembly and associated linkages for evidence of proper installation, wear, or damage. Repair or replace as required. 3. Inspect the windshield washer assembly components for evidence of proper installation and routing, wear or damage. Verify that there is an adequate supply of the proper liquid for the conditions. Service, repair, or replace as required.
06/26/2002
M1826
4. If there are any indications of corrosion, electrical noise in electronics, or faulty operation, clean all electrical connections in the two systems. 5. Test the operation of the systems to ensure that:
6. Remove the arm and shaft assemblies (5) from the cab structure by removing the capscrews securing each. The assemblies may then be pushed inside of the cab. 7. Secure the drive system components to prevent unwanted movement. 8. Disconnect all wiring to the drive system components. 9. Remove the capscrews securing the drive assembly components in the console assembly and to the cab. Remove the drive assembly components. 10. Remove the switch assembly (18) as follows: a. Separate and remove the wiring at the connectors. b. While securing or holding the switch assembly, remove the knob and locknut securing the switch, then remove the switch. If components of the washer system need to be removed, they may be serviced as shown in Figure 2.
NOTE: If the windshield is dry, it may be necessary to adequately wet the surface with a hose or other alternate source, to properly allow the system to operate.
a. The wipers operate throughout their normal operating ranges in all speed and delay settings. b. When switched to the Off position, the wipers park with the blades as close to and parallel to the upper rubber seal as possible. If they do not, adjust as outlined in the instructions in Installation later in the module. c. The windshield washer assembly sprays fluid while the switch is activated, then stops and does not drip once the switch is released.
NOTE: Clean the window and the blade edge often.

This increases the blade life significantly and reduces the potential of scratching the glass.
NOTE: Be sure to drain the fluid from the reservoir and lines prior to disconnecting or removing. SERVICE
The components may be serviced as follows: 1. Clean each component carefully with a soft brush (or equivalent). Inspect for evidence of contamination, wear, or damage. Repair or replace as required.
REMOVAL
The windshield wiper components may be removed as follows: 1. Park the truck in a Safe Position. It must be secured by means other than the trucks friction brake system. 2. Secure both the trucks Master and Battery Isolation switches in the Off positions. Tag appropriately to prevent accidental activation of the system power. 3. Before working on the system, verify that there is no electrical power to the switch or any component in the system. 4. Remove the blade/arm assembly as follows: a. Remove the nut securing the arm to the serrated drive assembly. b. Carefully remove the saddle to the arm assembly, using extra care not to damage the arm or the serrations on the drive end. 5. Open the overhead panel in the cab to allow access to the drive components.
INSTALLATION
The components in the wiper assembly may be installed as follows: 1. To install the wiper switch: a. Properly orient the switch in the mounting hole and secure with locknut. b. Install the knob assembly. 2. To install the drive assembly:
NOTE: In order to properly install the crank arms, linkages, and drive assemblies the drive motor must be in its parked or off position. If not, it may be installed and the installation positions modified as required prior to placing into service.
M1826
06/26/2002
UNIT RIG IMPORTANT: If a new motor or drive system is being installed, it is imperative that the components wiring be configured as shown in the Wiper Motor Modification insert (below View B-B) in Figure 1.
a. Install the drive motor/assembly into its location in the cab overhead console, carefully orienting each of the linkages and drive ends before finally securing.

b. Verify or install the crank arm (3) on the wiper motor shaft as shown in Position 3 in View E-E, Figure 1.
NOTE: The view is oriented as when looking from the drivers seat into the overhead console.
c. Install the two arm and shaft assemblies (5) securing with the appropriate screws (12) and lockwashers (13). d. Install the link (7) onto the crank arm (3) and right side arm and shaft assembly (5) in the inner hole as shown in Position 2 in View E-E, Figure 1.
NOTE: Loctite should be coated on the threads of capscrews (items 4 and 19) before installation.
01. 02. 03. 04. 05. 06. 07. 08. 09. 10.
Wiper Motor * Wiper Motor Bracket * Motor Crank Arm * Capscrew * Arm and Shaft Assembly * Wiper Motor Nut * Link * Link * Spring Clip * Spacing Washer *
KEY 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
A83432
Wiper Bracket * Machine Screw Lockwasher Capscrew Wiper Arm Flexible Blade Insert Nut or Flatwasher Wiper/Washer Control Switch Capscrew Wiper Drive Assembly
* On later units, items 01 through 11 were all incorporated into a new assembly, item 20) FIGURE 1 TYPICAL WIPER SYSTEM INSTALLATION (A83432, SHEET 1 OF 3)
06/26/2002
M1826
KEY A83432 01. Wiper Motor * 02. Wiper Motor Bracket * 03. Motor Crank Arm * 04. Capscrew * 05. Arm and Shaft Assembly * 06. Wiper Motor Nut * 07. Link * 08. Link * 09. Spring Clip * 10. Spacing Washer * 11. Wiper Bracket * 12. Machine Screw 13. Lockwasher 14. Capscrew 15. Wiper Arm 16. Flexible Blade 17. Insert Nut or Flatwasher 18. Wiper/Washer Control Switch 19. Capscrew 20. Wiper Drive Assembly * On later units, items 01 through 11 were all incorporated into a new assembly, item 20)
FIGURE 1 TYPICAL WIPER SYSTEM INSTALLATION (A83432, SHEET 2 OF 3)
M1826
06/26/2002
UNIT RIG
FIGURE 1 TYPICAL WIPER SYSTEM INSTALLATION (A83432, SHEET 3 OF 3)
06/26/2002
M1826
KEY A85115 01. Washer Bottle Kit (Includes integral electric pump) 02. Capscrew 03. Lockwasher 04. Washer Nozzle 05. Nut 06. Hose Tee 07. Hose Fitting 08. Hose 09. Hose 10. Special Check Valve FIGURE 2 TYPICAL WINDSHIELD WASHER INSTALLATION (A85115)
M1826
06/26/2002
UNIT RIG
e. Install the link (8) onto the crank arm (3) and left side arm and shaft assembly (5) in the center hole as shown in Position 1 in View E-E, Figure 1. f. Install the wiper arms (15) and flexible blades (16) in the park (upper) position as shown in Figure 1. (1) Position the saddle on the wiper arms so the flexible blades are parallel to the upper windshield seal rubber. (2) Position the wiper arms with the flexible blades as close to the upper windshield seal rubber as possible. 3. Tighten the shaft nut just enough to cause the arm and blade assemblies to travel across the glass together for testing. 4. Turn on the Master Switch.

a. Turn off the switch and allow the wiper operation to totally stop. b. Turn off the Master Switch to prevent unwanted operation. c. Remove the shaft nut and gently pull the arm off of the shaft.
NOTE: Do not attempt to rotate or twist the arm on the shaft. This will cause damage to the splined end of the driveshaft, allowing the arm and blade assembly to slip during regular operation.
d. Re-align the blade/arm and shaft assemblies, reinstall and retest as outlined previously. 7. When the test is complete, stop the assembly operation and turn the Master Switch Off. 8. Tighten the shaft nut and serrated washer securely.
5. Turn on the wiper switch and allow the assembly to operate through several cycles to verify that the arm position is correct.
9. Close and secure the overhead console. Components in the windshield washer assembly should be installed as shown in Figure 2.
NOTES:
1. It may be necessary to clean the window first to prevent scratching. 2. It may also be necessary to wet the glass surface sufficiently to allow smooth operation with minimal drag.
6. To correct alignment errors:
NOTE: The two special check valves are installed in line approximately 2 inches (50 mm) apart, as shown in Figure 2 with the arrows on both pointed in the direction of fluid flow to the nozzles.
06/26/2002
M1826
M1826
06/26/2002
Mechanical Manual
Section 3. Electrical System
UNIT RIG
ELECTRICAL SYSTEM
ELECTRICAL SYSTEM
DESCRIPTION
Each truck has two electrical systems: 1. A 24 Vdc control system to power various system functions. 2. A high voltage ac drive system that serves as the propulsion and retarding system. The high voltage system also provides an operation mode called dynamic retarding. This system is used to slow the truck and control its speed on downgrades. During dynamic retarding, the trucks kinetic energy (force that keeps the truck moving) is converted by the wheelmotors (functioning as generators) into electrical energy. This energy is then dissipated to the atmosphere through air-cooled grids. The energy conversion controls the wheelmotor speed. This system also controls the systems computer.
OPERATION
The 24 Vdc system provides the energy required to operate many of the systems that operate the truck including the engine, electrical propulsion, lights, system monitoring, and other related systems. This system is maintained by 12 Vdc batteries connected in pairs in series with each other. On trucks with the standard electric start system, 3 or more pairs of batteries are used. On trucks equipped with optional pneumatic start, this may be reduced to a single pair. The power for the system and to maintain the charge in the batteries is provided by an engine mounted 24 Vdc battery charging alternator. An internal voltage regulator controls its operation, keeping the batteries at their maximum state of charge. To aid in maintenance of the system, the schematics for this system are included at the end of this module. The high voltage propulsion system provides the power to propel the truck. The directly coupled, engine driven traction alternator provides the electrical energy that is routed to the wheelmotors in each of the rear dual tire and rim assemblies. These motors convert the electrical energy to mechanical power to propel the truck. A computer based control system monitors the operation and controls the operation of the trucks engine and traction alternator to provide efficient operation of the system.
SERVICE
Turn the Master Switch and any extra battery disconnect switch Off at all times that servicing is being done on any components in the electrical system (both 24 Vdc and high voltage). For complete operation and service details, refer to the appropriate manufacturers service manuals and the Unit Rig Electrical Manual.
12/20/2000
M1813
M1813
12/20/2000
Mechanical Manual
Section 4. Power Package
TEREX|UNIT RIG
AIR CLEANERS
AIR CLEANERS
The standard air cleaners are rectangular boxes mounted at the front of the superstructure just below the bottom panels on one or both sides of the engine. The optional rock guards are steel plates mounted above the air cleaners designed to deflect falling rocks and debris. The optional vacuator valves are special rubber components attached to the specially modified dust cups on the bottom of the air cleaner. of the air stream by the pre-cleaner assembly. During normal power operation, the vacuum in the system causes the valve sides to contract and seal. When changes in engine speed and power cause the vacuum levels to vary, the resulting pressure pulse causes a short term separation of the walls, rejection of material contained in the bowl, and then allows the valve to reset. Also the valve provides a second means of periodically removing loose material in the bowl without requiring normal bowl opening.
NOTE: Special bowls, without provisions for pivoting

to dump and with special mounting brackets for support, are required to accommodate the use of these valves.
OPERATION (Figure 1) MAINTENANCE AND ADJUSTMENT

The air cleaner supplies clean, filtered air to the engine. As the engine runs, its demand for air creates a vacuum in the intake assembly and causes air to be drawn into the air inlet on the cleaner assembly. Air from the inlet is drawn through a series of tubes inside of the lower or tube body assembly (6) that are designed to create a cyclone action and separate out foreign material. As air passes downward in the outer portion of the tubes, it goes into a circular motion. At the bottom of the outer tubes, the air enters the lower plenum chamber, then is immediately pulled upward through the inner portion of the tubes. The swirling motion and abrupt change in direction causes much of the heavier dust and debris in the air to be removed and deposited in the dust cap for later disposal. Approximately 80 to 90% of the contamination is removed from the inlet air in this manner. The pre-cleaned air is then drawn through the primary or outer main (15) filter element. The filtering material in the element collects the remaining contamination and absorbs it for future removal. Finally the air is drawn through the inner secondary or safety element (22), which is designed to serve both as a final filter and a reserve, in case of primary element failure. Clean air flows through the outlet flange (2) from the center of the safety elements, through the ducting to the inlet of the engine (usually the turbocharger inlet). Normally the restriction in the air system (read as vacuum developed through the system) is monitored by indicators or gauges connected at taps on the engine inlet pipes between the air cleaner and the inlets to the engine (turbochargers). The optional vacuator valves provide a means of periodically ejecting some of the material separated out
NOTE: To prevent dust entering the engine, always

turn off the engine prior to servicing any air intake components. Take precautions to prevent any dust or contamination from entering the system while working on it. Periodic maintenance of the air cleaner should include the following steps: 1. Check and empty each dust collector cup at least daily (more often in dusty operating conditions). The level of the dust should not be allowed to come too close (within 1 inch (25 mm)) to the pre-cleaner (Dynaclone) tube chambers. a. On units with the vacuator valves, squeeze each of the valves to check operation and to allow debris to escape. This may take several repetitions. b. Inspect the valve for evidence of clogging or damage. Clean or replace as required. 2. Inspect all air inlets for damage or obstruction. Verify that the air tap port on each outlet flange is properly plugged if not used. 3. Inspect all piping and connections for damage or leaks. Verify that all seals are tight. 4. Verify that the nuts securing the element are tight and that the elements and seals are not leaking. 5. Verify that the restriction gauges or indicators in the cab operate properly.
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M1020
NOTE: The Air Cleaner Restriction indicator is used

only to indicate the service requirements of the air cleaner element (and other intake components). Under normal operating conditions, the green band is exposed in the indicator. Should the filter elements become significantly plugged or restricted, a red band will appear and remain in place until the element is serviced and the indicator is reset. The Air Cleaner Restriction gauge indicates the amount of restriction in the air cleaner and induction system in inches of water. Normally, the air cleaner elements should be serviced if the indicated restriction exceeds:
(1) Gently move the end of the filter back and forth to effectively break the seal formed between the filter and the outer tube. (2) Be careful not to allow entrapped material to fall from the element or damage the element in any way.
NOTE: To prevent dust from entering the air cleaner,

the safety element should not be removed while servicing the primary element. If the element is not immediately being replaced, cover the opening until the replacement is made. (3) Never tap a filter to clean it as this may damage the filter and the seals.
IMPORTANT: This pressure is measured at rated

horsepower and speed. 12 inches of water (3.0 kPa) on MTU engine equipped units. 20 inches of water (5.0 kPa) on Detroit Diesel engine equipped units. 25 inches of water (6.2 kPa) on Cummins engine equipped units.
NOTE: Deeply embedded dirt is not released by

tapping. It is always safer to keep operating until a new filter can be installed. f. Using a clean cloth, wipe the filter sealing surface and the inside of the outlet tube.
NOTE: Contaminant on the sealing surface could hinder

an effective seal and allow leakage. Be careful not to damage the sealing area on the tube. g. Inspect and service the element as required.
IMPORTANT: If one or more gauges indicate unusually

low readings, it may indicate a leak in the air induction system. Check the system before continuing operation of the vehicle. When need of service is indicated, the elements may be changed as follows:
NOTE: A streak of dust on the clean side of the filter

may be a tell-tale sign of leakage and should be found and corrected before replacing with new elements. h. Repeat steps a through d for the other primary element. 2. If the secondary or inner safety element requires changing, it may be removed as follows:
NOTE: The air cleaner assembly need not be removed

from the vehicle to change elements. 1. Remove the primary filter element as follows: a. Park the vehicle in a SAFE POSITION. It must be secured by means other than the friction brake system. b. Turn the engine off. c. Clean all dirt, dust, and debris from the element cover and air cleaner assembly. d. Remove the wing nut, washer, and gasket. e. Remove the primary or outer element from the assembly.
NOTE: This element should be changed on a regularly

schedule basis or only if damaged, dirty, or when the safety element service indicator dot is red, indicating a large restriction in the element. This indicator serves as a locking nut that secures the inner element. Normal recommendation is replace every third time the primary element is changed. a. Remove the cotter pin and safety element service indicator from the inner element assembly. b. Remove the cover, safety element, and gasket. c. Remove all dust and contamination lodged in the cleaner assembly, ducts, and sealing surfaces. Use extra
NOTE: Do not remove a filter for inspection as this will

do more harm than good.
M1020
12/02/2004
TEREX|UNIT RIG
care to ensure that no contamination enters the clean air chamber or inlet tubes in the air induction system. d. Replace the element as soon as possible to minimize the possibility of contamination entering the system. If the element is not being replaced immediately, carefully seal the unit to prevent the contamination of the interior surfaces.
AIR CLEANERS
2. To complete a tight seal, apply pressure by hand to the outer rim of the filter, not the flexible center. 3. Never use the service cover to push the filter into place as this could cause damage to the housing and leaks. c. Install the gasket, washer, and safety element indicator or locking nut. Be sure a good seal is formed at all points.
NOTES:
1. The function of the secondary or safety element is to increase the air cleaning systems overall reliability and effectiveness. In order to maximize reliability and system effectiveness, the safety element should not be cleaned. If the safety element becomes restricted, it should be discarded and replaced. 2. It is typically recommended that the safety element be changed every third time the primary element is changed.
Proper seal of these gaskets is very important. If these gaskets are damaged or show signs of leakage, they must be replaced.
NOTE: If the cover contacts the filter before it is fully

in place, remove the cover and push the filter (by hand) further into the air cleaner. The cover should go on with no extra force. d. Reset service indicators or gauges (if the truck is so equipped). e. Check all connections and system components for damage or leakage.
Never use an air cleaner without both filter elements installed and in good condition. 3. If the safety (inner) element has been removed, it may be installed as follows: a. Prior to installation: (1) Inspect the new filter carefully, paying attention to the inside of the open end which is the sealing area.
NOTE: The Dynaclone or pre-cleaner tube may also

be cleaned. For detailed instructions on cleaning, refer to the instructions in Inspection and Repair. 4. Install the primary filter elements as follows: a. Prior to installation:
NOTES:
1. Never install a damaged, dented or bunched filter. 2. New filters may have a dry lubricant on the seal to aid in installation. (2) Inspect all gaskets and surfaces to be clean and free of damage. Replace if required. (1) Inspect the new filter carefully, paying attention to the inside of the open end which is the sealing area.
NOTES:
1. Never install a damaged, dented or bunched filter. 2. New filters may have a dry lubricant on the seal to aid in installation. (2) Inspect all gaskets and surfaces to be clean and free of damage. Replace if required.
NOTE: Replace any cover gaskets, making sure that no piece of the old gasket remains in the housing and the gasket is not worn.
b. Insert the new filter element carefully. Seat the filter by hand; making certain that it is completely seated into the housing.
NOTE: Replace any cover gaskets, making sure that

no piece of the old gasket remains in the housing and the gasket is not worn. b. Insert the new filter element carefully. Seat the filter by hand; making certain that it is completely seated into the housing.
NOTES:
1. The critical sealing area will stretch slightly, adjust itself, and distribute the sealing pressure evenly.
12/02/2004
M1020
NOTES:
1. The critical sealing area will stretch slightly, adjust itself, and distribute the sealing pressure evenly. 2. To complete a tight seal, apply pressure by hand to the outer rim of the filter, not the flexible center. 3. Never use the service cover to push the filter into place as this could cause damage to the housing and leaks. c. Install the gasket, washer, and wing nut over the cover. Be sure a good seal is formed at all points.
5. Remove the bolts that secure the assembly to the superstructure. 6. Lower to ground level. Be careful during handling not to damage any components.
DISASSEMBLY
The pre-cleaning section may be removed from the filter assembly as follows: 1. Open and empty each of the dust caps on the assembly.
Proper seal of these gaskets is very important. If these gaskets are damaged or show signs of leakage, they must be replaced.
2. Remove the capscrews securing the filtration and the pre-cleaning sections. 3. Separate the sections.
NOTE: If the cover contacts the filter before it is fully

in place, remove the cover and push the filter (by hand) further into the air cleaner. The cover should go on with no extra force. d. Reset service indicators or gauges (if the truck is so equipped). e. Check all connections and system components for damage or leakage.

The unit may be serviced as follows: 1. Clean all metal components with clean solvent and wipe dry. Inspect for evidence of damage or leakage. Repair or replace as required. 2. Inspect all gaskets, seals and vacuator valves (if so equipped) for evidence of wear, leakage, or damage. Repair or replace as required. 3. Inspect the elements as outlined in Maintenance and Adjustment. Replace as required. 4. Inspect the pre-cleaner tubing. Replace if damaged. If cleaning is required, proceed as follows:
NOTE: The Dynaclone or pre-cleaner tube may also

be cleaned. For detailed instructions on cleaning, refer to the instructions in Inspection and Repair.
REMOVAL NOTE: The air cleaner assembly need not be removed

from the truck to perform maintenance in the form of element changing or tube cleaning. 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Disconnect the intake piping from the air cleaner assembly. Seal the air cleaner assembly and intake pipes to prevent dust from entering. 3. Support the air cleaner assembly by cable or suitable device. Be sure the cables cannot damage the assembly during removal. 4. Remove the bolts that secure the assembly to the rear braces.
NOTES:
1. The tube should be thoroughly cleaned yearly or at least every engine overhaul period. More frequent cleaning may be required if contaminated by oil or sludge caused by a broken oil line, etc. 2. Never steam clean the tubes. a. Light dust plugging of the tubes can be removed with a stiff fiber brush, then blown with compressed air from the bottom and/or the inlet area.
Do not use a wire brush. Both the primary and safety elements should always be installed when cleaning the tubes. This prevents dirt from entering the clean air chamber.
M1020
12/02/2004
TEREX|UNIT RIG TROUBLESHOOTING

PROBLEM Dirt entering engine POSSIBLE CAUSES Leaks in inlet ducting or air cleaner housing Filtration elements not properly sealing Holes in filtration elements Filter elements require constant changing Dirty or dust environment
AIR CLEANERS
CORRECTIVE ACTION Inspect, repair, or replace as required.
Reduce the contamination in the operating environment. Inspect, clean, repair or replace as required.
Precleaning (Dynaclone) tubes not functioning properly Elements are holding air due to moisture, oil or carbon build-up, etc. Low engine power (usually accompanied by black smoke) Filtration elements are contaminated causing restriction Restriction in inlet ducting
Inspect and service elements as required. Inspect, repair or replace as required.

12611
b. Heavy plugging may require washing as follows: (1) Submerge the tube section in a solution, e.g., Donaldson D-1400, and warm water - 150o F (66o C) maximum. (2) Soak for 30 minutes, then agitate for an additional 15 minutes. (3) Rinse clean with clear water and dry thoroughly. (4) If plugging is severe, use a solution of Oakite 202 (50% Oakite and 50% water) and follow steps 2 and 3.
1. Inspect the gasket between the assemblies. Replace if damaged or worn. 2. Align the bolt holes on the two sections. 3. Install the capscrews. Tighten sequentially in even increments to form a good seal between the assemblies, and torque to final values as required. 4. Install the dust cup assemblies if removed. Be sure all seals are in good condition. 5. Install any rain shield removed.
INSTALLATION NOTE: Prior to installation, verify that the air cleaner

assembly and supply ducting are free of damage and that all seals are in good condition. 1. Raise the assembly to position and install the mounting bolts. 2. Install the rear braces and capscrews.
ASSEMBLY
The pre-cleaner assembly may be installed onto the filtration assembly as follows:
IMPORTANT: Due to the potential problems of air

leaks, it is recommended that new gaskets be used each time any portion of the air cleaner is disassembled or serviced.
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M1020
3. Connect the intake piping to the engine, air compressor service indicators, etc. 4. Inspect the entire system for leaks or damage.
5. Reset the air cleaner service indicators. 6. Start the truck engine and check again for leaks. This may be done with a solution of soapy water, or other equivalent means.
KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11.
55396
12. Vacuator Valve (Optional) Filter Element Body Assembly 13. Clamp Assembly Outlet Flange Assembly 14. Dust Cup (special version for vacuator valves) Restriction Adapter 15. Primary Element Assembly Gasket 16. Gasket Gasket 17. Wing Nut Tube Body Assembly 18. Clip Bolt 19. Gasket Washer Flange Nut 20. Safety Element Indicator (or nut) O-ring Bowl Clamp Assembly 21. Cotter Pin Protective Tube (With item 12) 22. Secondary Element Assembly FIGURE 1 TYPICAL DONALDSON SRG AIR CLEANER
M1020
12/02/2004
UNIT RIG
EXHAUST ASSEMBLY - MUFFLERS

DESCRIPTION
The exhaust assembly provides a method of routing the noise and the exhaust gases produced by the engine away from the cab and reduce its outlet volume. It consists of the following: 1. Exhaust piping - rigid and flexible tubing sections from the engine turbocharger exhaust outlets to the exhaust mufflers. 2. Exhaust mufflers - specially assembled silencer assemblies mounted to the right rear of the engine assembly. 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Stop the engine. 3. Clean the exhaust system and verify that the exhaust piping is not damaged or leaking anywhere. 4. Verify that all mounting hangers are secure. 5. Verify that all piping connections are clamped securely. 6. Verify that all exhaust blanket assemblies are in place and free of damage. Repair or replace as required.
OPERATION NOTE: The blankets should be installed with the seams

The exhaust gases are routed from the engine turbocharger to the two muffler assemblies mounted near the right fender assembly. Their special construction reduces the overall sound output and directs away from the operating equipment. pointed upward and not aligned with those on adjacent blankets.
SERVICE
This is limited to repairing damaged or leaking components as required.

Periodic maintenance of the system should include:
06/09/2003
M1860
FIGURE 1 - MUFFLER EXHAUST ASSEMBLY DDC SERIES 4000 ENGINE (A85352, SHEET 1 OF 3)
FIGURE 1 - MUFFLER EXHAUST ASSEMBLY DDC SERIES 4000 ENGINE (A85352, SHEET 2 OF 3)
M1860
06/09/2003
UNIT RIG
KEY 01. 02. 03. 04. 05. 06. 07.
A85352
Exhaust Elbow 08. Exhaust Pipe 15. Hanger Strap 22. Exhaust Blanket Exhaust Elbow 09. Exhaust Pipe 16. Capscrew 23. Exhaust Blanket Capscrew 10. Exhaust Silencer (Muffler) 17. Capscrew 24. Exhaust Blanket Locknut 11. Sealclamp 18. Locknut 25. Exhaust Blanket Exhaust Gasket 12. Clamp 19. Hanger Strap 26. Exhaust Blanket Tubing 13. Tube Support 20. Pipe End (Muffler) 27. Exhaust Blanket Flexible Tubing 14. Beam Hanger Clamp 21. Exhaust Blanket FIGURE 1 - MUFFLER EXHAUST ASSEMBLY DDC SERIES 4000 ENGINE (A85352, SHEET 3 OF 3)
FIGURE 2 - MUFFLER EXHAUST ASSEMBLY CUMMINS QSK 60 SERIES ENGINE (A85935, SHEET 1 OF 3)
06/09/2003
M1860
FIGURE 2 - MUFFLER EXHAUST ASSEMBLY CUMMINS QSK 60 SERIES ENGINE (A85935, SHEET 2 OF 3) KEY 01. 02. 03. 04. 05. 06. 07. 08. Exhaust Elbow Exhaust Elbow Exhaust Flange Gasket Capscrew Locknut Tubing Tubing Exhaust Elbow 09. 10. 11. 12. 13. 14. 15. 16. Exhaust Pipe Exhaust Pipe Exhaust Silencer (Muffler) Sealclamp Not Used Clamp Tube Support Beam Hanger Clamp 17. 18. 19. 20. 21. 22. 23. 24. Hanger Strap Capscrew Not Used Locknut Hanger Strap Capscrew Pipe End (Muffler) Exhaust Blanket 25. 26. 27. 28. 29. 30. 31.
A85935
Exhaust Blanket Exhaust Blanket Exhaust Blanket Not Used Exhaust Blanket Exhaust Blanket Exhaust Blanket
FIGURE 2 - MUFFLER EXHAUST ASSEMBLY CUMMINS QSK 60 SERIES ENGINE (A85935, SHEET 3 OF 3)
M1860
06/09/2003
TEREX|UNIT RIG
ALTERNATOR AND WHEELMOTOR COOLING

The alternator and wheelmotor cooling system provides a flow of air to the alternator and the wheelmotors. Important components include: 1. Air blower - dual impeller in-line blower mounted on the rear of the traction alternator. The impellers are mounted on a hub heat shrink and taper fitted to the rear of the rotor shaft. A two-piece fiberglass housing completes the assembly. 2. Ducting: a. From the control box to the blower inlet. b. From the blower outlet to axlebox and on to the wheelmotors. c. From the blower housing outlet to the control box for pressurization and component cooling. 2. Pressurize the box to minimize dust and contamination ingestion and the build up of heat and other by-products to the system operation. to the alternator itself and through the desired areas. It exits through specially designed outlet screens in the alternator housing perimeter. Another air duct routes the air into the external ductwork to the rear axlebox. There it is routed through the electrical wheelmotors, exiting through the opening in the external hub cap assemblies. A separate flow of the pressurized air is routed to the electrical control box assembly. The resulting airflow through the control box is designed to: 1. Provide cooling for several system components, and

Periodic maintenance includes the following: 1. Inspect the blower housing for loose or missing hardware. Repair or replace as required. 2. Inspect the blower housing for evidence of damage or cracks. Repair or replace as outlined in the instructions in the electrical system manufacturers maintenance manuals. 3. Inspect all ducting to be free of damage or leakage. Repair or replace as required. RTV sealant should be used around the perimeters of all ducting connections to ensure proper sealing. 4. Verify that the 1/2 inch (12 mm) diameter drain hole at the bottom of the rear blower housing is open.
OPERATION
The blower provides a supply of cooling air to the main traction alternator and the electrical portion of the wheelmotors. Air is drawn into the system through silencer assembly in the large opening in the electrical components control box assembly and is drawn into the blower inlet. Several electrical system components are mounted so that their heat exchanger fins extend into the air path to aid in their cooling. On some trucks, an auxiliary cleaning system is available to assist in pre-cleaning this airflow to minimize the ingestion of contamination into the electrical system components. In this system, a panel of Donaldson Dynaclone ducts, similar to those used in the Donaldson engine air cleaner assemblies, is installed behind the control box. As the air is pulled through these ducts, it is forced to swirl and the resulting centrifugal force causes much of the debris and dirt particles to be separated from the airflow. An independent scavenger blower draws a separate airflow along the tube area and exhausts the separated material out through its blower output. The blower fan is directly coupled to the traction alternator rotor shaft. As the impeller turns, it pressurizes the air to relatively low pressure and passes it onto cooling ducts. One set of these ducts directs the air internally
NOTE: It is important to remember that the proper and

adequate flow of air through the system is required at all times to provide the desired cooling effects. Failure to maintain these flows will result in decreased component service life.
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M1850
KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.
A85921
43. Bolting Pad 22. Bolting Pad Air Intake Duct 44. Capscrew 23. Capscrew Inverter Cooling Duct 45. Flatwasher 24. Flatwasher Alternator/Inverter Transition Duct 46. Lockwasher 25. Lockwasher Air Transition Duct 47. Nut Duct Support Bracket 26. Air Duct Support 48. Capscrew Alternator Duct Mounting Bracket 27. Chain 49. Flatwasher Adjusting Bracket 28. Heat Shrink 50. Nut Flexible Rectangular Duct 29. Tube Support 51. Flatwasher Flexible Rectangular Duct 30. Air Duct Support Plate 52. Nut Flexible Hose 31. Capscrew 55. Cover Plate Flexible Hose 32. Flatwasher 56. Capscrew Duct Clamp 33. Nut 57. Flatwasher Duct Clamp 34. Neoprene Webbing 60. Silencer Assembly Duct Clamp 35. Capscrew 61. Capscrew Duct Clamp 36. Adhesive Rubber 62. Flatwasher Heavy Duty Hose Clamp 37. Capscrew 63. Locknut Hardened Flatwasher 38. Lockwasher 64. Lockwasher Capscrew 39. Capscrew 66. Air Duct Bracket Clamp Capscrew 40. Flatwasher 41. Lockwasher Locknut 42. RTV Rubber Silicone Flatwasher FIGURE 1 - ALTERNATOR AND WHEELMOTOR COOLING SYSTEM GTO BASED SYSTEMS (A85921, SHEET 1 OF 2)
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TEREX|UNIT RIG
FIGURE 1 - ALTERNATOR AND WHEELMOTOR COOLING SYSTEM GTO BASED SYSTEMS (A85921, SHEET 2 OF 2)
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18.
A86242
19. Capscrew 39. Capscrew Air Intake Duct Cabinet Cooling Duct 20. Locknut 40. Flatwasher Alternator/Cabinet Transition Duct 21. Flatwasher 41. Lockwasher Air Transition Duct 23. Capscrew 42. RTV Rubber Silicone Duct Support Bracket 24. Flatwasher 44. Capscrew Alternator Inlet Silencer 25. Lockwasher 45. Flatwasher Duct Mounting Bracket 26. Alternator Duct Support 46. Lockwasher Flexible Rectangular Duct 27. Chain 47. Nut Flexible Rectangular Duct 28. Heat Shrink 48. Capscrew Flexible Hose 29. Tube Support 49. Flatwasher Flexible Hose 30. Air Duct Support Plate 50. Nut Duct Clamp 31. Capscrew 51. Flatwasher Duct Clamp 32. Flatwasher 52. Nut Duct Clamp 33. Locknut 53. Nut Duct Clamp 34. Neoprene Webbing 54. Adjusting Bracket Heavy Duty Hose Clamp 36. Adhesive Rubber 61. Capscrew Hardened Flatwasher 37. Capscrew 62. Flatwasher Capscrew 38. Capscrew FIGURE 2 - ALTERNATOR AND WHEELMOTOR COOLING SYSTEM IGBT BASED SYSTEMS (A86242, SHEET 1 OF 3)
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FIGURE 2 - ALTERNATOR AND WHEELMOTOR COOLING SYSTEM IGBT BASED SYSTEMS (A86242, SHEET 2 OF 3)
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FIGURE 2 - ALTERNATOR AND WHEELMOTOR COOLING SYSTEM IGBT BASED SYSTEMS (A86242, SHEET 3 OF 3)
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UNIT RIG
RADIATOR - MECHANICALLY BONDED CORE
RADIATOR MECHANICALLY BONDED CORE

DESCRIPTION AND LOCATION (Figures 1, 2, and
3) The radiator cores consist of separate cooling assemblies mounted between top and bottom reservoir tanks. These finned assemblies are mounted at the front of the truck between the grille and the cooling fan. b. If grease, oil, or other contamination is evident, use a steam jet washer to assist with the cleaning. (1) Starting with the nozzle held closely to the fins near the top on the air exit side, working on a small area. the core and not at an angle.
OPERATION IMPORTANT: The water flow should be sprayed straight

The heated coolant from the engine enters the radiator through the inlet located in the top reservoir tank. The water then flows through the finned tubes to the lower reservoir. While in the tubes, the heat is transferred from the water to the tubes and fins which in turn transfer it to the air moving through the radiator. The coolant exits the radiator through the outlet in the lower reservoir, returning to the engine to cycle again. On some installations, there are two separate cores, typically with common top and bottom reservoir assemblies. One core, known as the High Temperature Core (HTC) is typically the thickest and toward the rear is for the control of the engines heat of combustion and cools the coolant as per normal processes. The other core, known as the Low Temperature Core (LTC) is typically used to cool the incoming or charge air after it has been compressed by the turbochargers and before it enters the cylinders combustion chambers. into the core and not at an angle. (2) Continue washing from the top down until the exiting water is clean. (3) Repeat on the opposite side.
IMPORTANT: Many radiator shops use a high alkaline

soap, caustic soda, or chemical additives to their boilout tank which attack solders. If a tube is soaked in such a solution, the solder bond between the finning and tubes will be adversely affected. If it is known that the particular solution used is not harmful to solder, then it will not hurt the solder on the tube. Be sure to completely rinse the cleaned tube or core in clean water after removing from the boil-out tank. 3. Inspect the radiator interior for accumulation of dirt and debris. This foreign material will reduce the radiators capacity to transfer heat to the air. Clean as required.
MAINTENANCE AND ADJUSTMENT IMPORTANT: Corrosion, silicate gelling, and other

Periodic maintenance should include the following steps: 1. Check the level of coolant in the radiator. Follow the instructions on the cooling system in Section 4 - Power Package. 2. Check the radiator exterior for accumulation of dirt and debris. This foreign material will reduce the radiators capacity to transfer heat to the air. Clean as required. forms of contamination can have an adverse affect on the operation of the radiator and entire cooling system. Consult your antifreeze supplier, engine manufacturer, and Unit Rig representative on recommendations to eliminate or reduce these conditions. Typically, Pentray 2010 Cleaner and 2011 Neutralizer Flush products (or equivalent) may be used, following the manufacturers specific material concentrations and instructions. 4. If so equipped, verify the operation of the radiator pressurization system as outlined in the module on the Cooling System in Section 4 - Power Package. 5. Inspect the inlet and outlet fittings and hoses. If loose or showing evidence of deterioration, repair or replace as required. 6. Inspect the fan shroud, guards and other accessories installed on the radiator. It should be firmly attached to the radiator and in good condition. Repair or replace as
NOTE: If there is any doubt as to procedure or equipment, try the method on a single tube first or contact your Unit Rig representative. a. Blow out the loose material using high pressure air, typically first blowing from the air exit side toward the inlet side, and then reverse the flow. A soft brush may be used to assist in dislodging the material.
IMPORTANT: The air should be sprayed straight into 03/11/2003
M1825
required. 7. Inspect the cross-braces. They should be tensioned evenly without distorting the radiator assembly. 8. Inspect all mounting points. The rubber shock mount should be pliable and in good condition. The support arms should be properly adjusted to support the radiator evenly on each side - not to place it in a twisting bind. The lower mounting points should be tight and in good repair. Repair or replace as required. 9. Individual leaking tubes may be plugged to prevent leakage as follows: 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50.
NOTE: This process is recommended for limited quantities of tubes as the by-passing of each tube reduces the overall ability of the radiator to transfer heat. Permanent mechanical repairs are recommended as soon as practical. a. Disassemble the radiator as outlined in the instructions for DISASSEMBLY in this module to expose both of the tube ends. b. Clean and dry the inside of the tube to be plugged. c. Place the appropriate phenolic plugs in each of the tube ends.
NOTE: Plug both ends of the leaking tube.

d. Using the proper hammer, tap the plug in until it is tightly installed. e. Carefully trim off all excess with a hacksaw or equivalent. f. Carefully file off all excess plug material to within 0.25 inches (6.4 mm) of the tube end. g. Reassemble and install the disassembled radiator and related components as outlined in the instructions for ASSEMBLY and INSTALLATION in this module. h. Test the radiator for leaks before putting back into service. 10. Individual tube/header repairs (tube removal and plugging) to prevent leakage as follows:
84863J KEY HTC Radiator HTC Core & Header Assembly HTC Top Tank Assembly HTC Bottom Tank Assembly HTC Header Gaskets HTC Right Hand Side Assembly HTC Left Hand Side Assembly LTC Radiator LTC Core & Header Assembly LTC Top Tank Assembly LTC Bottom Tank Assembly LTC Header Gaskets LTC Right Hand Side Assembly LTC Left Hand Side Assembly Capscrew Lockwasher Nut Surge Tank Capscrew Lockwasher Nut Tie Rods Nut Tie Rod Bracket Capscrew Lockwasher Flatwasher Nut Fan Shroud Assembly Capscrew Lockwasher Nut Ring & Panel Assembly Capscrew Lockwasher Nut Fan Guard Half Capscrew Lockwasher Flatwasher Flatwasher Nut Cap, 4 Inch, 14 psi with Release Button Adapter Fitting Hose Assembly Pipe Fitting Pipe Fitting Flat Round Plate Serial Number Plate Sight Glass
NOTE: This process is recommended for limited quantities of tubes as the removal of each tube reduces the overall ability of the radiator to transfer heat. Permanent
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UNIT RIG
FIGURE 1 - TYPICAL RADIATOR ASSEMBLY (84863J) mechanical repairs are recommended as soon as practical. a. Disassemble the radiator as outlined in the instructions for DISASSEMBLY in this module to expose both of the tube ends. b. Using the appropriate tools, drill out the tube from the header plate at both ends. c. Clean and dry the inside of the holes in the header plate. d. Place the appropriate phenolic plugs in each of the header plate holes.
NOTE: Plug both ends of the removed tube.

e. Using the proper hammer, tap the plug in until it is tightly installed. f. Carefully trim off all excess with a hacksaw or
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equivalent. g. Carefully file off all excess plug material. h. Reassemble and install the disassembled radiator and related components as outlined in the instructions in ASSEMBLY and INSTALLATION in this module. i. Test the radiator for leaks before putting back into service.
2. Remove the radiator cross-braces. 3. Remove the top and bottom reservoir tanks by removing the attaching bolts, washers, and nuts. 4. Remove the bolts that attach the member to be removed from the side members. 5. Disassemble the remainder of the assembly as required.
REMOVAL (Figures 2 and 3)

The radiator may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all pressure from the cooling system as outlined in the instructions in Section 4 - Power Package. 3. Drain all coolant from the radiator and engine assembly. 4. Disconnect all hoses attached to the radiator. (See Figure 3.) Mark these hoses to aid in reassembly. 5. Remove the hood assembly as outlined in the instructions in Section 2 - Structure. 6. Disconnect and remove the radiator top brace assembly. 7. Support the radiator assembly by means of the lifting hose provided in the radiator side channels. 8. Remove the hardware that secures the radiator to the main frame assembly. 9. Remove the radiator assembly from the truck, taking care not to damage the radiator core on the radiator fan assembly.

The unit may be serviced as follows: 1. Check the condition of the fins and tubes. Damage or accumulated dirt will reduce heat transfer and radiator efficiency. Clean or repair as required, following the instructions in the Maintenance and Adjustment portion of this module.
IMPORTANT: Corrosion, silicate gelling, and other

forms of contamination can have an affect on the operation of the radiator and entire cooling system. Consult your antifreeze supplier, engine manufacturer, and Unit Rig representative on recommendations to eliminate or reduce these conditions.
IMPORTANT: Many radiator shops use a high alkaline

soap, caustic soda, or chemical additives to their boilout tank which attack solders. If a tube is soaked in such a solution, the solder bond between the finning and tubes will be adversely affected. If it is known that the particular solution used is not harmful to solder, then it will not hurt the solder on the tube. Be sure to completely rinse the cleaned tube or core in clean water after removing from the boil-out tank. 2. Clean all gasket material from sealing surfaces.
ASSEMBLY (Figure 1)
The radiator may be assembled as follows: 1. If the reservoir tanks were removed, reassemble them.
NOTE: The thin non-ferrous fins and tubes of the radiator core sections are easily damaged. Extreme care should be used when handling the radiator. DISASSEMBLY (Figure 1)
The radiator may be disassembled as follows: 1. Remove the fan shroud, guards, etc. by unbolting the attaching bolts.
IMPORTANT: Use only cork neoprene gaskets soaked

in light oil. Do not use any cement type sealers such as Permatex or Instant Gasket. 2. Tighten the assembled bolts until the gasket protrudes slightly. Trim off the excess gasket material. 3. Install the reservoir tanks as directed in steps 1 and 2.
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FIGURE 2 - TYPICAL RADIATOR INSTALLATION ASSEMBLY 4. Secure all components to the side members. 5. Install cross-brace members. Tighten each in small, 1 ft-lb. (1.5 Nm), increments to an approximate torque of 5 ft-lbs. (7 Nm). 6. Install fan shroud and guards and other accessory parts.
NOTE: Use the snubbing washers to shim the radiator

assembly as required to prevent the module from twisting or leaning. Do not over-tighten the locknuts to extrude or damage the rubber shock mounts. 3. Install and secure the radiator braces (6) on each side of the radiator. 4. Install the radiator piping as outlined in Figure 3.
INSTALLATION
The radiator may be installed as follows: (Figure 2, unless otherwise specified.) 1. Using a suitable lifting device attached to the radiator lifting brackets, position the radiator assembly on the radiator support brackets located on the front of the main frame structure. 2. Securely install the radiator with the shock mounts (2), snubbing washers (3), capscrews (4), and locknuts (5). 5. Install the hood assembly as outlined in the instructions in Section 2 - Structure. 6. Close all cooling system drain cocks and refill the cooling system. Check the cooling system for leaks. Follow the instructions in Section 4 - Power Package.
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. Elbow Coolant Outlet Flange Not Used O-Ring Capscrew (Metric) Lockwasher Lower HTC Radiator Pipe Upper HTC Radiator Pipe Radiator Hose Clamp Radiator Hose Clamp Adapter Fitting (Metric) Not Used Pipe Fitting Flange Kit Assembly Adapter Fitting O-Ring Not Used Not Used LTC Outlet Fitting 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. LTC Gasket Capscrew (Metric) LTC Engine Outlet Radiator Pipe LTC Engine Inlet Radiator Pipe Radiator Hose Clamp Not Used Adapter Fitting Adapter Fitting Hose Assembly Hose Assembly Adapter Fitting Not Used Adapter Fitting Adapter Fitting Hose Assembly Not Used Hose Assembly Hose Assembly Hose Assembly Hose Assembly
A85561
FIGURE 3 - TYPICAL RADIATOR PIPING 4000 SERIES DETROIT DIESEL ENGINE INSTALLATION SHOWN (A85561)
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FIGURE 3 - TYPICAL RADIATOR PIPING (CONTINUED) 4000 SERIES DETROIT DIESEL ENGINE INSTALLATION SHOWN (A85561)
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M1825
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UNIT RIG
ENGINE MODULE
ENGINE MODULE
The engine module consists of the following: 5. Test the power package for proper operation and power levels.
REMOVAL (Figure 1)
1. Diesel engine. 2. Main traction alternator with in-line electrical equipment cooling blower assembly. 3. Radiator (may be mounted separately). 4. 24 Vdc battery charging alternator. The complete engine module may be removed from the truck as follows:
NOTE: It is recommended that the engine module be removed with the alternator and radiator assembly attached.
1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Drain all pressure from the pneumatic, hydraulic, fuel, and cooling systems. 3. If the truck is equipped with a separate cooling system module, remove the module assembly as outlined in Section 4 - Power Package. 4. Remove the hood and grille assemblies as outlined in Section 2 - Structure. 5. Disconnect all fluid lines between the engine and other areas at the terminal assembly on the engine skid. 6. Disconnect the main electrical lines from the alternator. 7. Remove the blower ducting as required as outlined in Section 4 - Power Package. 8. Disconnect the air intake and exhaust ducting from the engine. Cover all openings to prevent contamination. 9. Remove all other lines and hoses coupled to the module. 10. Uncouple the driveshaft between the alternator and the hydraulic pump as outlined in Section 5 - Hydraulic System. 11. Remove the module from truck as follows:
NOTE: On some trucks, the engine skid assembly is

omitted and the engine/alternator and radiator are mounted directly to the frame. With these exceptions, the information contained in this module remains the same.
The engine module is mounted to the front portion of the main frame. Rubber insulation pads are mounted between the main frame and sub-frame to reduce vibration.
OPERATION
The engine module provides power for a variety of functions. The diesel engine provides power to turn the main traction alternator. The alternator, in turn, supplies power to the electric wheelmotors. The engine module also drives the trucks hydraulic pumps, battery charging alternator, and air compressor.
TROUBLESHOOTING
Refer to the appropriate manufacturers information for detailed troubleshooting.

Periodic maintenance should include the following steps: 1. Clean the engine module assembly. 2. Check the condition of all components, including checking for leaks or other damage. 3. Verify that all mounting hardware is secure. 4. Check the condition of the rubber isolation mounting pads.
NOTE: It is recommended that a lifting device built specifically for the type of engine and truck involved (like those available from Unit Rig) be used. The use of a come-along is recommended during removal and instal1
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lation, as it allows the engine to be tilted front-to-rear.

a. Use an overhead crane or other suitable hoist with sufficient lifting capacity, and position the engine module lifting beam over the engine module. Attach the rear cables to the alternator support brackets, and the front lifting hooks to the appropriate engine or engine skid brackets. b. Insert a come-along with a sufficient lifting capacity between the front lifting hook and the main lifting lug area. c. Remove the mounting bolts that secure the module to the truck frame. d. Carefully raise and remove the engine module. Use the come-along to tilt the module as required. 12. Place the engine module on suitable stands, or block it to ensure safe conditions for future work or storage.
lows: 1. Install a gear adapter for engine barring into the starter access opening.
NOTE: If the same engine and alternator are to be reassembled, mark the position of the coupling on the flywheel, and reinstall with the same clocking.
2. If so equipped, remove the mounting brackets secured to both the engine and alternator. 3. Use the gear adapter and a ratchet to rotate the engine crankshaft. Remove the capscrews that attach the armature to the flywheel. Access to the capscrew is gained through the starter access opening. 4. Remove the bolts from each bracket, and remove the motor support brackets. 5. Using suitable adapters and a sling, support the alternator with a crane. 6. Remove the bolts and nuts that attach the alternator to the flywheel housing adapter. 7. Remove the alternator by moving it rearward, then lifting it clear of the engine.
Before beginning any work on the engine module, ensure that it is supported on suitable stands or blocking. Failure to do so may result in personal injury, equipment damage, or both.
DISASSEMBLY
The alternator may be removed from the engine as folKEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
NOTE: The shims removed should be retained with the alternator. Before installation, however, it is recommended that the entire shimming procedure be followed
A84530 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. Lockwasher Capscrew Not Used Not Used Not Used Not Used Socket Head Capscrew Engine Mounting Pad Washer Mounting Plate Locknut Capscrew Capscrew Not Used Radiator Fan Capscrew Lockwasher Fan Spacer Fan Spacer
Engine Main Traction Alternator Engine Mounting Skid Left Engine/Alternator Support Right Engine/Alternator Support Mud Guard Flywheel/Rotor Shim (2 pieces make 1 part) Flywheel/Rotor Shim (2 pieces make 1 part) Flywheel/Rotor Shim (2 pieces make 1 part) Flywheel/Rotor Shim (2 pieces make 1 part) Flywheel/Rotor Shim (2 pieces make 1 part) Engine Housing/Alternator Shim (4 pieces make 1 part) Engine Housing/Alternator Shim (4 pieces make 1 part) Engine Housing/Alternator Shim (4 pieces make 1 part) Special Grade 8 Capscrew Special Washer Capscrew Lockwasher Lockwasher Capscrew
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UNIT RIG
ENGINE MODULE
FIGURE 1 - TYPICAL ENGINE MODULE ASSEMBLY
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for mounting the alternator on the engine, even if it is the same engine and alternator. This will ensure that the proper clearances are maintained.
the crankshaft forward.
ASSEMBLY
The alternator may be installed on the engine as follows:
IMPORTANT: Never pry on the crankshaft vibration damper; pry only on the crankshaft through the open access cover. Take care not to damage the crankshaft or other engine components while prying.
f. Set the dial indicator at zero (pry bar relaxed) and rotate the engine crankshaft one complete revolution counterclockwise (as viewed from the rear) while prying the crankshaft rearward.
NOTE: Special equipment and tools required to assist in assembly including: 1. Dial indicator with a variety of mounting feet. 2. Mounting fixtures to allow the indicator to rotate with and also measure dimensions on the flywheel. 3. An engine barring tool and related equipment to allow the engine crankshaft to be easily rotated slowly while taking measurements. 4. A special gauge bar assembly (manufactured by Unit Rig) should be used to assist in obtaining certain measurements. Because of special requirements on MTU/ DDC Series 4000 engines, two gauge bars are required, one for the engine and the other for the alternator measurements. 5. A 2 to 3 inch (50 to 75 mm) depth micrometer to use in conjunction with the gauge bar in acquiring the needed measurements.
It is also recommended that a worksheet of important measurements be maintained during assembly for possible future reference. An example worksheet is shown in Table 1.
1. Install the gear adapter for engine barring into starter opening on either side of engine. 2. Clean all protective coating, dirt, etc., from the flywheel assembly and flywheel housing adapter. Smooth any nicks, burrs, gouges, etc. from mounting surfaces or pilots. 3. Check the crankshaft endplay as follows: a. Remove the crankshaft access cover. b. Install a dial indicator on the flywheel or on the crankshaft vibration damper, so that it will measure the total fore and aft movement of the crankshaft. c. Loosen all belts on the engine. d. Mark the initial point of measurement on the flywheel or vibration damper. e. Rotate the engine crankshaft one complete revolution clockwise as viewed from the rear while prying
NOTE: To get a true dial indicator reading, one full rotation of the crankshaft is required to cancel out any axial run-out. Clockwise rotation should cause the crankshaft to move forward; counterclockwise rotation should cause it to move to the rear. All references to direction are as viewed from the flywheel.
g. Record the measurement on the dial indicator. h. Without touching the dial indicator, rotate the engine crankshaft one complete revolution clockwise while prying the crankshaft forward. If the dial indicator does not return to zero, repeat this step. i. Repeat this procedure several times to check the measurements. j. Check the allowable end clearances from Table 2. If within tolerance, proceed. If not, determine the cause and correct. 4. Clean all protective coating, dirt, etc., from the flywheel assembly and flywheel housing adapter. Smooth any nicks, burrs, gouges, etc. from mounting surfaces or pilots. 5. Measure the flywheel pilot (radial) run-out as follows: a. Move the crankshaft so that it is at the forward end of its endplay. b. Install the dial indicator so that it will measure the flywheel pilot run-out (base on the flywheel housing adapter, indicator on flywheel), measuring the radial runout of the self-contained pilot ring. c. Zero the indicator and mark the starting position. Rotate the crankshaft clockwise one complete revolution.
NOTE: When the crankshaft is rotated one complete revolution, the dial indicator must return to zero. If it does not, either the crankshaft has shifted or the dial 07/27/2001
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UNIT RIG
ENGINE MODULE
I.
ENGINE MEASUREMENTS A. B. C. D. Crankshaft end clearance _________inch (mm) Flywheel pilot radial runout _________inch (mm) (TIR--Total Indicated Runout) Flywheel housing adapter axial (face) _________inch (mm) (TIR) Flywheel housing adapter concentric (centered) runout_________inch (mm) (TIR)
II.
SHIM REQUIREMENT MEASUREMENTS A. Engine (flywheel) measurement (Crankshaft to rear of endplay) 1 _________ 2 _________ 3 _________ 4 _________ Average engine measurement "A" (Divide above total by 4 and add 1/2 of the crankshaft end clearance) B. Alternator measurements 1. With armature at rear (bottom) 1 _________ 2 _________ 3 _________ 4 _________ 2. With armature at front (lifted) 1 _________ 2 _________ 3 _________ 4 _________ Total _________ Average alternator measurement "B" (Divide total above by 8) B = _________ inch (mm) inch (mm) inch (mm) Total _________ A = _________ inch (mm) inch (mm) inch (mm)
III.
SHIM REQUIREMENTS A. B. C. If dimension "B" is greater than "A", the shims are required between the flywheel housing adapter and the alternator housing. If dimension "A" is greater than "B", the shims are required between the flywheel (coupler) and the armature. The shim thickness to be installed is equal to the difference between the two dimensions--a tolerance of 0.005 inch (1.3 mm) is the maximum allowed. Shims Required _____________ Where Located ______________ inch (mm)
IV.
FINAL CHECK A. B. Crankshaft end clearance _________inch (mm) Armature end clearance _________inch (mm) 12708
TABLE - 1 - ENGINE/ALTERNATOR SHIMMING WORKSHEET
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ALLOWABLE CRANKSHAFT CLEARANCES ENGINE DDC 12V-149 16V-149 20V-149 16V-2000 12V-4000 16V-4000 CUMMINS KT/KTA 38 QSK 45 KTA/KTTA 50 QSK 60 0.005 inch 0.005 inch 0.005 inch 0.005 inch (0.13 mm) (0.13 mm) (0.13 mm) (0.13 mm) 0.015 inch 0.015 inch 0.015 inch 0.015 inch (0.38 mm) (0.38 mm) (0.38 mm) (0.38 mm) 0.020 inch 0.020 inch 0.020 inch 0.020 inch (0.50 mm) (0.50 mm) (0.50 mm) (0.50 mm)
13423
MINIMUM CLEARANCE (NEW ENGINE)
MAXIMUM CLEARANCE (NEW ENGINE)
DO NOT OPERATE IF CLEARANCE EXCEEDS
0.004 inch 0.004 inch 0.007 inch 0.005 inch 0.010 inch 0.010 inch
(0.10 mm) (0.10 mm) (0.17 mm) (0.13 mm) (0.25 mm) (0.25 mm)
(0.35 mm) (0.35 mm) (0.40 mm) (0.40 mm) (0.57 mm) (0.57 mm)
0.018 inch 0.020 inch 0.020 inch ------------------------------------------------
(0.45 mm) (0.50 mm) (0.50 mm) --------------------------------------------------
TABLE 2 - ALLOWABLE CRANKSHAFT CLEARANCES
indicator has moved. The run-out measured is useless unless the indicator return to zero. Repeat this step as necessary.
d. Record the measurement and compare with the allowable run-out from Table 3. If within tolerance, proceed. If not, determine the cause and correct. 6. Measure the flywheel housing adapter axial (face) run-out as follows: a. Move the crankshaft so that it is at the forward end of its endplay. b. Install the indicator so that it will measure the axial run-out (base on flywheel, indicator on adapter face), but will not be obstructed by bolt holes. c. Zero the indicator and mark the starting position.
Rotate the crankshaft clockwise one complete revolution with the barring mechanism. Observe the maximum indicator readings and record TIR. Example: +0.005 inch (0.13 mm) and -0.004 inch (0.10 mm) would be 0.009 inch (0.23 mm) TIR.
NOTE: The indicator must return to zero with one complete revolution. Repeat this step if necessary.
d. Record the measurement and compare with the allowable run-out from Table 4. If within tolerance, proceed. If not, determine the cause and correct. 7. Measure the flywheel housing adapter concentric (radial) run-out as follows: a. Move the crankshaft so that it is at the forward end of its endplay.
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b. Install the dial indicator so that it will measure the flywheel housing adapter concentricity (base on flywheel, indicator on adapter housing inner surface), but will not be obstructed by bolt holes. c. Zero the indicator and mark the starting position. Rotate the crankshaft clockwise one complete revolution with the barring mechanism. Observe maximum indicator readings and record TIR. Example: +0.005 inch (0.13 mm) and -0.004 inch (0.10 mm) would be 0.009 inch (0.23 mm).
ENGINE MODULE
MAXIMUM FLYWHEEL RADIAL RUNOUT ENGINE DDC 12V-149 16V-149 20V-149 16V-2000 12V-4000 16V-4000 0.011 inch 0.011 inch 0.011 inch 0.011 inch 0.008 inch 0.008 inch (0.27 mm) (0.27 mm) (0.27 mm) (0.27 mm) (0.20 mm) (0.20 mm) MAXIMUM ALLOWABLE FLYWHEEL RADIAL RUNOUT
NOTE: The indicator must return to zero with one complete revolution. Repeat this step if necessary.
d. Record the measurement and compare with the allowable run-out from Table 4. If within tolerance, proceed. If not, determine the cause and correct. 8. After ensuring that all of the engine measurements are within tolerances, measurements for determining the A dimension for shimming may be taken as follows: a. Locate the crankshaft at the extreme rear of its endplay by rotating the crankshaft counterclockwise while prying the rear of the crankshaft.
CUMMINS KT/KTA 38 QSK 45 KTA/KTTA 50 QSK 60 0.08 inch 0.08 inch 0.007 inch 0.010 inch (0.20 mm) (0.20 mm) (0.17 mm) (0.25 mm)
Never pry on the engine vibration damper. b. Using the appropriate special gauge bar (available from Unit Rig) and the 2 to 3 inch (50 to 75 mm) depth micrometer, measure the distance between the flywheel housing adapter mounting face and the drive ring mounting face. Record four measurements: at 12, 3, 6 and 9 oclock.
TABLE 3 - MAXIMUM FLYWHEEL 13424 RADIAL RUN-OUT a. Clean all protective coating, dirt, etc., and smooth any nicks, burrs, gouges, etc., from the mounting surfaces or pilots. b. Using the appropriate sling, place the alternator in a vertical position with the mounting face up. Place a stand or blocks under the alternator of sufficient height to prevent the sheaves, electrical terminals, etc., from touching the floor.
NOTE: Because of special requirements on MTU/DDC Series 4000 engines, two gauge bars are required, one for the engine and the other for the alternator measurements.
c. Average the four measurements, and add to 1/2 of the crankshaft end clearance. Record this dimension as A. This average measurement is equal to a measurement taken with the crankshaft located at the center of its endplay. 9. Determine the alternator B measurements as follows:
NOTE: A special stand/jig is used for engines fitted with in-line blowers. With this jig the engine can be moved around in different planes to carryout the measurements accurately for shimming purposes.
Balance and lift the alternator high enough to prevent the sheaves, electrical terminals, etc., from hitting the floor. Protect the in-line blower assembly (if so equipped).
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MAXIMUM FLYWHEEL HOUSING ADAPTER RUNOUT ENGINE DDC 12V-149 16V-149 20V-149 16V-2000 12V-4000 16V-4000 CUMMINS KT/KTA 38 QSK 45 KTA/KTTA 50 QSK 60 (U.R. Alt.) QSK 60 (G.E. Alt.) 0.010 inch 0.010 inch 0.010 inch 0.012 inch 0.010 inch (0.25 mm) (0.25 mm) (0.25 mm) (0.30 mm) (0.25 mm) 0.020 inch 0.020 inch 0.020 inch 0.010 inch 0.010 inch (0.51 mm) (0.51 mm) (0.51 mm) (0.25 mm) (0.25 mm)
13425
MINIMUM (FACES) ALLOWABLE AXIAL (NEW ENGINE)
MAXIMUM CLEARANCE (INNER SURFACES) (NEW ENGINE)
(0.66 mm) (0.66 mm) (0.66 mm) (0.66 mm) (0.40 mm) (0.40 mm)
(0.66 mm) (0.66 mm) (0.66 mm) (0.66 mm) (0.40 mm) (0.40 mm)
TABLE 4 - MAXIMUM FLYWHEEL HOUSING ADAPTER RUN-OUT c. Shim the front of the armature to the approximate center of the housing by using equal shims between the armature and housing.
for the engine and the other for the alternator measurements.
e. Install two eye bolts at 180o intervals in the armature mounting face, and remove the shims between the armature and alternator housing. Attach chains to the eye bolts and lift the armature to the top or forward position. Install the shims between the armature and housing. Do not allow the shims to fall into the alternator.
Care must be taken to ensure that the shims do not fall into the armature. It is suggested that the shims have tabs on the ends and/or be held in place by tape. d. Measure and record the distance between the mounting face on the armature and the mounting face on the housing (with the same special gauge bar and depth micrometer specified for the engine) at four places, (12, 3, 6 and 9 oclock).
Do not lift the alternator off the stand as this may damage the bearings. Be sure the armature is at its maximum top (or forward) position, as it is most important that the armature bearing endplay be measured accurately. f. Measure and record the alternator dimensions outlined in step 7d.
NOTE: Because of special requirements on MTU/DDC Series 4000 engines, two gauge bars are required, one 8
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g. Add the four measurements in 7f to those taken in 7d. Calculate the average of these 8 dimensions. This dimension, called B, is the equivalent of a measurement with the armature at the center of its endplay. h. Remove the shims between the armature and alternator housing used to center the armature, and lower the armature into a resting position in the housing. 10. The amount of shims required is the difference between dimensions A and B. a. If dimension B is greater than dimension A, place the shims between the flywheel housing adapter and the alternator housing. b. If dimension A is greater than dimension B, place the shims between the flywheel coupling and the alternator armature.
ENGINE MODULE
Do not bump sheaves, electrical terminals, etc., on the floor while handling the alternator. e. Move the alternator close enough to the engine to start at least two capscrews through the adapter and into the alternator. At the same time, rotate the crankshaft to align the dowel pins with the appropriate holes.
NOTES:
1. To ease in installation, the upper capscrews should be inserted into the flywheel housing adapter prior to mating. 2. On trucks equipped with MTU/DDC Series 4000 engines, the capscrews are inserted through to install the flywheel housing adapter to the flywheel housing.
f. If the supports are still in place on the alternator, the bolts should be loose enough to not interfere with the coupling. g. Look through the access hole in the flywheel housing to ensure the capscrew holes are aligned. Install all capscrews through the adapter and into the alternator housing. h. Rotate the crankshaft as required to install all capscrews and washers through the flywheel and into the armature.
The shim stack must be measured to verify correct thickness. If tape is used to hold shims in place, it must not be left in during final assembly. Shims installed in the wrong location are worse than no shims, and could cause crankshaft and alternator failure due to axial pre-load.
NOTE: The smaller shims are one or two piece; the larger shims require four parts to form one shim.
11. The engine and alternator may be mated as follows: a. On trucks equipped with the MTU/DDC Series 4000 engine: (1) Remove the capscrews securing the flywheel housing adapter to the flywheel housing. (2) Install the flywheel housing adapter to the alternator frame with the appropriate shims in place if required. b. Rotate the crankshaft to position dowel pins on the flywheel at the 6 and 12 oclock positions. c. Rotate the armature to position the dowel pin holes on the armature mounting face at the 6 and 12 oclock positions. d. Lift the alternator using a sling, and rotate it to a horizontal position.
IMPORTANT: Use only SAE Grade 8 capscrews or equivalent. Substitution of lower grade capscrews may result in damage to the equipment.
i. Torque each capscrew progressively in 50 ft-lb. (70 Nm) increments (lubricated) until a final torque of 180 to 190 ft-lb. (245 to 260 Nm) is reached. This procedure also applies to the capscrews on the flywheel/ armature and those connecting the housing adapter and the alternator. j. Install both the right and left engine skid supports. k. Block the rear end of the alternator housing to help support the alternator and to allow removal of the sling. 12. As a final check to determine if the assembly is properly shimmed: a. Install a dial indicator to measure end clearance on both the vibration damper and the armature sheave.
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b. Rotate the crankshaft clockwise and pry forward. c. Zero both dial indicators (with the pry bar relaxed) and mark the position of the reading on the damper and sheave. d. Rotate the crankshaft counterclockwise one full turn while prying rearward as far as possible. e. Read both indictors (with the pry bar relaxed).
sufficient capacity, and position the lifting device over the engine module. Attach the cables to the alternator and the front mount to the front lifting lug on the engine or engine module skid. 2. Install a come-along with sufficient lifting capacity from the front beam to the main lifting hook. 3. Use the come-along to tilt the engine module as required. Carefully place the module into position in the main frame.
NOTE: The crankshaft movement should be the same as its original measurement; the armature shaft must have moved, but not necessarily the same amount as the crankshaft.
f. Re-zero both indicators. g. Rotate the crankshaft one full turn clockwise while prying forward. h. Read both indicators (with the pry bar relaxed). NOTE: The crankshaft movement should be the same as it was originally and the armature shaft must have some movement, but not necessarily the same as the crankshaft. This indicates no axial pre-load; thus the assembly is properly shimmed. 13. Install the crankshaft access cover. 14. Install the supports/mounting brackets, if removed. 15. If removed, install the fiberglass alternator blower cover, making sure it is indexed as instructed in the units assembly instructions. 16. Verify there is a 1/2 inch (13 mm) diameter drain hole in the 6 oclock position on the rear section of the blower housing. If not: a. Determine that the housings are properly oriented. b. Drill one a hole using care not to: (1) Contact any internal parts of the alternator assembly. (2) Damage the fiberglass housing assembly.
IMPORTANT: Extra care must be taken to avoid damage to all duct work, piping, electrical lines, etc., during installation. If any damage should occur, inspect and repair immediately.
4. Install the rubber cushioning pads and capscrews. Torque the nuts as required, but do not over compress the isolation mounts. 5. Connect the cooling air ducting to the alternator and axlebox as outlined in Section 4 - Power Package.
When installing the ducting, make sure that all connections form tight seals, and that all passageways are free of damage. Holes or restrictions will result in reduced cooling air flow and could cause overheating of components. 6. Connect the driveshaft between the alternator and the hydraulic pump as outlined in Section 5 - Hydraulic System. 7. Connect all engine air and exhaust ducting. Check all components and connections for evidence of damage or leakage. A small leak will allow enough contamination to destroy an engine. 8. Connect all electrical, fuel, air, and hydraulic connections. 9. On trucks equipped with a separate cooling system module, install the module as outlined in the instructions in Section 4 - Power Package including the fan drive, and all hosing and wiring previously removed. 10. Install the hood and grille assemblies as outlined in Section 2 - Structure. 11. Verify proper fluid levels. Check the engine and electrical system for leakage and proper operation and power levels prior to placing the truck into service.
The engine module may be installed as follows: 1. Use an overhead crane or other suitable hoist, with
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RADIATOR COOLING MODULE

DESCRIPTION AND LOCATION (Figures 8 and
9) The cooling module is an assembly which includes a radiator that consists of a number of series of separate cooling tubes mounted between top and bottom reservoirs. This finned tube assembly is mounted at the front of the truck between the grille and the cooling fan. The hood side curtain and expanded metal grille assemblies are included in the cooling module. b. Use a high pressure hot water washer with up to 1200 psi (8 275 kPa). (1) Starting with the nozzle held closely to the fins near the top on the air exit side, working on a small area.
IMPORTANT: The water flow should be sprayed straight into the core and not at an angle.
(2) Continue washing from the top down until the exiting water is clean. (3) Repeat on the opposite side.
OPERATION
The heated coolant from the engine enters the radiator through the inlet located at the top. The water then flows down through the finned copper tubes to the lower reservoir. While in the tubes, the heat is transferred from the water to the tubes and fins which in turn transfer it to the air moving through the radiator. The coolant exits the radiator through the outlet in the lower reservoir, returning to the engine to cycle again. The radiator is constructed in a manner that allows each of the tubes to function independently. If a tube is damaged or plugged, it may be removed and replaced without removing the radiator.
IMPORTANT: Many radiator shops use a high alkaline soap, caustic soda, or chemical additives to their boil-out tank which attach solders. If a tube is soaked in such a solution, the solder bond between the finning and tubes will be adversely affected. If it is known that the particular solution used is not harmful to solder, then it will not hurt the solder on the tube. Be sure to completely rinse the cleaned tube or core in clean water after removing from the boil-out tank.
3. Inspect the radiator interior for accumulation of dirt and debris. This foreign material will reduce the radiators capacity to transfer heat to the air. Clean as required.

Periodic maintenance should include the following steps: 1. Check the level of coolant in the radiator. Follow the instructions on the cooling system in Section 4 - Power Package. 2. Check the radiator exterior for accumulation of dirt and debris. This foreign material will reduce the radiators capacity to transfer heat to the air. Clean as required.
IMPORTANT: Corrosion, silicate gelling, and other forms of contamination can have a great adverse affect on the operation of the radiator and entire cooling system. Consult your antifreeze supplier, engine manufacturer, and Unit Rig representative on recommendations to eliminate or reduce these conditions.
4. If so equipped, verify the operation of the radiator pressurization system as outlined in the module on the Cooling System in Section 4 - Power Package. 5. Inspect the inlet and outlet fittings and hoses. If loose or showing evidence of deterioration, repair or replace as required. 6. Inspect the fan shroud, guards and other accessories installed on the radiator. It should be firmly attached to the radiator and in good condition. Repair or replace as required. 7. Inspect the crossbraces. They should be tensioned evenly without distorting the radiator assembly.
NOTE: If there is any doubt as to procedure or equipment, try the method on a single tube first or contact your Unit Rig representative.
a. Blow out the loose material using high pressure air, typically first blowing from the air exit side toward the inlet side, then reverse the flow.
IMPORTANT: The air should be sprayed straight into the core and not at an angle.
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8. Inspect all mounting points. The rubber shock mount should be pliable and in good condition. The support arms should be properly adjusted to support the radiator evenly on each side - not to place it in a twisting bind. The lower mounting points should be tight and in good repair. Repair or replace as required.
NOTE: It is not necessary to remove the radiator to replace individual core tubes. These may be replaced with the radiator in the truck.
1. Heat the tubes and rubber seals with hot water to assist in tube removal. 2. Loosen the tube using a breaker tool (Figure 1) placed at the top and bottom, as near the seals as possible. Do not attach in the middle as this may result in the twisting or deformation of the tube.
REMOVAL (Figure 8) NOTE: It is not necessary to remove the radiator to replace individual core tubes. These may be replaced with the radiator in place. Refer to the instructions on Disassembly and Assembly in this module for this procedure.
The radiator may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all pressure from the cooling system as outlined in the instructions in Section 4 - Power Package. 3. Drain all coolant from the radiator and engine assembly. 4. Disconnect all hoses attached to the radiator. (See Figure 9.) Mark these hoses to aid in reassembly. 5. Remove the hood assembly as outlined in the instructions in Section 2 - Structure. 6. Disconnect and remove the radiator top brace assembly. 7. Support the radiator assembly by means of the lifting hose provided in the radiator side channels. 8. Remove the hardware that secures the radiator to the main frame assembly. 9. Remove the radiator assembly from the truck, taking care not to damage the radiator core on the radiator fan assembly.
FIGURE 1 - TUBE BREAKER TOOL 3. After the tube is free, place the upper jaw of the installation tool (Figure 2) around the round portion of the tube just below the flattened portion. 4. Insert the lower jaw of the tool so that the taper of the jaw seats between the seal and metal ferrule, not on top of the seal. 5. Squeeze the handles together and raise the tube only enough to clear lower rubber grommet. (Refer to Figure 3). 6. Remove the tool and swing the tube to clear the lower seal. Pull the tube down to remove it from the upper seal. 7. Repeat the procedure for the remaining tubes.
NOTE: The thin non-ferrous fins and tubes of the radiator core sections are easily damaged. Extreme care should be used when handling the radiator. DISASSEMBLY (Figure 4)
The individual tubes may be removed from the radiator as follows:
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FIGURE 2 - RADIATOR TUBE INSTALLATION TOOL
Remove the upper tubes first when repairing radiators with split cores. The lower tubes cannot be raised for removal with upper tubes in place. Also, care should be exercised when removing the tubes from the lower core. This is because when the tubes are in a completely raised position, the upper end may extend into the plate above, and, when the tube is swung out, it may bind, bending the upper end. 8. Remove all seals from the metal ferrules. The radiator may be disassembled as follows: 1. Remove the fan shroud, guards, etc. by unbolting the attaching bolts. 2. Remove the radiator crossbraces. 3. Remove the top and bottom reservoir tanks by removing the attaching bolts, washers, and nuts. 4. Remove the bolts that attach the member to be removed from the side members. 5. Disassemble the remainder of the assembly as required.
FIGURE 3 - RADIATOR TUBE REMOVAL
debris using a 3/4 inch (19 mm) wire brush in an electric or air drill or similar device.
2. Clean all foreign material from the ferrules. 3. Clean all gasket material from sealing surfaces. 4. Repair or replace all damaged or leaking tubes. Check all repaired tubes for leakage prior to reinstalling. 5. Check the condition of the fins and tubes. Damage or accumulated dirt will reduce heat transfer and radiator efficiency. Clean, or replace as required. a. If the original tubes are reinstalled, the tube ends must be clean of foreign materiel. Buffing with a polishing wheel and copper polish is a recommended method. b. If the debris can not be removed by buffing: (1) Use a wire wheel to remove the material. Use care not to mar the tube ends. (2) Use a buffer as outlined in step a, to smooth the surface to improve installation and sealing.

The unit may be serviced as follows: 1. Inspect the metal ferrules for evidence of damage. Repair or replace as required.
IMPORTANT: Corrosion, silicate gelling, and other NOTE: The tube holes should be cleaned of foreign 10/10/96
forms of contamination can have a great adverse affect
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FIGURE 4 - TYPICAL RADIATOR ASSEMBLY
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.
Tank Tank Tank Tank Surge Tank Center Tank Center Tank Side Tank Side Tank Side Tank Side Tank Center Support Center Support Pipe Elbow Hose Hose Pipe Adapter Pipe Adapter Threaded Fitting
20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38.
KEY 39. Threaded Fitting 40. Radiator Cap 41. Overflow Hose 42. Locking Tube Assembly 43. Locking Tube 44. Rubber Seal 45. Top Felt Air Baffle 46. Bottom Felt Air Baffle 47. Pipe Plug 48. Fill Tube 49. Fill Tube 50. Fan Shroud 51. Tube Stay End 52. Crossbrace Clamp 53. Crossbrace Rod 54. Street Elbow 55. Fan Ring 56. Fan Ring 57. Reducer Bushing
Pipe Nipple Overflow Hose Clip Bracket Core Guard Core Guard Channel Channel Hose Hose Clamp Fan Guard Fan Guard Sight Glass Assembly Bracket Bracket Core Guard Core Guard Flatwasher Capscrew Capscrew
58. 59. 60. 61 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74.
Capscrew Capscrew Capscrew Shoulder Screw Nut Nut Nut Nut Nut Lockwasher Lockwasher Lockwasher Lockwasher Lockwasher Capscrew Core Guard Side Fan Shroud
FIGURE 4 - TYPICAL RADIATOR ASSEMBLY (CONTINUED)
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on the operation of the radiator and entire cooling system. Consult your antifreeze supplier, engine manufacturer, and Unit Rig representative on recommendations to eliminate or reduce these conditions.
IMPORTANT: Many radiator shops use a high alkaline soap, caustic soda, or chemical additives to their boil-out tank which attach solders. If a tube is soaked in such a solution, the solder bond between the finning and tubes will be adversely affected. If it is known that the particular solution used is not harmful to solder, then it will not hurt the solder on the tube. Be sure to completely rinse the cleaned tube or core in clean water after removing from the boil-out tank. ASSEMBLY
The individual tubes may be installed in the radiator as follows: 1. Clean all foreign material from the metal ferrules. 2. Install new rubber seals in the ferrules and seat the seals firmly against the mounting face, using a small mallet.
IMPORTANT: There is a difference in the tubes and seals used in the single upset and new locking tube designs. Be sure to install the correct seals for the tube being installed. The new seal cannot be used at the bottom of the single upset tube design. See Figure 5.
3. Using a 1/2 inch (13 mm) diameter, soft bristle brush, coat the inside of the seals and ends of the tubes with a special lubricant (or small amounts of petroleum jelly, mineral oil, or equivalent). This will ease the installation. 4. Install the tubes starting with an inner row. Insert the end of the tube with the longest round section into the seal of the upper plate.
FIGURE 5 - TUBE STYLES into the seal until the bead of the tube seats on the seal or in the in the groove of the lower seal, depending upon the tube and seal assembly installed. Use the installation tool as shown in Figure 6.
IMPORTANT: Precautions should be taken to be sure

that the tubes are centered correctly in the seals. When properly lubricated and centered, the tubes are easily installed, and no scuffing or tearing of the seals occurs. This scuffing or tearing could result in seal leakage.
6. Complete the row of tubes. Make sure that the tubes are straight and aligned to ensure maximum air flow. 7. Install the individual tube stay (and stay ends if required) to interlock the tubes. The stays should be installed between each row of tubes. 8. Install the top and bottom felt baffles between the first and second rows of the tubes as shown in Figure 7.
Care should be taken to minimize the angle of the tube with respect to the seal and to center the tube in the seal.
NOTE: As outlined previously, install the lower tubes

first as they cannot be raised once the upper tube is in place.
5. Insert the other end of the tube into the seal in the corresponding hose of the lower plate. Push the tube
NOTE: The top felt baffle is larger than the bottom

baffle.
9. Install the remaining rows of tubes in a similar manner.
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FIGURE 6 - RADIATOR TUBE REMOVAL/INSTALLATION TOOL The radiator may be assembled as follows: 1. If the reservoir tanks were removed, reassemble them. Always install the core bolting straps and gaskets as shown in Figure 4.
FIGURE 7 - INSTALLATION OF FELT BAFFLES main frame structure. 2. Securely install the radiator with the shock mounts (9), snubbing washers (10), capscrews (3), and locknuts (4).
IMPORTANT: Use only cork neoprene gaskets soaked in light oil. Do not use any cement type sealers such as Permatex or Instant Gasket.
2. Tighten the assembled bolts until the gasket protrudes 0.06 to 0.12 inch (1 to 3 mm). Trim off the excess gasket material. 3. Install the reservoir tanks as directed in steps 1 and 2. 4. Secure all components to the side members. 5. Install crossbrace members. Tighten each in small, 1 ft-lb (1.5 Nm), increments to a torque of 5 ft-lb. (7 Nm). 6. Install fan shroud and guards and other accessory parts.
NOTE: Use the snubbing washers to shim the radiator assembly as required to prevent the module from twisting or leaning. Do not over-tighten the locknuts to extrude or damage the rubber shock mounts.
3. Install the upper brace assembly as shown in Figure 8. Adjust the length as required to support the radiator in the vertical position. Do not over-tighten the locknuts to extrude or damage the rubber cushion mounts on either end. 4. Install the radiator piping as outlined in Figure 9. 5. Install the hood assembly as outlined in the instructions in Section 2 - Structure. 6. Close all cooling system drain cocks and refill the cooling system. Check the cooling system for leaks. Follow the instructions in Section 4 - Power Package.
INSTALLATION
The radiator may be installed as follows: (Figure 8) 1. Using a suitable lifting device attached to the radiator lifting brackets, position the radiator assembly on the radiator support brackets located on the front of the
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FIGURE 8 - RADIATOR INSTALLATION ASSEMBLY
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FIGURE 9 - TYPICAL RADIATOR PIPING
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COOLING SYSTEM TRUCKS EQUIPPED WITH SEPARATE COOLING MODULES

The cooling system consists of the following: 3. Miscellaneous 1. Engine mounted a. Coolant pump - supplies a positive flow of coolant from the lower portion of the radiator to the engine and circulates it through internal lines. b. Thermostat - regulates the flow of coolant through the engine to maintain engine operating temperatures within the maximum and minimum limits. c. Oil coolers - remove heat from the engine oil by transferring it to the engine coolant. d. Coolant heaters (optional) - preheat the coolant to aid in cold weather starting. e. Radiator fan - supplies a flow of air through the radiator to assist the thermostat in cooling in warm environment conditions, or under large loads. f. Optional radiator pressurization system - a pressure regulator adjusted to 10 psi (70 kPa) provides air from a separate system to maintain pressure in the cooling system. a. Hoses and tubing - allow for the transfer of coolant between the engine, radiator, and other assemblies. c. Hood and grille assembly - provided as an integral part of the radiator/cooling module assembly.
OPERATION
Internal combustion engines produce heat by burning fuel in the cylinders. Only a portion of this heat is converted to mechanical energy. The heat which has not been converted to mechanical energy must be removed from the engine in a controlled manner so as to protect the metal of the engine from damage. In order to maintain peak engine efficiency the engine temperatures must be maintained within a limited operating range, the primary function of the cooling system. Efficient transfer of heat from the engine to the coolant and from the coolant to the radiator requires the interior surfaces of engine cooling passages and the radiator to be free of mineral scale, corrosion, petroleum, contaminates, and deposits resulting from chemical incompatibility. These materials form an insulating layer on metal surfaces and greatly reduce the rate of heat transfer.
NOTE: Air bubbles in the coolant have a similar effect. NOTE: This option is mandated on some engine configurations and in some operating environments.
g. Filters - filter the foreign material from the coolant, soften the water and incorporate corrosive inhibitors by releasing chemical into the coolant, and provide galvanic protection by providing sacrificial metal. 2. Radiator mounted a. Radiator - transfers the heat from the engine coolant to the surrounding air through a series of fins. b. Fan shroud assembly - improves the efficiency of the movement of cooling air through the radiator core assembly by improving the overall efficiency of the fan. Also it serves as protection for and from the fan when used in conjunction with the attached fan guard assembly. Normally the cooling system operates under pressure, created by the expansion of the coolant during its warming from cool to operating temperature. If the cap is removed (e.g. to check coolant level) once there is pressure in the system, the system will not be able to fully re-pressurize until allowed to cool to ambient pressure. This could adversely affect operation of the cooling system. To prevent this loss of pressure, an auxiliary pressurization system is often installed which provides regulated pressure typically 10 psi (70 kPa) pneumatic system to maintain pressure in the system at all times during operation.
SERVICE
Periodic service should include the following steps:
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TROUBLESHOOTING
PROBLEM Engine coolant temperature excessively high POSSIBLE CAUSES Low coolant level CORRECTIVE ACTION Fill system to proper level. Check for leaks. Remove obstruction and clean radiator fins. Repair or replace as required. Repair or replace as required. Replace thermostat. Flush entire cooling system - additional cleaning as required. Repair or replace as required.
Obstruction in radiator core
Defective fan drive Improper functioning of water pump Improper thermostat opening Internal plugging of core tubes
Improper operation of shutters or clutching fan Air or exhaust gases in coolant
Determine where gases are entering the system. Correct leak. Adjust or replace as required. Check condition of hoses - - cold and with truck warmed and engine running. Repair or replace as required. Check engine settings including injector size and timing. Adjust or repair as required. Clean exteriors. (The dirt lowers the heat transfer rate.) Check the radiator size recommended for the application. Replace thermostat.
Defective temperature indicator Collapsed hose between radiator and engine (NOTE: May be internal)
Engine not running properly
Dirt covering exterior of engine and radiator Improper radiator size
Engine coolant temperature too low
Improper operation of thermostat (not closing or leakage) Improper operation of shutters
Repair or replace as required.
Lack of pressure cap
Check operation of pressure cap. Replace as required.

SHEET 1 OF 2 13551-1
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COOLING SYSTEM TRUCKS EQUIPPED WITH SEPARATE COOLING MODULES TROUBLESHOOTING

PROBLEM POSSIBLE CAUSES External leaks 1. Loose clamps, faulty hose or pipes 2. Radiator 3. Gaskets 4. Drain cocks 5. Seals (water pump, thermostat) 6. Engine or air compressor gaskets 7. Engine accessories Internal leaks 1. Engine or air compressor (into cylinders) 2. Injector sleeves 3. Porous cylinder head 4. Engine accessories Overflow 1. Overfilled radiator 2. Faulty pressure cap 3. Plugged radiator core 4. Dirt in system 5. Combustion gases entering system displacing coolant 6. Excessive intake air temperature 7. Improperly routed fill line
SHEET 2 OF 2 13551-2
CORRECTIVE ACTION Repair or replace as required.
Low coolant level
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Use extreme care when removing the radiator cap or other cooling system components. Remove slowly, only after the engine has cooled. The sudden release of pressure from a heated cooling system can result in the loss of coolant and possible injury (scalding) from the hot liquid. 1. Check the engine coolant level in the radiator as follows: a. If the truck is equipped with an optional auxiliary pressurization system, disable the system (to prevent accidental activation) as required. b. Open the metal cover over the cap. c. Press the pressure release feature in the cap or cover the cap with a rag and slowly turn it to the first detent stop. Let any system pressure vent to atmosphere. d. When the system pressure is fully exhausted, rotate and remove the radiator cap. e. The coolant should be at level approximately even with the bottom of the radiator cap neck. If low, fill with the designated fluid prior to starting the truck. If coolant system is empty, remove flare cap on radiator and verify both tank sections are full.
b. Remove the radiator cap. This will speed the draining process by allowing air into the system to replace the coolant. c. Flush the cooling system if required. Follow the recommendations of the engine and radiator manufacturer.
Chemical cleaning should always be performed first. Back-flushing should be done only if chemical cleaning is not satisfactory. Reverse or back-flushing forces a flow of liquid in the direction opposite to normal flow which loosens and removes scale and contaminant deposits that otherwise may remain lodged in the system, but it can also cause the system to clog at a later date.
NOTE: If a flushing gun is not available, use a combination of water and air hoses as a substitute.
d. Attach a hose at the top of the radiator to direct water away from the area and into the proper drain or storage container. e. Fill the radiator with water from the gun. f. Apply air pressure gradually until a pressure of 10 to 20 psi (70 to 140 kPa) is obtained.
NOTE: Refer to the engine manufacturers maintenance and service manual for the proper formulation of coolant. Always use the required antifreeze and inhibitors and follow the recommendations on service intervals and maintenance.
f. Inspect the radiator cap gasket. Replace if necessary. g. If possible, pressure test the cap assembly to ensure proper operation. h. Install the caps and tighten securely. Close and securely fasten the cover plate. 2. Check the condition of the coolant. Refer to the engine manufacturers maintenance and service manuals for the test requirements. If a change of coolant is required, proceed as follows: a. Open all radiator and engine drain cocks as instructed in the engine manufacturers manual.
Exceeding this pressure may cause damage to cooling system components. g. Alternately fill with water and flush with air until the water exiting from the top is clean.
NOTE: Short, quick blasts of air may be used to dislodge material if care is taken not to exceed the 20 psi (140 kPa) maximum pressure.
h. Remove, clean and inspect the radiator cap. All deposits should be removed. 3. Verify the operation of the radiator pressurization system as follows: a. Stop the engine. Turn off the Master Switch. b. Remove the radiator cap (as outlined previously in these instructions) or use an equivalent means to relieve any residual pressure in the cooling system. Reinstall the cap.
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c. Remove the air hose from the outlet and end of the check valve, and install a 0 to 60 psi (0 to 420 kPa) pressure gauge with bleed off provision into check valve outlet. d. Verify that the air pressure gauge reads 40 psi (275 kPa). e. Turn on the Master Switch and all circuit breakers. Take whatever action is required to allow air to flow to the radiator. f. Verify that the pressure gauge on the check valve reads 10 +/- 1 psi (70 +/- 7 kPa). g. Stop the flow of air to the system. Verify that the gauge remains at 10 +/- 1 psi (70 +/- 7 kPa). If not, find the leak and repair or replace.
NOTE: Verify that the leakage is not through the check valve or radiator core.
h. If adjustment is required adjust the pressure regulator as required then repeat steps through g. i. Relieve all pressure in the cooling system as outlined previously. j. Remove the gauge and reconnect all hoses. 4. Check all hoses and connections for leaks or damage. 5. Check the engine lubricating oil level. Oil levels too low or too high can cause overheating and possible loss of coolant. 6. Check for coolant in the oil and water in the oil. If either case is found, determine the cause and correct. 7. Check the fan for damaged or bent blades. Repair or replace as required. 8. Inspect the radiator for bent core fins or accumulation of road debris. 9. Check for leaks in the system.
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EXHAUST ASSEMBLY - DUMP BODY HEATING

DESCRIPTION
The dump body heating exhaust assembly provides a method of routing the hot exhaust gases produced by the engine through portions of the dump body. It consists of the following: 1. Exhaust piping - rigid and flexible tubing sections from the engine turbocharger exhaust outlets to the exhaust boxes. 2. Exhaust box assembly - spring loaded mechanical device mounted on the left side of the truck frame. 3. Exhaust muffler or silencer special assembly mounted to the right rear of the engine. Periodic maintenance of the system should include the following: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Stop the engine. 3. Clean the exhaust system and verify that the exhaust piping is not damaged or leaking anywhere. 4. Verify that all mounting hangers are secure. 5. Verify that all piping connections are clamped securely. 6. Verify that all exhaust blanket assemblies are in place and free of damage. Repair or replace as required.
OPERATION
Hot exhaust gases from the engine are utilized to warm the panels in the dump body. This assists in preventing the accumulation of moisture and freezing of materials in and to the dump body. The exhaust gases are routed from the front engine turbocharger to the exhaust box mounted on the truck main frame rail near the front end of the dump body. In normal operation with the dump body lowered, the gases flow through the box and seal assemblies and into the body. There it is routed through the passages until it exits at the rear of the dump body. When the dump body is raised, the spring loaded moveable portion of the exhaust box extends until it reaches the end of its travel. During this movement the exhaust flow is redirected and allowed to exit downward through an alternate passage. This directs the exhaust noise and gases away from the operators cab. When the body is again lowered, the gaskets on the moveable assembly contacts and aligns with the openings in the dump body, reforming the seal. As movement continues, the heated gases are again directed through the exhaust box and dump body. The exhaust gases from the rear engine turbocharger are routed to the muffler/silencer mounted near the right front fender assembly. The mufflers special construction reduces the overall sound output and directs it away from the operator and the operating equipment.
NOTE: The blankets should be installed with the seams

pointed upward and not aligned with those on adjacent blankets. 7. Verify that the exhaust box assemblies are free of damage and securely mounted on the frame assembly. 8. Clean the areas near the springs and moveable assemblies so that the movement is free. 9. Test the system as follows: a. Start the engine allow to operate at idle. b. Verify that with the dump body fully lowered, the exhaust gases travel through the exhaust piping, muffler, box and dump body assemblies. c. Raise the dump body. d. Verify that as the body rises, the exhaust gases are diverted properly through the exhaust box and out the alternate outlet. e. Lower the body and recheck the exhaust path. 10. If required to properly seal on the dump body, the exhaust box can be aligned as follows:
MAINTENANCE AND ADJUSTMENT 06/09/2003
Never work under or around the truck unless the dump body is secured in place at all times it is not at rest on the frame.
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a. Verify that all of the dump body pads are installed and properly shimmed. b. Verify that the dump body is resting squarely on the frame and pads. c. Compress the plunger spring on the exhaust box until the holes in the sides of the plunger wall line up with the holes in the exhaust box. d. Insert a pin or capscrew through the holes to secure the plunger in place. e. Using the jackscrews provided, align the exhaust box outlet with the holes in the dump body. f. Install and tighten the mounting bolts.
g. Shim any gaps between the exhaust box and the mounting plate. h. Compress the plunger and remove the pins in the exhaust box. i. Install the exhaust pipes to the muffler and exhaust box. They should be positioned for best fit and maximum clearance. j. Install and secure the support brackets. k. Test the systems operation as outlined previously.
SERVICE
This is limited to repairing damaged or leaking components as required.
KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. Exhaust Elbow Exhaust Elbow Capscrew Locknut Exhaust Gasket Tubing Flexible Tubing Exhaust Pipe Exhaust Pipe Exhaust Pipe (Left) Exhaust Box (Left) Mounting Plate Exhaust Silencer (Muffler) 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. Sealclamp Clamp Tube Support Hanger Strap Hanger Strap Hanger Clamp Beam Capscrew Capscrew Locknut (Muffler) Pipe End Not Used Capscrew (Grade 8) Lockwasher 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37.
A86082A
Hardened Flatwasher Self Tapping Bolt Jam Nut Exhaust Blanket Exhaust Blanket Exhaust Blanket Exhaust Blanket Exhaust Blanket Exhaust Blanket Exhaust Blanket Exhaust Blanket
FIGURE 1 - DUMP BODY HEATING EXHAUST ASSEMBLY (A86082A, SHEET 1 OF 3)
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Mechanical Manual
Section 5. Hydraulics System
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BRAKE VALVE (PEDAL OPERATED)

The brake valve is a pedal controlled, spool-type hydraulic valve. It is typically mounted on the front wall/ floor of the cab behind/under the operators control pedal area. lic oil from the inlet port is then directed to the brake port. As the pressure increases in the brake system, oil flows through the small orifice in the cavity below the spool. As the pressure rises, force builds up on the bottom of the regulator spool and begins to push the spool upward. If the control is not released, the spool moves upward and compresses the spring between the spool and the cam. Once enough pressure is built in the system, it forces the spool up against the spring and closes off the pressurized oil supply to the regulated output port. The spool is now balanced between the outlet pressure and the pressure of the spring generated by the positioning of the lever. Further movement of the lever causes the cam to increase the pressure on the spring and repeats the above process until the forces are again balanced.
OPERATION (Figure 1)
The primary function of the pedal controlled brake valve is to control hydraulic pressure in the vehicles brake system either directly or through the control of other components. In the released position, the pedal is relaxed and the regulator spool is in the up or relaxed position. In this state, the notches near the top of the spool are exposed to the tank cavity in the valve body. The lower portion of the notched area in the spool is exposed to the regulated pressure output port of the valve. This creates a direct link between the tank port and the regulated port of the valve. In this condition, the pressure in the brake equals that in the return lines to the hydraulic tank, approximately 0 psi (kPa). The brakes are released. When the operator wishes to apply the brakes, the pedal is depressed. As the pedal moves, it pivots on a rod near the rear of the actuator section and moves down on the valve regulator spring. This in turn pushes the regulator spool down. As the spool begins to move down the bore, the metering notches move out of the tank cavity and closes off the return path to the tank. Continued movement downward cause the notches of the lower edge of the spool to enter the inlet pressure port area of the valve body. The pressurized flow of hydrau-
NOTE: On some valves, the pedal movement to pressure output is a linear function, that is they are directly proportional throughout the operating range.
On other valves, particularly those used as pilot valves the pressure is staged, that is it rises linearly at one rate to approximately mid-range, then automatically switches to a different, typically increased rate. This is done to provide increased feel or limited braking at low braking requirements while still maintaining full maximum braking.
If the operator wishes to release the brakes, releasing the pedal causes the spool assembly to become unbalanced and move upward. This opens the brake port to the tank. At this time, the trapped oil in the system is released, allowing the brakes to release.
FIGURE 1 - BASIC OPERATION OF THE VALVE
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This valve may also be operated by pilot pressure provided by an external source. With no pressure applied to the pilot port, operation is the same as with the pedal released. As the pilot pressure increases, the operation of the valve parallels that during pedal operation until the maximum rated pilot pressure is reached.
in increments of as little as 1/8th turn.

8. Retest the pressure as before. Installing the pivot pin (28) and using a flat screwdriver or equivalent as a lever will allow you to depress the actuator without reinstalling the pedal/cam assembly. (Figure 2)

Periodic maintenance of the valve should include: 1. Inspect the valve and related components and connections for evidence of damage, wear, or leakage. Repair or replace as required. 2. Check the operation of the valve as outlined in the procedures in Section 5 - Hydraulic System or equivalent. Adjust as required by the method called out in the procedures later in this portion of the module.
ADJUSTING THE VALVE (Figure 4) Pressure Settings

The maximum outlet pressure of the valve may be adjusted as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the equipments friction brake system. 2. Check the operation of the valve as outlined in the procedures in Section 5 - Hydraulic System or equivalent. 3. Stop the engine. 4. Drain all pressure from the brake accumulators using the manual accumulator drain valves. 5. Remove the pedal and actuator assembly by loosening the locking nuts (22) and washers (23) securing the U-bolts (38) to the assembly and removing the pivot pin (28). 6. Loosen the set screw securing the adjusting collar (1) to the threads on the plunger (2). 7. Move the adjusting collar counter-clockwise (or toward the ends of the threads) to raise the pressure or clockwise (or to the non-threaded portion of the plunger) to lower the pressure.
FIGURE 2 - ACTIVATION OF THE VALVE 9. Secure the collar by retightening the set screw to 25 to 30 inch-lbs (2.8 to 3.4 Nm). 10. Reinstall the pedal/cam assembly to the spool section. 11. Repeat steps 1 through 10 until the adjustment is complete. 12. Apply and release the brakes a number of times. Verify that the pressure settings do not change. If they do repeat the above process as required.
NOTE: When the assembly is new or has been serviced, it is not uncommon for the pressures to decrease slightly due to the seating effect of the components.
13. While monitoring the brake pressure and with the engine at low idle speed, depress the pedal as quickly
NOTE: Fine adjustments may require turning the valve 2
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as possible. The pressure should reach maximum within 1 second of the time the pedal was depressed. 14. Release the pedal and reapply slowly. Make sure that the brake pressure increase is smooth and no sticking of the spool is observed. 15. Hold the pedal fully depressed for 20 seconds. Verify that the pressure remains at the proper level at all times the pedal is depressed. 16. Slowly release the pedal. Make sure that the brake pressure decrease is smooth and no sticking of the spool is observed. 17. Verify that the valve has an output of 0 psi (kPa) when fully released.
BRAKE VALVE (PEDAL OPERATED) NOTES:

1. On trucks equipped with a treadle pedal, this shim should be 0.025 inches (0.63 mm). 2. On trucks equipped with suspended pedal assemblies operating as pilot valves, this shim should be 0.038 inches (0.96 mm).
4. Turn the deadband adjustment screw down (clockwise) until the adjustment screw (24) is touching the actuator cap. 5. Continue turning the adjusting screw clockwise until a pressure reading is indicated on the gauge. 6. Turn the adjustment screw 1/8 turn counter-clockwise. 7. Apply a few drops of Loctite 242 (or equivalent) to the jam nut (24) and tighten to secure the adjusting screw. 8. Remove the shim stock.
Deadband Adjustment
Pedal Angle Adjustments (Treadle Pedal versions

only) The operating angle of the Pedal may be adjusted as follows: 1. Loosen the two nuts (44) at the rear of the pedal cam (26). Do not loosen the four U-bolt nuts (22). 2. Adjust the pedal angle by turning the set screws (40) located in the top face or ribbed side of the pedal. Turning clockwise will increase the angle, counter-clockwise will decrease the angle.
FIGURE 3 - DEADBAND ADJUSTMENT The operational deadband of the pedal assembly may be adjusted as follows: 1. Loosen the deadband adjustment screw (25) by turning counter-clockwise until it is no longer touching the actuator cap. 2. Apply Loctite 242 (or equivalent) to the threads on the adjustment screw. 3. Install a shim between the pedal return stop and the actuator base return stop (Figure 3).
NOTE: Adjust the screws evenly. When the desired angle is achieved, loosen each slightly, apply Loctite 242 (or equivalent) to the threads and reinstall.
3. While holding the pedal down, retighten the rear socket head capscrews (41) and nuts (44).
Adjusting the Proximity Switch

The proximity switch may be adjusted as follows: 1. Thread the switch (36) into the base (34) until it contacts the pedal. 2. Turn the outward 1/4 to 1/2 turn. Secure in place with jam nut.
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3. Slowly depress the Brake pedal. The switch should actuate as soon as the pedal is depressed, even slightly.
a. Remove the pedal (42) by loosening the two bolts (41) at the pedal heel. The two bolts need not be removed. b. Remove the proximity switch (36) to prevent damage and set aside. c. Loosen, but do not remove, the four 1/4 inch locknuts (22) from the two U-bolts (38) securing the actuator pivot pin (28). d. Remove the pivot pin (28) with a punch and hammer. e. Remove the cam assembly and inspect for evidence of wear or damage. Set aside for later reassembly. 4. Remove the suspended pedal as follows: a. Remove the retaining rings (45). b. Remove the pivot pin (46) using a punch and hammer.
NOTE: In some applications it may be desirable to slightly delay the actuation of the switch in order to increase the system brake pressure when the switch actuates. In these cases, it will require readjusting of the pedal, deadband, and proximity switch settings to obtain the desired pressure levels. REMOVAL
The valve may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Drain all hydraulic pressure from the brake system as outlined in the procedures in Section 5 - Hydraulic System or equivalent.
It is important that all pressure in the hydraulic portion of the brake actuation system be released prior to working on any components or loosening any hydraulic fittings. 3. Remove the access panel near the valve. 4. Disconnect the hydraulic connections to the valve. Cap or plug all openings. Label each to aid during the installation process. 5. Remove any electrical connections. Label each to aid during the installation process. 6. Remove the capscrews and locknuts securing the valve in place. 7. Remove the valve.
c. Remove the pedal assembly. 5. Remove the four button head capscrews (31) securing the boot retainer plate (32). 6. Remove the boot retainer plate (32), boot (30), and actuator cap (29) as an assembly by grasping the boot and gently lifting from the valve body. 7. Loosen the socket head screw securing the adjusting collar (1) to the threads on the plunger (2). 8. Move the adjusting collar counter-clockwise (or toward the ends of the threads) and remove. 9. Remove the two socket head capscrews (33) that secure the actuator base (34) to the valve body (18). Remove the actuator base. 10. Position the valve upside down in a table vice. 11. Remove the socket head capscrews (21) from the bottom of the valve. Remove the lower end plate (19). 12. Remove the valve from the vise and sit upright on a work bench. 13. Hold the valve in one hand and push the plunger (2) down with the other hand until the regulator sleeve and spool assembly pops loose.
DISASSEMBLY (Figure 4)
The brake valve may be disassembled as follows: 1. Drain all oil from all ports of the valve by actuating several times over a suitable container. 2. Secure the valve upright in a table vise, using care not to damage any components. 3. Remove the treadle pedal as follows:
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14. Turn the valve on its side on the work bench. 15. Remove the regulator sleeve (13) and spool (7) from the valve body (18). 16. Remove the spool (7) and spool return spring (14) from the regulator sleeve (13). 17. Remove the spring seat (6), regulator springs (4,5), and plunger return spring (3) from the valve body. 18. Position the valve upright on the work bench. 19. Remove the actuator plunger (2) by pushing down (toward the bottom of the valve) on the plunger with your hand until the plunger slides out. 20. Remove the O-rings and Teflon backup rings from the actuator sleeve and discard. 21. Remove the wiper seal (15) and the Poly-Pak seal (17) and the back-up ring (16) from the actuator section and discard.

a. Install a bolt with a matching thread into the insert from the side opposite the insert flange. b. Support the unit around the insert on a small spacer such as a short piece of pipe. c. Lightly tap the insert free by lightly striking the bolt head with a small hammer. d. If the inserts were removed from the actuator base: (1) Position the actuator base upside down on the work bench and support directly under each of the mounting holes. (2) Install the threaded insert into the base by tapping lightly with a small hammer until the insert flanges are flush with the base.
IMPORTANT: Be sure that the base is supported to

avoid breakage.
(3) Thoroughly re-clean the assembly.

e. If the insert was removed from the cam: The disassembled valve may be serviced as follows: 1. Clean all metal components in clean solvent and dry with dry compressed air. Do not use rags. 2. Inspect all components for evidence of wear or damage. Repair or replace as required. 3. Inspect the plunger for wear on the sides where it moves through the seals. If axial grooves are seen or any wear is apparent, replace the plunger. 4. Place the regulating spool into its sleeve. Push the spool lightly through the sleeve. The spool must be able to move freely and smoothly the entire length of the sleeve. If it cannot, it must be replaced. (1) Place the cam upside down on workbench and support it at the center hole. (2) Install the insert by tapping lightly with a small hammer until flush with the cam surface.
IMPORTANT: Be sure that the cam is supported to

avoid breakage.
(3) Thoroughly re-clean the assembly. 8. Inspect the boot (30) for evidence of cracking, tears, or other damage. If damage is evident, the boot must be replaced. This may be done as follows: a. Remove the boot (30) from the cap (29). Discard the old boot. b. Thoroughly clean the sides of the cap by scraping the lip where the cap contacts the boot, using a clean knife or other suitable scraper. Clean thoroughly to remove all residual adhesive or other particles from the boot. c. Apply a thin coat of Loctite Prism 410 (or equivalent) onto the two long sides of the upper side of the cap.
IMPORTANT: Never replace just the spool or sleeve.

They must be replaced as a matched set.
5. Inspect each spring carefully for evidence of cracks or breakage. Any spring found with a problem must be replaced. 6. Inspect the threaded inserts in the valve. If any of the threads are damaged, the inserts must be replaced. This may be done as follows:
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NOTE: Do not apply the sealant to the rounded sides as these must be free to allow the boot to breath.
d. Carefully position the cap into the new boot groove, wiping off the excess glue. e. Position the boot such that it conforms to the top of the cap, then set aside. The adhesive requires about 30 minutes to cure.
2. The top of the sleeve is the end with the smallest OD.
9. If the cam is being replaced, the split sleeve must be pressed into the counterbore at the rear of the cam. Apply Loctite retaining compound 620 (or equivalent) to the outer diameter of the sleeve and press the sleeve into the counterbore in the cam until the sleeve bottoms in the counterbore. 10. Carefully insert the plunger (2) into the valve body (18). Make sure that the plunger is completely seated and bottomed out in the valve body. 11. With the valve held by a vice in an upside down position, install the plunger return spring (3), regulator springs (4,5), and spring seat (6) into the bore.
ASSEMBLY
The valve may be assembled as follows:
NOTE: During assembly, lightly lubricate the O-rings, seals and other components with hydraulic oil compatible with that in the units hydraulic system.
1. Install the Poly-Pak seal (17) in the seal groove in the valve body first. Position the seal in the groove so that the internal O-ring inside it is facing downward toward the bottom of the valve. 2. After the seal is in the groove, push it down with a smooth O-ring tool to make sure that the internal O-ring is still seated inside the Poly-Pak seal and did not get dislodged during installation. 3. Install the back-up ring (16) on top of the Poly-Pak seal (17). Start by hand and then continue to work into the groove, either by hand or using an O-ring installation tool. 4. Install the wiper seal (15) in the top counterbore. Position in the groove so that the register lip is facing up toward the actuator. 5. Install an O-ring (9) into the smallest groove (on the top) of the regulator sleeve (13). 6. Install O-ring (12) into the largest groove (on the bottom) of the regulator sleeve. 7. Install a split nylon back-up ring (10) into each side of the O-ring (11) located in the middle of the regulator sleeve. 8. Install one split nylon back-up ring (8) above the Oring (9) located at the top end of the sleeve. Position the back-up ring so that it is next to the top of the regulator sleeve.
NOTE: If the spring seat (6) does not position itself correctly on top of the regulator spring (5), lightly shake the valve to correctly seat the spring seat.
12. Install the spring into the open end of the regulator spool (7). 13. Lightly lubricate the regulator spool (7). 14. Install the regulator spool on the regulator sleeve (13). The spherical end of the spool must be at the top of the regulator sleeve.
NOTES:
1. The top of the sleeve is the end with the smallest OD. 2. Check to ensure that the spools will slide smoothly and freely. Replace the entire sleeve assembly and spool if the spool does not slide smoothly and freely.
15. Lightly lubricate the O-rings on the regulator sleeve. 16. With the spool temporarily removed from the sleeve, install the regulator sleeve into the valve upside down in a vice. Push the sleeve carefully into the body until the bottom lip of the sleeve contacts the valve body. 17. Lightly lubricate the O-ring (9) and install into the groove at the bottom end of the sleeve. 18. Install the spool into the sleeve with the spherical end of the spool toward the top of the valve. 19. Install the end cap (19) on the end of the valve body (18). Secure with the socket head capscrews and washers. Torque to 180 to 190 inch-lbs (20 to 22 Nm).
NOTES:
1. This O-ring is the smallest of the three 0-rings.
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FIGURE 4 - BRAKE PEDAL VALVE ASSEMBLY
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FIGURE 4 - BRAKE PEDAL VALVE ASSEMBLY - CONTINUED
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20. Screw the adjustment collar (1) onto the actuation plunger. Continue to turn it all the way down until it bottoms on the threads.

a. Assemble the actuator cap (29), boot (30) and boot retainer plate (32) to the actuator base with the four button head capscrews (31) and tighten. b. Insert the pivot pin through the hole in the actuator base through the holes in the suspended pedal (52) and the hole in the other side of the actuator base. c. Center the pivot pin (46) and secure with retaining rings (45). d. Install the return spring (47) into the pedal and the boss on the actuator base.
It is extremely important to bottom the collar on the threads to prevent over-stressing or breaking the springs during the pressure adjustment. 21. Tighten the collar tightening screw, snug only. 22. Install the treadle pedal assembly as follows: a. Assemble the actuator cap (29), boot (30), boot retainer (32) to the actuator base (34) with the four button head capscrews (31) and tighten. b. Attach the cam assembly to the actuator base by aligning the pivot holes in the actuator base with the holes in the U-bolts (38). c. Insert the pivot pin through the hole in the actuator base, through the holes in the U-bolts and through the pivot pin hole in the other side of the actuator base. d. Center the pivot pin and secure by tightening the four hex nuts (22) and washers (23) on the two U-bolts. Tighten evenly to a final torque of 85 to 95 inch-lbs (9.6 to 10.7 Nm). e. Install the pedal (42) and secure with Socket head capscrews (41), washers, (43), and nuts (44). 23. Install the suspended pedal assembly as follows:
INSTALLATION
The valve may be installed on the truck as follows: 1. Position the valve in the proper mounting location. Secure in place with capscrews and locknuts. 2. Reconnect the hydraulic and electrical connections to the valve assembly. 3. Bleed all entrapped air and contaminates as outlined in the system instructions in Section 5 - Hydraulic System or equivalent. 4. Test and adjust the valve as outlined in the instructions in Maintenance and Adjustment in this module and in the system instructions in Section 5 - Hydraulic System. 5. Install any access panels removed.
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STEERING CYLINDER
STEERING CYLINDER
The steering cylinders are two-way hydraulic cylinders mounted on the front axle. The base end of the cylinder is attached to the front axle beam through a self-aligning bushing assembly. The rod end is attached to the steering arm on the ends of the axle assembly with a separate clevis assembly through a self-aligning bushing in the steering arm. a. On trucks equipped with an expander pin, verify that both of the capscrews securing the expanders are properly torqued and that there is no evidence of rotation or wear in the pin assembly or self aligning bushing bore. (1) If either of the capscrews or the pin assemblies is found to be loose, the assembly should be disassembled, inspected and repaired. (2) Then the capscrews should be reinstalled and torqued as outlined in the instructions in Installation in this material. b. On trucks equipped with the straight pins, verify that the pins, nuts, and related hardware are properly installed and secured. (1) There should be no evidence of rotation or wear in the pin assembly or self-aligning bushing bore. (2) If found, the assembly should be disassembled, inspected, repaired and then re-assembled as outlined in the instructions for Installation in this material. 3. Bleed any air from the cylinders as follows:
NOTES:
1. Several different versions of the cylinder have been built, each with internal improvements over its predecessor. These are outlined in detail in this module. Be sure to properly identify the version that is being serviced and review the updates available whenever servicing the internal components of any cylinder. Externally they all appear the same. 2. Later versions of the system (and earlier trucks so modified) used an expander or segmented pin assembly to secure the base of the steering cylinder to the front axle assembly.
OPERATION
Pressurized oil from the flow amplifier valve enters the steering cylinders through inlet ports at either the base or the rod end. Fluid at the other end is routed back to the steering manifold. The pressure differential on the sides of the piston cause the cylinder to extend or retract. This movement causes the required movement in the steering arm assemblies. For a detailed description of the steering system, refer to the information in Section 5 - Hydraulic System. For detailed information on the remainder of the steering linkage components, refer to the information in Section 7 - Running Gear.
Since the truck engine must be running to perform this adjustment, be sure the truck is parked in a SAFE POSITION with the park brakes appropriately set prior to beginning maintenance. Also be sure never to place yourself in a dangerous position near moving parts. a. Start the engine and allow to fully charge the accumulator system. b. Rotate the steering wheel from the full right to the full left positions and back until the entire steering system is free of air. c. Stop the engine.

Periodic maintenance should include the following steps: 1. Clean both cylinders, associated linkage, and hydraulic hoses. Inspect for wear, leakage and damage. Repair or replace as required. 2. Verify that all cylinder mounting components are installed and in good repair, and are properly lubricated. Repair or replace as required.

The steering cylinders may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system.
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2. Release steering pressure as outlined in the procedures in Section 5 - Hydraulic System.
(1) Remove the cotter pin (23), hardened flatwashers (22), slotted nut (20). (2) Remove the bearing spacers (21) and the steering pin (19). 8. Remove the steering cylinder(s).
NOTE: Use manual drain valve in the steering manifold

to verify that all pressure has been released.
The steering system is a high pressure system. Release all pressure before disconnecting any lines. 3. Disconnect the hydraulic hoses. Label each to ensure proper installation. Install clean plugs in all openings. 4. Disconnect lubrication lines (if so equipped). 5. Support the cylinder so that it cannot move and will allow for easy removal. 6. Remove the capscrews, hardened flatwashers, pin retainer, grease seals, and pin from the clevis assembly on the rod end of the cylinder. 7. Remove the pin assembly securing the cylinder base to the axle as follows: a. On trucks equipped with expander pin assemblies (Figure 2): (1) Remove the capscrew (38), flatwasher (37), and retainer (36) securing the pin assembly (35). (2) Remove the capscrew (24), expander washer (23), and expander sleeve (22) from the lower portion of the pin assembly (35).
DISASSEMBLY (Figures 1A, B, and C unless otherwise indicated) The steering cylinders may be disassembled as follows: 1. Clamp the body in a bench vise. 2. Remove the yoke from rod end as follows: (Figure 2, this step only) a. Loosen the capscrews (13) and locknuts (14) to release the locking effect on the yoke assembly. b. Using an appropriate wrench to keep the piston rod from turning, slowly unscrew the yoke from the rod assembly. 3. Remove the button head capscrews (21) and lockwashers (22). 4. Using a suitable tool, unscrew and remove the retainer (6) from the end of the outer tube assembly (1). 5. Remove the bearing assembly (5) from the outer tube assembly. 6. Remove piston and rod assembly from the outer tube assembly. 7. Remove socket head capscrew (20) from the piston nut (4). 8. Remove the piston nut (4) from the assembly. 9. Remove socket head capscrew (20) from the side of the piston assembly. 10. Unscrew the piston (3) from the rod (2). 11. Inspect and remove all wear rings, seals, and backup rings from various components.
NOTE: It may be necessary to wait until the pin is

removed to remove the expander sleeve (22). If it does not release and must wait to be removed, provide some means of preventing its falling out and becoming damaged. (3) Loosen, but do not remove, upper capscrew (24). (4) Carefully move pin assembly to allow the upper and lower expander sleeves (22) to release, then remove all of the pin assembly components. (5) Remove the bearing spacer (21). b. On trucks equipped with the straight pin/nut assembly (Figure 3):

The disassembled cylinders may be serviced as follows:
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UNIT RIG
1. Clean all metal components with clean solvent. Dry with compressed air. 2. Inspect the components for excessive wear, scoring, scratches. Repair or replace as required. Critical dimensions include: (84092A, C, and E cylinder components) Cylinder bore (item 1): 6.000 +0.003/-0.000 inches Piston OD (item 3): 5.975 +/- 0.001 inches Piston rod OD (item 2): 3.495/3.4945 inches 3. Inspect the condition of the self-aligning bushing in the end of the outer body tube. If required it may be replaced as follows: (Figures 2 or 3, Section C-C) a. Remove the internal retaining ring. b. Remove the self-aligning bushing assembly by a suitable means. c. Inspect the condition of the bushing bore in the outer tube assembly. It should be free of damage and in good repair. Remove any burrs or nicks. d. Install the new bushing assembly, securing with internal snap ring. 4. Inspect the removed seals, wiper rings, etc. noting any damage or abnormal appearances. If found, determine the cause and correct prior to beginning the reassembly process. IMPORTANT: It is recommended that all seals and Orings be discarded and replaced with new components during each assembly.
STEERING CYLINDER
1. Clamp outer tube assembly (1) in vise in a manner not to cause distortion or damage. 2. Lubricate all O-rings and seals with hydraulic oil compatible with that in the trucks hydraulic system. 3. Replace the O-ring seal (17) between the piston (3) and the piston rod (2). 4. Using the standard procedures for installing Loctite, cover the threads on the piston (3) and piston rod (2) with Loctite 271 or equivalent. Assemble the two components and torque to 1470 to 1770 ft-lb (1995 to 2400 Nm). 5. Using Loctite 242 or equivalent, install the bronze plug (19) and the socket-head capscrew (20) into the side of the piston (3) to secure on the piston rod (2). Torque to 21 to 25 ft-lb (28 to 34 Nm). 6. Using Loctite 271, install the piston nut (4) onto the piston assembly. Torque to 300 ft-lb (405 Nm), minimum. 7. Using Loctite 242 or equivalent, install the socket-head capscrew (20) into the top of the piston nut (4) to secure the nut on the piston. Torque to 21 to 25 ft-lb (28 to 34 Nm). 8. Install piston wear rings (14) and seal and seal expander (15 and 16) onto the piston (3). 9. Install the rod wear ring (7), U cup seal (9), and backup ring (10) into the ID of the bearing assembly (5).
NOTE: On P/N 84092E cylinders (Figure 1C):

1. Make sure to install item 9 and not item 8. They appear similar, but are different. The seal will not function properly if they are installed in the wrong groove. 2. It is extremely important to have the lip of the seal (9) toward the inside of the cylinder. 10. Install the O-ring (11) and back-up ring (12) into the groove in the OD of the bearing. 11. Lubricate the cylinder bore and the outside of the piston and bearing assemblies with hydraulic oil compatible with that in the trucks hydraulic system. 12. Using a seal compressor or other suitable tool and exercising care not to damage the seals on the threads or other components, carefully install the piston/rod assembly into the tube. 13. Install the secondary wiper seal (8) and wiper scraper seal (13) in the ID of the retainer (6).
ASSEMBLY (Figures 1A, B, and C) NOTE: There are three separate versions of the cylinder assembly that are covered here. 1. P/N 84092A was the original configuration and is illustrated in Figure 1A. 2. P/N 84092C was an improved configuration and is illustrated in Figure 1B. 3. P/N 84092E (and earlier cylinders modified per UR Engineering Bulletin EB1348 to this configuration) is a further improved configuration and is illustrated in Figure 1C. Always determine the configuration of the cylinder being serviced and verify that the correct parts are available before beginning assembly of the cylinder. The steering cylinders may be assembled as follows:
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.
KEY 84092A Outer Tube Assembly Piston Rod Piston Piston Nut Bearing Retainer Wear Ring Wear Ring U-cup Seal Back-up Ring O-ring Back-up Ring Rod Wiper Wear Ring Teflon Piston Seal Seal Expander O-ring Nylon Plug Bronze Plug Socket Head Capscrew Button Head Capscrew Lockwasher
FIGURE 1A - STEERING CYLINDER ASSEMBLY (PART NUMBER 84092A)
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STEERING CYLINDER
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.
KEY 84092C Outer Tube Assembly Piston Rod Piston Piston Nut Bearing Retainer Wear Ring Not Used U-cup Seal Back-up Ring O-ring Back-up Ring Rod Wiper Wear Ring Teflon Piston Seal Seal Expander O-ring Nylon Plug Bronze Plug Socket Head Capscrew Button Head Capscrew Lockwasher
FIGURE 1B - STEERING CYLINDER ASSEMBLY (PART NUMBER 84092C)
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.
KEY 84092E Outer Tube Assembly Piston Rod Piston Piston Nut Bearing Retainer Wear Ring Secondary Wiper U-cup Seal Back-up Ring O-ring Back-up Ring Wiper Scraper Wear Ring Teflon Piston Seal Seal Expander O-ring Nylon Plug Bronze Plug Socket Head capscrew Button Head Capscrew Lockwasher
FIGURE 1C - STEERING CYLINDER ASSEMBLY (PART NUMBER 84092E)
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UNIT RIG NOTES:

1. This instruction is predominately for P/N 84092E cylinders (Figure 1C). Earlier configurations are installed as shown in Figures 1A and B. 2. On the P/N 84092E cylinders (Figure 1C) a. Make sure to install item 8 and not item 9. They appear similar, but are different. The seal will not function properly if they are installed in the wrong groove. 3. It is extremely important to have the lip of the secondary wiper seal (8) toward the outside of the cylinder. 4. Install the wiper scraper (13) flush with the edge of the retainer (6). Do not install into the bottom of the groove. 14. Install the nylon plug into the OD of the retainer (6). 15. Install the retainer (6) onto the outer tube assembly, tightening until secure. Secure with the button head capscrews (21) and lockwashers (22). Torque to 8 to 12 ft-lb (10 to 16 Nm). 16. Install the yoke assembly on the rod end as follows: (Figure 2) a. Using an appropriate wrench to keep the piston rod from turning, slowly screw the yoke onto the rod assembly as far as possible. b. Install and tighten the capscrews (13) and locknuts (14) to secure the locking effect on the yoke assembly.
STEERING CYLINDER
(4) Install the special expander washers (23) and capscrews (24) onto the upper and lower ends of the pin. Hand tighten each only at this time. (5) Torque the upper and lower capscrew assemblies in 50 ft-lb (68 Nm) increments to a final torque of 370 ft-lb (500 Nm). This is necessary to maintain an equal clearance between the washers (23) and the mounting lugs on both ends of the pin assembly.
IMPORTANT:
1. The expander washers (23) should never come in contact with the pivot lug. If this does occur, loosen both of the capscrews and repeat the tightening sequence from step (4). 2. If either of the expander washers (23) comes in contact with the lug, the system is out of specification or an incorrect sleeve or component is being used.
NOTE: A 36 mm socket will be required to tighten the

M24 capscrews. b. On trucks equipped with conventional pin/nut assembly (Figure 3): (1) Secure the cylinder assembly to the axle with the steering pin (19), hardened flatwasher (22) and slotted nut (20). (2) Tighten the nut to secure, but not enough to displace or bend the mounting arms on the axle. (3) Secure with cotter pin (23) when complete. The steering cylinders may be installed as follows: 3. Install grease seals above and below the bushing. 1. Install the cylinder onto the axle with the bearing spacers above and below. Secure in position to allow proper pin installation. 2. Secure the base if the steering cylinder to the axle mounts as follows: a. On trucks equipped with expander pin assembly (Figure 2): (1) Lubricate the pin (19) and the expander sleeves (22) with bearing grease to ease installation. (2) Insert the pin portion of the pin assembly (19) into the bore. (3) Install the expander sleeves (22) (properly oriented) into the bores and onto the pin. 4. Inspect the self-aligning bushing in the steering arm. If worn or damaged, it may be replaced as follows: a. Remove the internal retaining ring. b. Remove the self-aligning bushing assembly by a suitable means. c. Inspect the condition of the bushing bore in the outer tube assembly. It should be free of damage and in good repair. Remove any burrs or nicks. d. Install the new bushing assembly, securing with internal snap ring. 5. Install the yoke assembly on the steering arm as follows:
INSTALLATION (Figures 2 and 3)
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11.
Steering Arm Steering Arm Stud (Grade 8) Taper Nose Nut (Grade 8) Steering Cylinder Tie Rod Steering Yoke (LH Threads) Steering Yoke (RH Threads) Steering Yoke Self Aligning Bushing Expander Pin
12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.
KEY Retaining Ring (Internal) Capscrew Locknut Capscrew Hardened Flatwasher Self-Aligning Bushing Retaining Ring (Internal) Expander Pin Not Used Bearing Spacer Expander Sleeve
MHA86052
23. 24. 25. 26. 29. 30. 35.
Expander Washer Capscrew (Metric) Grease Seal 28. Not Used Pin Retainer 34. Not Used Expander Pin Assembly (Includes items 19, 22, 23, and 24) 36. Expander Pin Retainer 37. Flatwasher 38. Capscrew
FIGURE 2 - STEERING COMPONENT INSTALLATION ASSEMBLY EXPANDER PIN CONFIGURATION (MHA86052)
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STEERING CYLINDER
FIGURE 3 - STEERING COMPONENT INSTALLATION ASSEMBLY STRAIGHT PIN/NUT CONFIGURATION (A83700)
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a. Install steering pin, securing with pin retainer. Secure the retainer with capscrews and hardened flatwashers. b. Install the grease seals above and below the selfaligning bushing. 6. Properly lubricate all steering components before use. 7. Connect all hydraulic hoses and lubrication lines (if so equipped). 8. Bleed entrapped air as outlined under Maintenance and Adjustment in this module. 9. Check the entire system for leaks. 10. Check the front wheel toe-in adjustment as outlined in the instructions in Section 7 - Running Gear in this manual. 11. On trucks equipped with the expander pin assembly: a. Recheck the upper and lower capscrew torque. Retorque if required.
IMPORTANT: This retorque is an essential part of the

installation. b. Install the pin retainer (36), secured with capscrew (38) and flatwasher (37) on the bottom of the pin assembly. The retainer should be as close as possible to the capscrew.
10
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STEERING FLOW AMPLIFIER VALVE

The steering flow amplifier valve increases the amount of flow of the hydraulic fluid in the steering system in order to operate the steering cylinders and turn the wheels of the truck. It is located on the frame in front of the front axle behind the left wheel. is regulated in an amount proportionate to the area of the holes in the various portions of the spool. The return oil is controlled by the directional valve. In an overrun condition (in which the vehicle wheels try to cause steering movements more severe than the operators inputs) the directional valve automatically throttles the flow of this return oil to maintain stable control of the cylinders. Steering kick back is controlled by the system requirement that the pressure in the pilot port chamber of the pressure control/amplifier valve must exceed that in the main chambers for the movement of the valve. As in the neutral or stationary mode, the shock valves prevent pressure surges in the cylinders themselves. Suction valve provisions are also incorporated to prevent cavitation. On some models, a separate counter pressure valve is provided to ensure a constant proper charge to the suction valves. On others, the normal back pressure in the system handles this function.
OPERATION
The control of the system is based on a principle of flow amplification, in which a limited, or pilot, flow from the steering control or orbital valve is used to control the operation of a main control or amplifier valve that actually regulates system flow to the steering cylinders. When the steering wheel is held stationary (considered the neutral position whether the vehicle is traveling straight or being controlled during a turn): 1. The supply of oil from the filters is routed across the integral priority valve in the flow amplifier. 2. The directional valve remains in the centered position. In this mode, any pressure surges induced by road conditions (e.g. when striking a hole in the road) are absorbed by the integral shock valves in the flow amplifier instead of being transmitted to the steering control unit. When the steering control valve is activated (by movement of the steering wheel) to change the position of the vehicles front wheels: 1. A pressure signal is passed to the flow amplifiers priority valve. 2. The priory valve shifts changing the path of the oil to the steering control unit. 3. The directional valve is then shifted, allowing the required flow to reach the pressure control/amplifier valve assembly. The amount and speed of the input signals controls the magnitude of the spools movements. The pilot and main flows are then merged and directed to the appropriate ports in the steering cylinders. Stopping movement of the steering wheel returns the valve to the previously outlined stationary position. Amplification occurs in the pressure control/amplifier valve. As the pressure in the chambers increase, flow

Periodic maintenance of the steering flow amplifier valve should include: 1. Visually inspect the unit for leaks from the housing or from the hoses. 2. Verify that the hydraulic oil is clean and of good quality. 3. Test the operation of the system as outlined in the instructions in Section 5 - Hydraulic System.
REMOVAL
The steering flow amplifier valve may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all hydraulic pressure from the system as outlined in the system procedures in Section 5 - Hydraulic System.
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3. Disconnect all hoses, making sure to note their routing and position. 4. Cap or plug all open ports or fittings and keep them as free from contaminants as possible. 5. Remove the capscrews securing the valve to the bracket. 6. Remove the valve from the bracket and move to a suitable working environment.
8. Remove the spring (40). 9. Remove the plate (18) and 6 O-rings (1 and 2). 10. Remove the spring guide (24). 11. Moving to the end cover near the LS-connection, unscrew and remove the screws (11 and 13) and washers (12 and 14). 12. Remove the end cover (15). 13. Remove the stops (23) and springs (29 and 28). 14. Remove the spring guide (24). 15. Remove the plate (17) and 4 O-rings (1 and 2). 16. Remove the spring guide (24). 17. Remove the directional spool (44) from the housing (9). 18. Remove the amplifier spool (42) from the housing (9). 19. Remove the priority valve spool (43) from the housing (9). 20. Unscrew the orifice (36) in the LS-connection. 21. Pry the throttle check valves (10) out of each end of the housing with a screwdriver. 22. While holding the directional spool (44) with a mandrel, unscrew the orifice (37) from each end of the spool. 23. While holding the amplifier spool (42), carefully remove the spring ring (part of item 42) from the recess with a small screwdriver.
DISASSEMBLY (Figure 1) NOTE: Mark the endplates in a dissimilar manner to properly identify them later during assembly. Note their orientation. Note the characteristics of the springs during removal in order to identify them properly later during assembly. Keep components of the subassemblies separated from one another.
The steering flow amplifier valve may be disassembled as follows:
NOTE: Cleanliness is extremely important when working on any steering unit. Work in a clean area if possible. Before beginning disassembly thoroughly clean the exterior of the valve and the repair area. Use a wire brush and clean solvents to remove foreign material and debris.
1. Clamp in a holding fixture or vice. Use protective material on the jaws and do not over-tighten. 2. Remove the capscrews and washers holding the flanges to the valve. Remove the flanges and the hose adapters. 3. Remove the other hose fittings. 4. Unscrew the top middle plug (38). Then remove the small spring, ball, piston, and large spring which form the counter pressure valve assembly (39) on models so equipped. Note the location and orientation of each as they are removed. 5. Unscrew the other top plug (20). Unscrew the pressure relief valve (19) and take out the washer (6). 6. Moving to the end cover near the PP-connection, unscrew and remove the screws (11 and 13) and washers (12 and 14). Remove the end cover (15). 7. Remove the stop (23) and springs (29 and 30).
NOTE: Avoid damage to the spring ring.

24. Carefully guide the spring ring back. 25. Gently press the pin out holding the plug in the end of the spool. 26. Remove the plug and spring from inside the spool. 27. Using a mandrel in the pin hole, unscrew the check valve.
NOTE: Avoid damaging the spool surface. M1595 10/18/96
UNIT RIG
28. Using a mandrel in the pin hole of the plug, unscrew the orifice (35).

The disassembled components of the flow amplifier valve may be serviced as follows: 1. Clean all parts carefully with low aromatic kerosene. 2. Replace all gaskets and sealing washers. 3. Inspect all other parts carefully for evidence of wear or damage. Repair or replace as required.
Do not attempt to reassemble a shock valve. Improper adjustment of the shock valve could lead to component damage. 4. The check valve may be assembled as follows: a. Install the ball. b. Install the spring and plug. Torque to 45 +/- 10 in-lb (5 +/-1 Nm) 5. The amplifier spool (42) may be assembled as follows: a. Install the orifice into the plug. Torque to 45 +/10 in-lb. (5 +/- 1 Nm). b. Install the check valve (step 3). Torque to 175 +/ - 25 in-lb (10+/-3 Nm). c. Install the inner spool in the correct position. d. Guide the inner spool into place. e. Install the pin. f. Install the spring ring with the ring in the recess end away from the pin holes. g. Install the spring plug and pin at the other end. h. Push the spring ring into position. Position the ring in the recess end away from the pin holes. 6. Assemble the priority valve spool (43) as follows; a. Install the throttle check valves. b. Torque each to 90 +/- 25 in-lb (10 +/- 3 Nm). 7. Assemble the directional spool assembly (44) as follows: a. Install the orifices (34). b. Torque each to 45 +/- 10 in-lb (5 +/- 1 Nm). 8. Install the orifice and throttle check valves as follows: a. Install the orifice (27) into the housing (9). Torque to 45 +/- 10 in-lb (5 +/- 1 Nm).
ASSEMBLY
The flow amplifier valve may be assembled as follows: 1. Install the orifice (35) in the plug of the amplifier spool (42). Torque to 45 +/- 10 in-lb (5 +/- 1 Nm). 2. Install the check valve (10) in the spool. Torque to 175 +/- 25 in-lb (20 +/- 3 Nm). Remember to install the O-ring (8). 3. Assemble the shock/suction valve as follows:
NOTE: If it is necessary to disassemble the flow amplifier shock valve, a pre-set valve should be ordered from Unit Rig.
a. Guide the spring with the cone into the housing. b. Install the adjustment screw. c. Install the spool. d. Install the spring. e. Install the pilot valve with the O-ring. Torque to 175 +/- 45 in-lb (20 +/- 5 Nm). f. Install the housing. g. Install the spring. h. Install the disc. i. Install the locknut. Torque to 135 +/- 20 in-lb (15 +/-2 Nm). j. Contact Unit Rig for adjustment.
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KEY 01. O-ring 02. O-ring 03. O-ring 04. O-ring 05. Washer 06. Washer 07. O-ring 08. O-ring 09. Housing 10. Check Valve 11. Screw 12. Spring Washer 13. Screw 14. Spring Washer 15. End Cover 16. End Cover 17. Plate 18. Plate 19. Relief Valve 20. Plug 21. Shock and Suction Valve 22. Stop 23. Stop 24. Spring Guide 25. Drive Screw 26. Nameplate 27. Orifice 28. Spring 29. Spring 30. Spring 31. Not Used 32. Plug 33. Washer 34. Orifice 35. Orifice 36. Orifice 37. Orifice 38. Plug 39. Counter Pressure Valve (On Models so Equipped) 40. Spring 41. Spring 42. Amplifier Spool Assembly 43. Priority Valve Spool Assembly 44. Directional Valve Spool Assembly 45. Blanking Plate 46. O-ring 47. Capscrew
FIGURE 1 - STEERING FLOW AMPLIFIER VALVE
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b. Install the orifice (36) into the LS connection. Torque to 90 +/- 25 in-lb (10 +/- 3 Nm). . c. Install the throttle check valve into the PP connection. Torque to 90 +/- 25 in-lb (10 +/- 3 Nm). 9. Guide the shock valve (21) with the O-ring in and secure it by hand. 10. Assemble the pressure relief valve as follows: a. Guide the adjustment screw, spring, and cone up and into the cartridge. b. Screw the adjusting screw in far enough that the hex key fully engages. 11. Drop the washer (6) in the hole in the top of the housing (9) for the pressure relief valve. 12. Install the pressure relief valve assembly (19) in the housing and torque to 265 +/- 25 in-lb (30 +/- 3 Nm). 13. Install the plug (20) with the washer (5). Torque to 530 +/- 45 in-lb (60 +/- 5 Nm). 14. On models equipped with a counter pressure valve (39): a. Install the spring in the piston using Vaseline or equivalent to hold in place. Then fit the assembled piston and spring in the housing. b. Allow the ball to drop down. c. Install the spring in the plug with Vaseline. 15. Install the assembled plug and spring into the housing and torque to 220 +/- 25 in-lb (25 +/- 3 Nm). Remember to install the O-ring (4). 16. Install the directional (44) and priority valve spools (43).

19. Move to the PP-connection end of the housing and install the spring with Vaseline on the amplifier spool. 20. Install the spring guide (24) on the end of the directional spool (44) lubricated with Vaseline. 21. Install the large and small springs (29 and 28), lubricated with Vaseline, on the end of the directional spool (44). 22. If desired to assist in the assembly process, install the guide screws into the housing. 23. Install the 4 large and 2 small O-rings into the plate (18). 24. Install the smaller stop in the recessed hole, which covers the directional spool, in the endplate with Vaseline. 25. Place plate (18) and endplate (16) in position. 26. Install the center screw (11) with lockwasher (12). Then fit the rest of the screws (13) and washers (14). Torque the center screw to 710 +/- 90 in-lb (80 +/- 10 Nm). Torque the rest of the screws to 220 +/- 45 in-lb (25 +/- 5 Nm). 27. Move to the end of the housing next to the LS-connection. Install the previously used guide screws, if desired. 28. Install the spring guide (24) on end of the directional spool with Vaseline. 29. Install the large and small springs (29 and 28), lubricated with Vaseline, on the end of the directional spool. 30. Install the thicker stop for the priority valve spool (43), lubricated with Vaseline, in the endplate cover. 31. Install the thinner stop for the directional spool with Vaseline in the endplate cover. 32. Install the 4 larger and 2 smaller O-rings in the plate (17). Place the plate and endplate (15) in position. 33. Fit the large center screw (11) with lockwasher (12). Then fit the rest of the screws (13) and washers (14). Torque the center screw to 710 +/- 90 in-lb (80 +/- 10 Nm). Torque the rest of the screws to 220 +/- 45 in-lb (25 +/- 5 Nm). 34. Install the hose fittings, adapters, and flanges on the valve.
NOTE: Spring control must be placed in correct position against LS-connection.

17. Install the spring on the priority valve spool.
NOTE: The spring installs in end of the housing located next to the LS-connection.
18. Install the amplifier spool (42) into the housing. The orifice must be placed in the end nearest the LS-connection.
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INSTALLATION
The assembled flow amplifier valve may be installed as follows:
NOTE: It may be necessary to fit some of the hoses prior to mounting the valve on the bracket.
1. Mount the valve to the bracket with the capscrews and washers. Tighten evenly to the proper torque to avoid component damage. 2. Install the hoses to the proper locations. Torque all hoses as outlined in the information in Section 10 - Miscellaneous. 3. Test and adjust the components and systems operation as outlined in the systems procedure in Section 5 - Hydraulic System.
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UNIT RIG
STEERING ORBITAL VALVE (HAND PUMP)

The steering orbital valve is a cylindrical hydraulic device mounted on the lower end of the steering column in front of the cab. 4. Remove the sets of capscrews, washers, and lockwashers from the valve mounting bracket. 5. Remove the capscrew, etc. securing the valve to the end of the steering column. Remove the valve.
OPERATION
As the steering wheel is turned, the end of the steering shaft turns a splined coupler located in the end of the orbital valve. The turning of the coupler causes the device to act like a pump and directs the flow of the hydraulic fluid. The fluid flows to an amplifier where the pressure is increased and directed along to the steering cylinders. The cylinders react to the pressure changes encountered thereby turning the wheel in the appropriate direction.
The valve may be disassembled as follows: NOTE: Cleanliness is extremely important when repairing a steering control unit. Work in a clean area if possible. Before disconnecting the lines, clean port area of unit thoroughly. Use a wire brush to remove foreign material and debris from around exterior joints of the unit. Use a clean solvent, such as Stoddard, to clean entire unit. 1. Clamp the unit in vise, gerotor or meter end up. Clamp lightly on the edges of the port face side (up to a maximum of 1 inch (25 mm). Use protective material on vise jaws. Do no over tighten the jaws as this could result in distortion of the housing. 2. Remove capscrews (1) from end cap (2). 3. Remove end cap (2). 4. Remove seal (3) from the gerotor or metering section (4). 5. Remove gerotor (4). Be careful not to drop the star like gear in the center. 6. Remove seal (3). 7. Remove the drive spacer assembly (5). 8. Remove drive (7). 9. Remove the housing from the vise. 10. Carefully remove the springs (27), anti-cavitation retaining plug (28), and check ball (26) from the bolt holes by tipping the housing (8). 11. Place the housing, gerotor end down, on a clean soft cloth to protect surface finish. 12. Using a thin bladed screwdriver, carefully pry the retaining ring (19) from the groove. Be careful not to

Periodic maintenance should include the following steps: 1. Inspect the unit for evidence of wear, leakage, or damage. Repair of replace as required. 2. Check the operation of the unit for evidence of binding or other improper operation. Repair or replace as required.
REMOVAL
The steering orbital valve may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Drain or relieve all pressure as outlined in the instructions in Section 5 - Hydraulic System before loosening any lines.
Never loosen any pressurized lines or components. Always drain or relieve all pressure first. 3. Disconnect the hydraulic lines from steering valve, making sure to note the routing and orientation of each. Install clean plugs and caps on all openings. Label each to aid in installation.
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damage the ring groove. 13. Lift the spool and sleeve assembly up just far enough to free the gland bushing from the housing. Remove the seal assembly. 14. Remove the seals (15, 16, and 17) from the seal gland bushing (18). 15. Use a thin bladed screwdriver to pry dust seal (16) from the seal gland bushing. Be careful not to damage the bushing. 16. Remove the two bearing races (13) and the needle thrust bearing (14) from spool and sleeve assembly. 13. Tip the housing onto the port face. Remove the spool and control sleeve assembly (9) from the fourteen hole end of housing.
1. Assemble the spool and sleeve of the control sleeve assembly (9) carefully so that the centering spring slots line up at the same end. Apply a light film of clean oil to OD of spool. Rotate the spool while sliding the parts together. Because of close tolerances between the spool and sleeve, do not force when rotating the parts together. Be careful not to burr the spool and test for free rotation. The spool should rotate smoothly in the sleeve with finger tip force applied at the spline end. 2. Align the spring slots of the spool and sleeve, then stand the parts on a bench. Insert a spring installation tool (Figure 2) through the spring slots of both ports. Position the centering springs (12) (2 sets of 4 each) on the bench so that the extended edge is down and the center section is together. In this position, insert one end of the entire spring set into the spring installation tool, as shown in Figure 3. If no tool is available, see NOTE below for alternate installation instructions. 3. Compress the expanded end of the centering spring set and push into the spool and sleeve assembly. Keep pressure on the spring ends when withdrawing installation tool, push forward on the springs at the same time. 4. Center the spring set in the spring slots. Seat the springs (12) down evenly and flush with the upper surface of the spring and sleeve.
NOTE: Avoid binding the spool and sleeve in the housing. Rotate the spool and sleeve slowly while removing it from the housing.
14. Push pin (11) from spool and sleeve assembly. 15. Remove centering springs (12) from spool (9) carefully by hand.

The unit may be serviced as follows: 1. Clean all mating surfaces. 2. Replace any parts that have scratches or burrs that could cause leakage. 3. Clean all metal parts in clean solvent. Blow dry with air. Do not wipe dry with cloth or paper towel because lint or other matter can get into the hydraulic system and cause damage. Do not use grit, or try to file or grind steering control unit parts.
NOTE: Carefully follow these instructions when installing center springs without the aid of a spring installation tool.
a. Insert 1 centering spring, with the extended edge down, in the spring slot of the spool (raise the spool from the sleeve slightly for more spring clearance). b. Insert 1 centering spring opposite the spring located in the slot of the spool. Make sure center section of both springs are together, and that the extended edge of the springs are down. c. Push 1 set of 3 centering springs between the 2 springs in the spool, as shown in Figure 3. d. Push remaining set of 3 centering springs opposite the 4 centering springs in spool. e. Push the spool into the sleeve until the springs seat is flush the with top and sides of sleeve. 5. Install pin (11) through the spool and sleeve assembly until the pin becomes flush at both sides of sleeve.
NOTE: Lubricate all seals (with exception of new quad ring seal) with a clean petroleum jelly, such as Vaseline. Do not use excessive lubricant on seals for meter section. Replace all old seals with new seals whenever unit is disassembled. ASSEMBLY
The unit may be assembled as follows:
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KEY 55445 01. Torx Capscrew 02. End Cap 03. Seal 04. Gerotor 05. Spacer 06. Spacer Plate 07. Drive 08. Housing 09. Control Sleeve 10. Control Spool 11. Centering Pin 12. Centering Spring kit 13. Baring Race 14. Needle Thrust Bearing 15. Seal (1.86 in (47.2 mm) ID) 16. Seal (1 in. (25.4 mm) ID) 17. Seal (1.46 in. (37.1 mm) ID) 18. Seal Gland Bushing 19. Retaining Ring 20. Check Ball Retainer 21. Check Ball 22. Check Ball Seat 23. Seal (0.30 in. (7.6 mm) ID) 24. Seal (0.36 in. (9.1 mm) ID) 25. Set Screw 26. Check Ball 27. Spring 28. Anti Cavitation Retaining Plug
FIGURE 1 - STEERING ORBITAL VALVE ASSEMBLY
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FIGURE 2 - DISASSEMBLY/ASSEMBLY TOOL 6. Position the spool and sleeve assembly so the splined end of spool enters gerotor (meter) end of housing first.
Be extremely careful that the spool and sleeve dont tilt out of position while inserting in housing. Lubricate the OD of the sleeve. Push parts gently into place with slight rotation. Keep the pin horizontal. Move the spool assembly entirely within the housing bore until the parts are flush at the meter end of housing. Do not pull the spool assembly beyond this point to prevent the cross pin from dropping into the discharge groove of the housing. With the spool assembly in this flush position, check for free rotation within the housing by turning with light finger force at the splined end. 7. Place housing (8) on a clean lint free cloth. Install 2 bearing races (13) and the needle thrust bearing (14). 8. Install the dust seal (16). The smooth side of dust seal must face down toward seal gland bushing. FIGURE 3 - SPRING INSTALLATION
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FIGURE 4 - DRIVE INSTALLATION 9. Install the dry quad ring seal. Seat the seal in place with your finger. Do not use any seal that falls freely into place. 10. Install 1-13/16 inch (46 mm) diameter O-ring (13) seal. 11. Install seal gland bushing (18) over the spool end with a twisting motion. Tap the bushing into the housing with a rubber hammer. Make sure the bushing is flush against the bearing race. 12. Using a True-Arc retaining ring ratchet pliers (S6500) or equivalent, install retaining ring (19) in the housing. After installing the ring, tap slightly to properly seat the ring in the groove. 13. Clamp the housing in a vise as before. Clamp lightly on the edges of the mounting area. Do not over-tighten the jaws. Install 4-3/4 in. (120 mm) diameter seals (3) in the housing.
FIGURE 5 - METER INSTALLATION
FIGURE 6 - METER HOUSING INSTALLATION To assure proper alignment, mark one of the two drive tooth slots that are parallel with slot in the end of drive as shown in Figure 6. 15. Install the wear plate (6).
NOTE: Check to ensure that the spool and sleeve are

flush or slightly below the meter end of the housing. Clean the upper surface of the housing by wiping with the palm of clean hand. Clean each of the flat surfaces of the meter end parts in a similar way when ready for reassembly. Do not use a cloth or paper towel to clean surfaces.
14. Rotate the spool and sleeve assembly until pin is parallel with the port face as shown in Figure 4. Install the drive, making sure to engage the drive with the pin. 16. Install the 2.9 inch (73 mm) diameter O-ring seal (3) on the meter face. 17. With the seal side of meter down, install the meter on the drive. If the star has a counterbore, install the counterbore facing the end cap.
NOTE: The timing mark you make on the drive must fall on the parallel line between any 2 meter star valleys. Note the parallel relationships of the reference 5
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lines A, B, C and D in Figures 5 and 6. Align the bolt holes without disengaging the meter from the drive. Be careful when adjusting the meter on the housing, as excessive turning of the meter may disrupt the seal between the meter and the housing.
18. Install 2.9 inch (73 mm) diameter seal in meter. 19. Install end cap on meter and align the holes. Be careful not to disrupt seal from the meter. 20. Install 7 dry capscrews in end cap. Pre-tighten screw to 150 inch pounds (17 Nm), then torque screws to 225 to 275 inch pounds (25 to 30 Nm) as shown in Figure 7.
INSTALLATION
The steering orbital valve may be installed as follows: 1. Install the valve onto the end of the steering column. Do not tighten the mounting capscrews. 2. Install the sets of capscrews, washers, and lockwashers to secure the valve to the mounting bracket. Again do not tighten the capscrews. 3. Turn the steering wheel back and forth several times to allow the components to seek alignment. 4. Tighten the capscrews installed in steps 1 and 2. 5. Repeat step 3, again checking for binding. If noted, loosen the capscrews and repeat steps 3 and 4. 6. Reconnect the hydraulic hoses to the capscrews as removed. 7. Start the engine and test the system operation as outlined in the instructions in Section 5 - Hydraulic System.
FIGURE 7 - TORQUE SEQUENCE
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ACCUMULATORS
ACCUMULATORS
The accumulators are long, heavy metal cylinders with two removable ends or heads. The accumulators are mounted together on the side of the frame near the hydraulic tank.
OPERATION
The accumulators store energy; oil under pressure. They serve several distinct functions in this application. 1. They act as a ready source of pressurized oil to the system, including a reserve in the case of restricted or inadequate flow from the supplying pumps. 2. They also allow the system to maintain a more constant pressure by absorbing high or low pressure surges. The accumulator used operates on the sliding piston principle. One end is precharged (pressurized) with dry nitrogen gas. The other end is plumbed directly into the system supply lines. A sliding multi-ringed piston separates the oil from the gas charge. With no oil in the fluid end, the precharged gas end holds the piston against the fluid end cap. As pressurized oil enters the fluid end, it causes the piston to move, compressing the gas. As oil is removed to assist in meeting the system flow demands, the compressed gas moves the piston back down the cylinder. In this accumulator the pressure in the hydraulic and gas sides are always equal.
NOTE: Worn piston seals may allow the gas to enter the hydraulic oil in the system. The addition of this gas to the oil would adversely affect system operation (possibly including spotty or uneven system performance and spongy or unsteady operation) similar to operation with air or other gases in the system. If gas does transfer, it is important to properly bleed all entrapped contaminants from the oil prior to placing the truck into service. PRECHARGING THE ACCUMULATOR (Figures 1
and 2) The accumulators should be precharged as follows:
IMPORTANT: The supply cylinder must be of the type that vaporizes the nitrogen when it is withdrawn. Do not charge with liquid nitrogen or any other gas.
1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction and park brake systems.

Periodic maintenance should include the following steps: 1. Inspect the accumulator cylinders and connecting hardware for evidence of leakage, damage, or wear. Repair or replace as required. 2. Check the precharge pressure level of the gas in the gas end of the accumulator as outlined in the procedure entitled Precharging the Accumulator in these instructions to the pressure defined in the system test procedures in Section 5 - Hydraulic System in this manual. Recharge as instructed. Frequent recharging indicates the need to service the unit (replace the seals). FIGURE 1 - ACCUMULATOR PRECHARGING EQUIPMENT
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2. Drain all hydraulic pressure from each of the accumulators by pulling all valves and holding until indications that all pressure is released are noted (typically the noise of the released pressurized oil stops). Release the valve(s).
opposite the gas valve) slightly, for a brief moment, then close to release the extra pressure.
Never loosen any line or begin any activity without first releasing all pressure from the system. 3. Verify that the accumulator end caps are installed flush with the body and the gas valve is secured tightly. 4. Remove the gas valve guard (14) and cap (11). 5. Turn the gas chuck stem or T handle (on the charging assembly) completely out (counter-clockwise).
Escaping nitrogen may be cold enough to cause personal injury if it comes into contact with the skin. Care must be taken to avoid direct contact between the gas and any part of the body.
Do not attempt to reduce accumulator precharge pressure by directly depressing the valve core, as high pressure may rupture the rubber valve seat. Instead, use the charging assembly, and use the bleeder screw.
NOTES:
1. The equipment required for checking or changing system pressure is contained in Figure 1. 2. It is strongly recommended that a regulator be installed on the high pressure nitrogen bottle that is used as a supply source. The regulator should be adjusted to release maximum pressure only slightly above that required by the component or system being charged.
6. Install the gas chuck swivel nut onto the gas valve and, using a suitable wrench, torque to 10 to 15 in-lb. (1.1 to 1.7 Nm).
NOTE: If large quantities of nitrogen are added or removed from the accumulator during this process, it is recommended that the accumulator temperature be allowed to stabilize prior to taking final pressure measurements. This may be done by allowing the system to set idle 10 to 15 minutes after adding or removing gas.
10. When charging is complete, turn the T handle completely out (counter-clockwise) until it reaches the stop. Open the bleeder valve to allow entrapped pressure to escape. 11. Loosen the swivel nut and remove the assembly. Hold the gas valve to prevent it from coming loose.
Do not loop or twist the hose as it will stiffen when gas pressure is released from the nitrogen bottle. 7. Close the bleeder screw on the charge equipment. 8. Turn the gas chuck T handle clockwise until it reaches end of travel. This will depress the core in the accumulator gas valve. 9. Read the pressure indicated on the pressure gauge. a. If the pressure is less than that listed in the appropriate test procedure, open the nitrogen bottle control valve slightly and allow the accumulator to fill slowly. Shut off the valve when the gauge indicates the desired pressure. b. If the pressure is greater than that listed in the appropriate test procedure, open the bleeder valve on the charging equipment (typically below the gauge and Never loosen the swivel nut from the gas valve without first turning the T handle completely out and opening the bleeder valve. 12. Install the cap (torque to 10 to 15 in.-lb. (1.1 to 1.7 Nm) and gas valve guard.
NOTE: The procedures are similar for checking or releasing the precharge pressure. The seals should be replaced when a continuing change in the precharge pressure is detected. As the pressure losses are observed, begin a program of frequent checking as a guide to how soon seal replacement must be made. In this manner, maintenance can be planned ahead without the need for any emergency repairs. Do not continue to operate a truck with leaky or damaged accumulators.
13. Start the truck engine, allow the accumulators to
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recharge with hydraulic oil, and check system operation. 14. Remove the charging kit from the supply bottle, cap and store each properly. and Adjustment.
ACCUMULATORS
REMOVAL
The accumulators may be removed from the truck as follows: 1. Drain all hydraulic pressure from the accumulators and entire system as outlined in system procedures in Section 5 - Hydraulic System. 2. Drain all gas precharge pressure as outlined in the procedures in Maintenance and Adjustment. 3. Remove the precharging assembly from the accumulator. 4. Unscrew the gas valve (part way) until gas begins to escape through the safety hole drilled through the side of the gas valve.
Deep vise marks, scratches, or distortions of the outer tube may cause stress concentrations in the tube under high pressure. Such concentrations may eventually cause component leakage or failure. 2. Set the accumulator horizontal and secure with a strap wrench or vice, gripping over the hydraulic end cap. 3. Install capscrews in the threaded holes in the removable gas end cap (11).
Always remove the gas cap, the end cap containing the gas charging valve, first. 4. Remove the cap by using a long bar and carefully prying on the capscrews installed for this purpose. 5. Inspect, then remove, the seal ring (3) and back-up ring (2) from the end cap. 6. Remove the hydraulic end cap (1) and rings (2 and 3) in a manner similar to that used to remove the gas end cap. 7. Remove the piston (5) by carefully tapping on the oil end with a wooden dowel as it is guided out of the body. Extra care should be taken to prevent damage to the piston or the seals on the threads. IMPORTANT: Never try to remove the piston by applying compressed air to the opposite end. 8. Inspect, then remove the T seals (6) from the piston (5).
Escaping nitrogen may be cold enough to cause personal injury if it comes into contact with the skin. Care must be taken to avoid direct contact between the gas and any part of the body. 5. After all pressure is drained, remove the gas valve. 6. Remove the hydraulic connection to the accumulator. Cap all openings, and label each to aid in installation. 7. Remove the capscrews that secure the accumulators to the mounting bracket. 8. Lift the accumulator(s) clear of the mounting bracket.
NOTE: To remove the seals from the piston (4), lift

the ring with a small, smooth screwdriver or similar tool. Move the tool around the piston several times while using the other hand to work the ring off the piston.
NOTE: The threaded holes in the top end cap may be

used as a means of attachment for lifting. An appropriate sling around the body may also be used.
INSPECTION AND REPAIR DISASSEMBLY (Figure 2)

The accumulator may be serviced as follows: The accumulator may be disassembled as follows: 1. Verify that the gas valve has been removed. If it is still installed, verify that all of the gas has been released as outlined in the procedures in Maintenance 1. Thoroughly clean all metal parts in solvent and dry with compressed air. 2. Clean the bore of the body (4) and piston (5) with a
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clean lintless cloth soaked in clean solvent.
NOTE: The bore and piston must be clean of any particles visible, or detectable to the touch.
3. Inspect the piston for evidence of cracks, burrs (especially around seal ring grooves), for damage. Repair or replace as required. 4. Inspect the condition and check the operation of the two check spring and ball assemblies (7 and 8, respectively) on the piston assembly. 5. Using a light, examine the body bore for scratches or scoring. Inspect the end caps for damaged threads or burrs on O-ring grooves. Minor nicks, scratches or light scoring of the body bore can be removed by using crocus cloth. Dress the bore until all apparent imperfections have been removed. 5. Inspect the seal rings. If damaged, determine the cause and correct before proceeding. They should all be replaced at each disassembly.
the piston into place until all of piston is at least 2 inches (50 mm) below the beginning of the honed bore. Keep force against the piston while tapping the seals through the bore chamfer, otherwise the piston will bounce back, damaging the seals. Cover the port opening to keep out dirt.
4. Install a seal ring (2) and back up ring (3) on the gas end cap (11). Lubricate the seal ring with hydraulic oil. Install onto the body and tighten until the O-ring forms a seal and tightens.
NOTES:
1. Exercise care not to drag the seal rings over the threads when installing. 2. The cap should bottom out on the body. Be careful not to over-tighten.
5. Install a new seal ring (2) and back-up ring (3) on the hydraulic end cap (12) and install in a manner similar to the gas end cap. 6. Install the gas valve (13). 8. Install the gas valve cover and guard (14).
NOTE: The piston rides on the seal rings and does not touch the accumulator bore. ASSEMBLY
INSTALLATION
The accumulators may be installed as follows: The accumulator may be assembled as follows: 1. Position the accumulator in the mounting bracket. 1. Coat all seals and internal parts with clean hydraulic fluid compatible with that used in the trucks hydraulic system. 2. Install the T seals (6) on the piston (5). 2. Install the mounting hardware.
NOTE: The threaded holes in the gas end cap may be used as a means of attachment for lifting. An appropriate sling around the body may also be used.
NOTE: The rings may have to be stretched slightly to

install. Once installed they should be allowed to relax to their original size for several minutes. This relaxation can be quickened by cooling. However, make sure all moisture residue is removed prior to continuing assembly and that the seals are straight, not twisted.
3. Install the piston assembly in the bore of the body (1). The hollow side of the piston should be directed toward the gas end. 3. Secure the unit in place with capscrews and washers. 4. Install the hydraulic connections to the accumulator. 5. Precharge the gas side of the accumulator as outlined in the instructions in the procedures in Maintenance and Adjustment. 6. Install the gas valve cap.
NOTES:
1. The piston must go into the bore exactly square and very slowly, as the seal ring will move if done slowly, but may be damaged if forced quickly. The piston will fit snug. Do not let the seal rings drag on the threads. 2. Use a hammer and a wooden dowel or block to tap
7. Start the truck engine and allow the systems to pressurize or charge normally. Inspect for evidence of leakage or damage. 8. Bleed all entrapped air or contamination from each
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ACCUMULATORS
of the systems as outlined in the procedures in Section 5 - Hydraulic System. 9. Test the system operation as outline in the procedures in Section 5 - Hydraulic System.
KEY
55506
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14.
Hydraulic End Cap Back-up Ring End Cap Seal Body Piston Assembly Piston T-Seal Rings Check Valve Ball Check Valve Spring Check Valve Screw Instruction Plate Gas End Cap Capscrews Gas Valve Gas Valve Guard
FIGURE 2 - ACCUMULATOR ASSEMBLY
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STEERING PUMP
STEERING PUMP
The steering pump is the smaller piston pump assembly mounted on the rear of the tandem section dump pump assemblies. The pumps are mounted on a special bracket assembly between the main frame rails, just in front of and above the nose cone receiver. volve other systems, it is important to eliminate the possibility that the incorrect pressure (especially if too low) is not a symptom of another problem and adjusting the pump is treating the symptom and not the cause. NOTE: For example, incorrect operation of the dump solenoid valve in the steering manifold may allow the flow to bypass to the dump system. This would result in a low system pressure reading, even though the pump may be fully stroked and operating properly. Adjusting the pump pressure will not correct the cause only mask it. b. Remove the acorn nut and seal washer (35) from the pressure adjustment screw (larger barrel of the two) on the steering pump control valve assembly. c. While holding the adjusting screw (33) with the appropriate Allen wrench, loosen the locknut (34). d. Turn the adjusting screw inward (clockwise) to increase the pressure or outward (counter-clockwise) to decrease the pressure. The pressure changes approximately 200 psi (1400 kPa) per turn of the adjusting screw.
OPERATION
The steering pump supplies the pressurized hydraulic oil to operate the steering and brake systems. The pump is basically a variable swashplate, piston type assembly. The oil supply for the pump enters from the reservoir and is routed internally to the pump piston assembly. As the pistons turn on the angled swashplate, they move up and down in their respective bores. This movement results in the pressurization of the oil and direct it to the outlet chambers. There it exits the pump through the outlet ports. In this configuration, the pump is set up to operate as a pressure compensating device with self contained, preset, spring loaded piston assemblies controlling the operation of the moveable swashplate. The stroke of the pumping pistons is varied to increase or decrease the output flow to maintain as a constant, the preset pressure in the system.
NOTE: The other adjusting screw is turned completely in (bottomed out) in the installation used.
e. When the adjustments are complete, secure the adjusting screw with the locknut (34) while holding the adjusting screw to maintain the pressure setting. f. Install and secure with the acorn nut.

Periodic maintenance should include the following steps:
NOTE: The pumps themselves require no internal maintenance or adjustment beyond periodic verification of the pumps ability to maintain required pressures and flows.
1. Clean the pump assembly and inspect for evidence of wear, leakage or damage. Repair or replace as required. 2. Test the operation of the steering and brake systems as outlined in the appropriate test procedures in Section 5 - Hydraulic System. If adjustment of the pumps output pressure is found to be necessary, it may be made as follows: (Figure 1) a. Verify that the reason for the incorrect pressure is truly the setting of the pump. Since the systems receiving the flow have a number of components and in-
REMOVAL (Figure 2)
The steering pump may be removed from the dump pumps as follows:
NOTE: It is not necessary to remove the pump assembly to service the steering pump. These procedures are written if the pump is being removed with the pump assembly still on the truck. Modify as required if the pumps have been removed and are on a work bench.
1. Park the truck in SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Shut the oil supply to the pumps by closing the valve on the supply line (near the reservoir tank) or other ap-
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proved method. 3. Remove the inlet and outlet hoses from the pumps. Cap or plug all openings and label to assist in the installation process. 4. Install a suitable lifting device to the pumps to prevent unwanted movement.
The steering pump may be disassembled as follows: 1. Mark the position of the port block (22) relative to the pump housing (43). 2. Remove the socket head capscrews (23) securing the port block. 3. Remove the port block (22) together with all parts of the controlling valve assembly (26). 4. Remove the tapered roller bearing (19) and shim washer (20) near the port block. 5. Remove the rotary group assembly (Detail A and the driveshaft (36) and bearing (40) assembly) from the housing. 6. Remove the O-ring (39). 7. Remove the bearing shells or cradles (38) and (37).
NOTE: Provisions should be made for lowering the

pumps to the floor, a distance in excess of 6 feet (2 meters). The approximate weight of the steering pump is 75 lbs. (35 kgs).
5. Remove the capscrews and washers securing the tail support braces to the pump and the pump bracket. 6. Remove the capscrews (12) and lockwashers (13) securing the rear piston pump assembly (2) to the dump pump sections (1). 7. Carefully separate the two pump sections, making sure that the splined shafts and couplers are not damaged.
NOTE: Make sure to note the orientation of the bore reliefs on the high pressure side. This is important for proper reassembly.
8. Use an appropriate puller to remove the outer bearing race from the front bearing. 9. Remove the control or lens plate (10). 10. Use an appropriate puller to remove the outer bearing race from the rear bearing. 11. Remove the O-rings (21).
Do not attempt to pry the pumps apart with a screwdriver or other means. They should be separated by tapping with a soft-faced hammer. 8. Lower the pump to the ground.
Prior to beginning disassembly of the pump: 12. Loosen the jam nut on the threaded pin. 1. Clean the work area of dirt, grease, foreign material or other items which might contaminate the pump. 2. Clean the unit thoroughly with a solvent. Remove all sharp edges from splines, drill points, keyways and end of shaft. Mark the adapter and cover/housing sections to ensure correct reassembly. 3. To aid in disassembly and reassembly, the pump should be retained in some manner. For example, a steel plate bolted to and extending over the edge of a work bench will suffice. The plate should have a hole large enough for the adapter flange pilot to drop through, and two holes in the adapter flange. The pump can now be firmly fixed to the plate by bolts. This is especially helpful in removal and torquing of capscrews. 13. Remove the threaded pin assembly (16). 14. Disassemble the guide of the control piston (15). 15. Disassemble the guide of the counter piston (14). 16. Pull the driveshaft (36) with the bearing (40) out of the rotary drive assembly. 17. Remove the pistons (2) and retaining plate (3). 18. Remove the retaining ball (4). 19. Compress the center spring (8) in order to allow the removal of the retaining ring (9).
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20. Remove the retaining ring (9). 21. Remove the remaining parts of the pump as housing assemblies. 22. Disassemble the control valve assembly as follows: a. Remove the socket head capscrews (29) securing the valve assembly to the port block. b. Remove the O-rings (32). c. Remove the acorn nuts (35) from the adjusting screws. d. Loosen the locknuts (34) and remove the adjusting screws (33). e. Remove the plug assemblies (30).
STEERING PUMP
4. Inspect the driveshaft for evidence of damage or wear particularly in the bearing journal and the seal operating areas. 5. Replace the seals in the pump housing as follows: a. Lay the housing on a work bench or other suitable work surface. b. Using an appropriate tools, remove the retaining ring (45).
NOTE: Use extra caution not to scratch or damage the bore or bearing surfaces or their end projections.
c. Remove the seal (44) from the housing. d. After the seal is out: (1) Thoroughly clean the bore.
f. Remove the disc or usit ring (31). g. Remove the springs from the bores. (2) Inspect the bore for scratches or gouges that might interfere with the installation of the new seal.
NOTE: There are two of them in the smaller flow control bore.
h. Remove the spring cup. i. Remove the plug (27). j. Very carefully remove the piston from the bore. k. Remove the orifice in the spring area of the pressure control valve. l. Disassemble the plug or orifice (spring area of the flow control).
NOTE: If found, the bore can be smoothed with No. 400 Emery paper (only). Clean the bore after the smoothing process is complete.
(3) Clean and prepare a suitable seal press ring or plug for use when installing the new seal. (4) Coat the new seal in hydraulic oil or grease compatible with that in the trucks hydraulic system. (5) Using the tool listed in step 3, install the new seal (44) in the pump housing (43). (6) Install and secure the retaining ring (45) into the correct position in the grooves.
INSPECTION AND REPAIR ASSEMBLY

The disassembled pump may be serviced as follows: Prior to beginning assembly of the pump: 1. Clean all metal parts in solvent and dry with compressed air. Inspect for evidence of wear, damage, cracks, or leakage. Repair or replace as required. 2. Inspect the pistons and piston bores. Replace the body if the groove is too deep or the bores look as if they had been sand blasted. 3. Inspect the piston shoes and the swashplate. Replace if wear is noticed or damage or grooves are apparent. 1. Clean the work area of dirt, grease, foreign material or other items which might contaminate the pump. 2. To aid in reassembly, the pump should be retained in some manner. For example, a steel plate bolted to and extending over the edge of a work bench will suffice. The plate should have a hole large enough for the adapter flange pilot to drop through, and two holes in the adapter flange. The pump can now be firmly fixed to the plate by bolts. This is especially helpful in re-
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KEY
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15.
Rotary Piston Group Piston Retaining Plate Retaining Ball Barrel Pressure Pin Disc Retaining Clip Spring Retaining Ring Lens Plate Piston Control Assembly Counter Piston Spring Counter Piston Guide Control Piston
16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30.
Control Piston Guide Adjusting Disc Dowel Pin Tapered Roller Bearing Washer O-ring Port Block Socket Head Capscrew Plug Plug Control Valve Assembly Plug O-ring Socket Head Capscrew Plug
31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45.
Usit Ring O-ring Adjusting Screw Jam Nut Acorn Nut Driveshaft Cradle Assembly Bearing Cradle O-ring Tapered Roller Bearing O-ring Plug (with O-ring) Pump Housing Shaft Seal Seegar V-ring
FIGURE 1 - STEERING PUMP ASSEMBLY - SHEET 1 OF 4
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STEERING PUMP
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STEERING PUMP
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moval and torquing of capscrews. The steering pump may be assembled as follows:
a. Install the pressure pins (6) and disc retaining clip (7). b. Install and compress the center spring (8) in order to install the retaining ring (9). c. Install the retaining ring (9). d. Install the retaining ball (4). e. Remove the pistons (2) and retaining plate (3). 3. Install the bearing (40) and driveshaft (36) into the rotary group assembly. 4. Assemble the control piston assembly as follows: a. Assemble the guide of the counter piston (14). Check that it moves freely in its range of motion. b. Assemble the guide of the control piston (15). Check that it moves freely in its range of motion. c. Install the threaded pin assembly (16). d. Install the jam nut on the threaded pin. 5. Install the O-rings (21). 6. Use an appropriate installation device to install the outer bearing race for the rear bearing into the pump housing. 7. Install the control or lens plate (10). 8. Use an appropriate installation device to install the outer bearing race for the front bearing into the pump housing. 9. Install the bearing shells or cradles (38) and (37).
NOTE: Coat all seals and parts with hydraulic oil compatible with that in the trucks hydraulic system prior to installation.
1. Assemble the control valve assembly as follows: a. Verify that the opening in the center is clear, then install the plug or orifice (spring area of the flow control valve).
NOTE: Use Loctite 242 or equivalent to secure the orifice in place. Exercise care not to allow excess to escape and cover the opening or other components.
b. Verify that the opening in the center is clear, then install the orifice in the spring area of the pressure control valve.
NOTE: Use Loctite 242 or equivalent to secure the orifice in place. Exercise care not to allow excess to escape and cover the opening or other components.
c. Very carefully install the piston in the bore. Check that it moves freely in its range of motion. d. Install the plug (27). e. Install the spring cup. f. Install the springs in the bores.
NOTE: There are two of them in the smaller flow control bore.
g. Install the disc or usit ring (31). h. Install the plug assemblies (30). i. Install the adjusting screws (33) and locknuts (34). They will need to be properly adjusted later. j. Install the acorn nuts (35) on the adjusting screws. k. Install the O-rings (32). l. Install the valve assembly on the port block with the socket head capscrews (29) 2. Assemble the rotary group assembly as follows:
NOTE: Make sure that they are properly oriented in the same configuration as removed.
10. Install the O-ring (39). 11. Install the rotary group assembly (Detail A) into the housing. 12. Install the tapered roller bearing (19) and shim washer (20) near the port block. 13. Install the control valve spring assembly onto the port block assembly.
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UNIT RIG NOTE: It will be necessary to retain the spring tension with a bolt during the assembly process only.
14. Install the port block (22) together with all parts of the controlling valve assembly (26). 15. Remove the retaining screw on the control valve assemly and install the proper plug. 16. Install the socket head capscrews (23) to secure the port block to the pump housing. Tighten in an even, alternate bolt manner. 17. Cover or block all openings.
STEERING PUMP NOTE: Provisions should be made for raise the pumps from the floor, a distance in excess of 6 feet (2 meters). The approximate weight of the pump is 75 lbs. (35 kgs).
3. Carefully align the splines on the pump and coupler in the dump pump and mate the two pump assemblies. 4. Install the capscrews (12) and lockwashers (13) securing the rear piston pump assembly (2) to the dump pump sections (1). 5. Install the tail section supports and braces to the pump and the pump bracket with the appropriate capscrews and washers. 6. Install the inlet and outlet hoses to the pumps. 7. Replenish the oil supply to the pumps by opening the valve on the supply line (near the reservoir tank). 8. Fill the pump by removing the case drain line and filling the pump with hydraulic oil compatible with that in the trucks hydraulic system. 9. Test the operation of the trucks steering and brake systems as outlined in the procedures in Section 5 Hydraulic System.
INSTALLATION
The steering pump may be installed onto the dump pumps as follows:
NOTE: It is not necessary to remove the pump assembly to service the steering pump. These procedures are written if the pump is being installed with the pump assembly still on the truck. Modify as required if the pumps have been removed and are on a work bench.
1. Make sure the O-ring and splined coupler are properly positioned in the rear of the tandem dump pump assembly. 2. Raise the pump into position on the rear of the dump pump assembly.
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KEY
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16.
Double Dump Pump Assembly Steering Piston Pump Seal Pump Driveshaft Slip Yoke Strap and Bolt Kit Pump Platform Pump Bracket Pump Tail Support Bracket Locknut Capscrew (Grade 8) Capscrew (Grade 8) Lockwasher Capscrew (Grade 8) Capscrew Capscrew
17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32.
Hardened Flatwasher Capscrew Capscrew (Grade 8) Support Bracket Capscrew Locknut Rubber Mounting Block Bushing Mounting Washer Hardened Flatwasher Hose Assembly Hose Assembly Hose Assembly Flange Kit Flange Kit Not Used
33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47.
Not Used Not Used Hose Clamp Bracket Clamp Halves Clamp Cap Plate Capscrew Clamp Halves Clamp Cap Plate Capscrew Not Used Not Used Not Used Driveline Guard Capscrew Flatwasher
FIGURE 2 - PUMP INSTALLATION
10
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UNIT RIG
STEERING PUMP
FIGURE 2 - PUMP INSTALLATION - CONTINUED
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11
12
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UNIT RIG
DUMP PILOT VALVE
DUMP PILOT VALVE

The dump pilot valve is a small multi-ported, spool-type valve mounted in the hydraulic components box behind the left side of the cab. 5. Disconnect all hoses and wiring to the valve. Label each to and during installation. Install clean plugs or caps over all openings. 6. Remove the capscrews that secure the valve.
OPERATION
The dump pilot valve has two functions:
NOTE: The Dump Controller cable linkage must be removed to remove the pilot valve assembly.
7. Remove the valve.
1. It serves as a directional valve, controlling the pilot flow of pressurized fluid to the main spools in the dump valve. This flow directs their operation and thus controls the operation of the entire system. 2. It limits the maximum pressure in the Lower or Power down mode to assist in controlling the rate at which oil is returned to the hydraulic reservoir.
DISASSEMBLY NOTE: Note the position and orientation of parts during disassembly. Some parts are not interchangeable. Some parts that appear symmetrical may not be turned around.
The pilot valve may be disassembled as follows:
TROUBLESHOOTING
For detailed troubleshooting information, see the chart in the module on the dump valve in Section 5 - Hydraulic System. 1. Separate the inlet (1), spool (2), and outlet (3) sections of the valve as follows: a. Loosen and remove the locknuts securing the sections together. 2. Carefully separate the sections. Inspect all seals between sections.

Periodic maintenance should include the following steps: 1. Inspect all hoses and lines for evidence of damage or leakage. Repair or replace as required. 2. Inspect each assembly component for evidence of wear, damage, or leakage. 3. Test the operation of the valve as outlined in the system operation test in Section 5 -Hydraulic System.
NOTE: Do not pry the sections apart with sharp instruments as they may cause damage to mating surfaces.
2. Remove screws (12). 3. Remove the end cover (13), O-ring (30), and wiper ring (29). 4. Remove the detent assembly from the other end of the section. 5. Carefully slide the entire spool assembly out of the main body with the detent section. 6. Remove the O-ring (30), and wiper ring (29) from the detent end of the housing. 7. Unscrew the spool from the detent assembly.
REMOVAL
The dump pilot valve may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Lower the dump body onto the frame. Move the Dump Controller lever to the Float position. 3. Shut the engine off.
8. Disassemble the detent assembly as follows: 4. Verify that all pressure has been relieved from the system.
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a. Remove internal retaining ring (23) and spacer (22). b. Remove the internal retainer and balls as required. c. Remove all remaining seals and components. 9. Remove the relief valve (4) from the side of the spool section.
b. Secure with internal retaining ring (23) and spacer (22). 4. Install the spool on the detent assembly and tighten to approximately 5 ft-lbs (7 Nm).
NOTE: It is recommended that a thread locking compound (Loctite 271 or equivalent) be used to prevent accidental separation of the components during operation. No compound should remain on the outer surface of the spool when assembled.
6. Install the O-ring (30), and wiper ring (29) on the detent end of the housing. 7. Carefully slide the entire spool assembly into the main body with the detent section. 8. Install the detent assembly onto the end of the spool section.

The pilot valve may be serviced as follows: 1. Clean all parts, including the housing, and dry with compressed air. 2. Inspect seal counter-bores. They must be free of nicks and contamination. 3. Inspect the springs for cracks, distortion, or fatigue. 4. Inspect all sliding surfaces for nicks, scores, or excessive wear. 5. Inspect all spools for damage or wear. Test spools for proper fit in their bores. They should turn free through one complete revolution. 6. Examine O-rings for damage or excessive wear. 1. Position the valve on the mounting bracket.
NOTE: It is recommended that a mild thread locking compound (Loctite 242 or equivalent) be used to prevent accidental separation of the components during operation. No compound should remain on the outer surface of the spool when assembled. INSTALLATION
The dump pilot valve may be installed as follows:
ASSEMBLY
The pilot valve may be assembled as follows: 1. Coat all parts, including the housing bores, with hydraulic oil. 2. Install the relief valve assembly (4) fitted with new seals (5) on the side of the spool section. 3. Assemble the detent assembly as follows: a. Assemble the components as shown in the reverse order removed. 2. Install capscrews and tighten to secure the valve in place. 3. Install all hydraulic and electrical connections and secure to the valve. 4. Test the operation of the system as outlined in the testing procedures under system operation in Section 5 - Hydraulic System.
NOTE: Verify that all relief valves are properly set, particularly the pressure down relief setting controlled by the pilot valve.
NOTE: It may be desirable to hold the detent balls in place with grease during the assembly process.
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DUMP PILOT VALVE
KEY
55561
01. 02. 03. 04. 05. 06. 07. 08. 09.
Inlet Section Assembly Spool Section Assembly Outlet Section Assembly Relief Valve Assembly Seal and Spring Repair Kit Shut-off Plug Assembly Special Seal Tie Rod Special Nut
10. 11. 12. 13. 14. 15. 16. 17. 18.
Tie Rod Special Nut Machine Screw Seal Plate Outlet Housing O-ring Spring Seat Spring Detent Sleeve
19. 20. 21. 22. 23. 24. 25. 26. 27.
Spool Cap Ball Spool End Detent Pin Spacer Internal Retaining Ring Ball Spring Spacer Socket Head Capscrew
28. 29. 30. 31. 32. 33. 34.
Inlet Housing O-ring Wiper Spool Spool Housing Check Valve Poppet Spring
FIGURE 1 - DUMP PILOT VALVE
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FIGURE 1 - DUMP PILOT VALVE - CONTINUED
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UNIT RIG
DUMP CONTROL VALVE
DUMP CONTROL VALVE

The dump control valve is a large, multi ported, split spool type hydraulic valve located on or near the dump cylinder cross tube. The dump valve consists of two main sections: 1. Inlet Section - containing five major components: a. Flow Control and Relief Valve Assembly b. Dampening Valve Assembly c. Load Check Poppet d. Anti-Void Poppet e. Low Pressure Relief Valve Assembly 2. Spool Section - containing two large, ground and polished spools. When the pilot valve is released to the Hold or Float position, the oil pressure behind the flow control valve will escape to the reservoir through the pilot dampening valve and the dump control pilot valve. The supply oil, no longer going to the cylinders, will push the flow control valve open and return to the reservoir. The pilot dampening valve regulates the flow of oil to and from the chamber behind the flow control valve. When the dump control pilot valve is placed in the Raise or Lower position the restriction poppet in the pilot dampening valve will be off of its seat permitting free flow of oil under pressure, to the chamber behind the flow control valve. When the pilot valve is returned to the Hold or Float position, the flow control valve will move off its seat pushing the oil in the chamber out through the small orifice in the poppet of the pilot dampening valve. The combined action of the flow control valve and the pilot dampening valve provide quick response to the operators commands without the pressure surges found in non-dampened valves. 2. Main Relief Valve The main relief valve, enclosed in the flow control valve, protects the pumps and hydraulic system from excessively high pressure. The center of the relief poppet is machined to accept a metering piston. Supply oil pressure, present in the inlet chamber, will fill the cavity behind the relief poppet through the small orifice in the metering piston. The oil in the cavity behind the relief poppet will help the spring hold the relief poppet on its seat, preventing oil loss to the reservoir. The oil in the cavity will be the same pressure as the oil delivered to the cylinders. The greater the load on the pumps and cylinders, the greater the force behind the relief poppet. When main relief pressure is achieved, the oil pressure transmitted to the cavity will push open the pilot poppet and escape to the reservoir. This action causes a pressure drop behind the relief poppet allowing it to move off its seat, opening a passage from the supply chamthe chamber behind the flow control valve through the pilot dampening valve enclosed in the pilot supply cap. The pilot supply cap receives oil from the steel tube connected to the main inlet port. The oil directed to the pilot valve and the back side of the flow control valve will be the same pressure as the oil directed to the cylinders. The greater the load in the cylinders, the greater the force behind the valve.
OPERATION-BASIC
The dump valve controls the flow of hydraulic oil between the pump, dump cylinders and the reservoir. Control of this system regulates movement of the dump body, providing a means for dumping payloads. The dump valve is pilot operated by the dump control pilot valve. This pilot valve receives its oil from the pilot supply caps on the inlet sections of the main dump valve. The pilot valve controls the flow of pilot pressure oil to the spool section of the dump valve by manual movement of the Dump Controller lever in the cab.
OPERATION - INLET SECTION

1. Flow Control Valve and Pilot Dampening Valve The flow control valve, containing the main relief cartridge, permits the supply oil from the pumps to return to the reservoir when the pilot valve spool is in either the Hold or Float position. With the pilot valve spool in either the Raise (power up) or Lower (power down) position, the flow control valve will shift in its bore, closing a return passage to the reservoir and directing the oil to the spool section by the load check poppet. Supply oil is also directed to the chamber behind the flow control valve to help the spring hold it firmly closed preventing oil loss to the reservoir. The oil, under pressure, enters
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M1590
ber to the reservoir. When the relief poppet shifts in its bore, it carries with it the metering piston. The open cavity in the metering piston will seat over the protruding shaft of the pilot poppet to provide additional restriction to the oil flowing into the cavity behind the poppet. The gradual refilling of the cavity gives the main relief the ability to function smoothly and avoid a hammering action which could damage the relief valve components. When the load is released, the cavity will refill and the relief poppet will again be held on its seat preventing oil loss to the reservoir. The main relief pressure is adjusted by turning the adjusting screw to increase or decrease the spring tension on the pilot poppet. 3. Load Check Poppet The load check poppet is located directly across from the flow control valve assembly. The cavity behind the load check is referred to as the high pressure supply chamber leading to the spool section. Movement of the dump control pilot valve to the Raise or Lower position causes the two large spools in the spool section to shift providing a path from the high pressure supply chamber to the dump cylinders. The pressure exerted by the load on the dump cylinders is transmitted to the cavity behind the load check and will hold it closed until there is sufficient supply pressure to overcome the load in the cylinders and the load check spring. In doing this the load check poppet prevents the dump body from suddenly decreasing when the pilot valve is initially actuated. 4. Anti-Void Poppet The anti-void poppet is identical in construction to the load check and is held on its seat by the same spring and hydraulic force that holds the load check closed. When return oil pressure is greater than supply oil pressure, the anti-void poppet will open, allowing the high pressure return oil to join the lower pressure supply oil and flow to the cylinders through the high pressure chamber. 5. Low Pressure Relief Valve The low pressure relief valve is located next to the main flow control valve. This poppet holds a back pressure against the return oil leaving the cylinders through the low pressure chamber. This back pressure makes the anti-void poppet more effective at preventing cylinder cavitation. The low pressure relief valve is held on its seat by the combined action of hydraulic force and a spring.
OPERATION - SPOOL SECTION

The spool section controls the flow of oil to the dump cylinders. This section contains two large, ground and polished spools. One spool controls the oil flow to the base end of the cylinders, the other spool controls the oil flow to the rod end of the cylinders. Each spool is held centered in the housing by two centering springs. The spools are hollow with a drilled passage running from end to end and across the middle. The oil pressure present in the cylinder port will also be seen on each end of the spool. When the dump control pilot valve is placed in the Raise position, the pilot oil pressure, in excess of the pressure in the cylinder port, will be directed to the pilot pressure cap to push the rod end spool to index with the high pressure chamber. At this point the high pressure oil flows through the center passage of the spool and is regulated by a small internal restrictor poppet. Oil flowing through the small orifice of the restrictor poppet will create a pressure drop from one side of the spool to the other side. This pressure drop causes the spool to shift. The color coded restrictor poppets are held in the spool by an O-ringed washer.

Periodic maintenance should include the following steps: 1. Inspect all hoses and lines for evidence of damage or leakage. Repair or replace as required. 2. Inspect each assembly component for evidence of wear, damage, or leakage. 3. Test the operation of the valve as outlined in the system test in Section 5 - Hydraulic System.
REMOVAL
The dump valve may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Lower the dump body onto the frame. Move the Dump Controller lever to the Float position. 3. Shut the engine off. 4. Verify that all pressure has been relieved from the system.
M1590
01/10/96
UNIT RIG TROUBLESHOOTING

PROBLEM Excessive HOLD flow pressure POSSIBLE CAUSES Restriction in pilot flow Restriction in pilot return line Main flow control poppet stuck in closed position
DUMP CONTROL VALVE
CORRECTIVE ACTION Flush out pilot valve supply line. Flush out line. Replace if necessary. Remove foreign material until poppet moves freely. Check O-rings and back-up rings. Replace damaged parts. Flush out line. Replace if necessary. Adjust or replace. Reset to proper relief valve setting. If trouble persists, disassembly valve. Check spools and bores for excessive wear or scoring. Replace damaged parts. Replace cylinder packing. Repair or replace. Free hole of foreign material. Remove foreign material from poppet, poppet seat, and bore. Make sure poppet seats properly and moves freely. Replace return spring if fatigued or distorted. Replace supply line. Free and clean binding linkage. Check spool and detent balls. Replace if scored or damaged. Replace. Replace cylinder packing. Repair or replace. Check spools and bores for excessive wear or scoring. Replace damaged parts. Verify that the pilot cover is installed properly. 12665-1 Sheet 1 of 4
Restriction in return line of main control valve High operating pressures High operating temperature Main relief is not operating properly Main relief is not operating properly
Excessive leakage in main control valve or pilot valve Cylinder leaking Defective pump Loss of power or delay in reaction time Restriction in the main flow control body pilot hole Anti-void poppet in inlet section stuck open
Ruptured supply line to pilot valve Pilot valve spool not positioned properly Main relief valve not working properly Cylinder leaking Defective pump Excessive leakage in main control valve or pilot valve Void in system
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PROBLEM Noticeable voids in dump cylinder when lowering
POSSIBLE CAUSES Pilot cover installed backwards
CORRECTIVE ACTION Probe cross-hole in cover. The cross-hole on the supply side should be about 1/2 the width of the valve. Replace or see service instructions covering main relief valve. Remove foreign material from poppet, poppet seat, and bore. Make sure poppet seats properly and moves freely. Replace return spring if fatigued or distorted. Clean all foreign material until spool moves freely. Replace damaged or worn parts. Flush out line or replace as required. Replace springs in pairs. Replace pilot pressure line. Free and clean binding linkage. Check spool spring and detent balls. Replace if scored or damaged. Adjust or replace. Replace cylinder packing. Repair or replace.
Main flow control relief valve poppet stuck open Low pressure relief in inlet section stuck open Anti-void poppet in inlet section stuck closed Dump cylinders do not raise or move slowly Spools binding in main control valve Restriction in pilot pressure line Broken springs in either spool Ruptured pilot pressure line Pilot valve spool not positioned properly
Main relief valve set low or not operating properly Cylinder leaking Defective pump
Restrictor poppet incorrect or out of Check assembly print for correct place poppet location. Load drops with lever in Hold position Spool in pilot control valve not positioned properly Free and clean binding linkage. Check spool spring and detent balls. Replace if scored or damaged. Replace spring in pairs. Free holes of foreign material. Replace worn or damaged parts. 12665-2 Sheet 2 of 4
Broken or weak spool return spring in main control valve Holes in either spool or restrictor poppets plugged
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UNIT RIG
DUMP CONTROL VALVE
PROBLEM Load drops with lever in Raise position
POSSIBLE CAUSES Holes in base spool or restrictor poppet plugged Broken springs in spool Spool binding
CORRECTIVE ACTION Free holes of foreign material. Replace worn or damaged parts. Replace broken springs in pairs. Clean all foreign material until spool moves freely. Replace damaged or worn parts. Free and clean binding linkage. Check spool and detent balls. Replace if scored or damaged. Check detent pin. Screw securely into pilot valve spool. Clean out all foreign material until spool moves freely. Replace damaged or worn parts. Flush out foreign material until float poppet operates freely. Flush out line or replace as required. Flush out line or replace as required. Remove foreign material from hole of spool. Replace damaged or worn parts. Remove foreign material or install new parts as required. Remove foreign material until valve operated freely. Replace worn or damaged parts. Flush out line or replace as required. Lap to mating seat or replace. Replace spool springs in pairs. Free hole of foreign material. Flush out line. Replace line if necessary. 12665-3 Sheet 3 of 4
Slow or loss of float
Pilot valve spool not positioned properly
Main control valve spools binding
Float poppet stuck closed Restriction in line between main valve and pilot valve Restriction in pilot valve return line Restriction in hole of spool
Restriction in restrictor poppet Low pressure relief in inlet section stuck closed Restriction in main control valve return line Restrictor poppet in spools not seating properly Noticeable void when lowering dump body Broken spool spring Hole in restrictor poppet plugged Restriction in pilot flow or pilot pressure return line
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PROBLEM Noticeable void when lowering dump body
POSSIBLE CAUSES Ruptured supply line to pilot valve Pilot valve spool not positioned properly External restrictor
CORRECTIVE ACTION Replace supply line. Free and clean binding linkage. Check spool and detent balls. Replace if scored or damaged. Check external restrictor for dirt and correct poppet seating. Replace if necessary. Replace cylinder packing. Clean all foreign material until spool moves freely. Replace damaged or worn parts. Check spools and bores for excessive wear or scoring. Free pilot valve spool. Replace pilot valve if necessary. 12665-4 Sheet 4 of 4
Dump body settles down with control in hold position and engine off. Hold.
Cylinder leaking Spools binding in main control valve Excessive leakage in valves Spool in pilot valve not centering
5. Disconnect all hoses and wiring to the valve. Label each to aid during installation. Install clean plugs or caps over all openings. 6. Remove the capscrews that secure the valve. 7. Remove the valve.
INLET SECTION
The inlet section of the dump valve may be disassembled as follows: 1. Mark both covers (17 and 47) to ensure proper reassembly. 2. Remove the eight socket screws from the inlet cover (47). Remove the cover. 3. Remove springs (24 and 31) and tag for proper reassembly. 4. Remove the low pressure relief valve sleeve (25) with subassembly. 5. Remove the main relief valve assembly (32). 6. Remove the eight socket screws (2), poppet cover (17), springs (19), and poppets (20). 7. Remove all O-rings and back-up rings from the inlet housing.
DISASSEMBLY (Figure 1) NOTE: Note the position and orientation of parts during disassembly. Some parts are not interchangeable. Some parts that appear symmetrical may not be turned around. SECTIONS
The main dump control valve may be split into sections as follows: 1. Loosen and remove the locknuts (10), flatwashers (9), and tie bolts (4) securing the sections together. 2. Carefully separate the sections. Inspect all seals between sections.
NOTE: Do not pry the sections apart with sharp instruments as they may cause damage to mating surfaces.
MAIN FLOW CONTROL POPPETS AND RELIEF VALVE

The main flow control poppets and relief valve may be disassembled as follows:
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UNIT RIG
1. Remove the relief valve poppet (37) from the inlet section. 2. Remove the internal retaining ring (41), plug (43) (with associated parts intact), poppet (33), and piston (34). 3. Remove all O-rings and back- up rings.
DUMP CONTROL VALVE INLET SECTIONS

The inlet sections of the dump valve may be serviced as follows: 1. Clean all parts including subassemblies in solvent, and dry with compressed air. 2. Inspect the hole and ball poppet of the low pressure subassemblies for foreign particles, and clean with compressed air. 3. Examine all springs for breaks or distortion.
NOTE: If associated parts in the plug are removed, the relief pressure setting will be altered. However, to inspect the poppet face and seating surface in the plug, disassembly is necessary.
4. Remove the locknut (45), adjusting screw (44), spring (42), and poppet (46).
4. Inspect all poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks. 5. Inspect all bores and surfaces of sliding parts for nicks, scores, or excessive wear. 6. Insert the poppets into their respective bore and test for fit. The poppets should fit freely, without binding through a complete revolution. 7. Follow the above procedure to check the fit between the low pressure sleeves and low pressure relief valves. 8. Examine all O-rings and back-up rings for damage or wear. Replace as required.
SPOOL SECTION
The spool section of the dump valve may be disassembled as follows: 1. Mark covers (51 and 59) for proper reassembly. 2. Remove the eight socket screws (2), cover (59), and O-rings (61 and 62). 3. Mark both spools (58) with respect to their proper bores and position.
IMPORTANT: The spools are a select fit. They are not interchangeable, and they cannot be turned around in their bores. Reversing the spools will cause improper operation.
4. Mark poppets (55 and 65) with respect to their spools.
MAIN FLOW CONTROL POPPETS AND RELIEF VALVE

The main flow control poppets and relief valves may be serviced as follows: 1. Clean all parts in solvent and dry with compressed air. 2. Inspect O-ring grooves for contamination.
IMPORTANT: The poppets are not interchangeable.

5. Remove the spools (58) with the following: a. Springs (60).
3. Check springs for breaks or distortion. b. Washers (57), O-rings (52), and poppets (54, 55, and 66). 6. Remove the float poppet subassembly (65) as a unit. 7. Remove the eight socket screws (2), cover (51), Orings (62), springs (50), washers, and poppet (68). 8. Remove the plug and O-ring from the end cover (if so equipped). 4. Examine poppet faces and seating surfaces in poppet and plug for scratches or excessive wear. All seats must be sharp and free of nicks. 5. With the O-rings and back-up rings removed, insert poppets into the poppet subassemblies. Test for fit. The poppet must fit snugly without binding through a complete revolution. 6. Examine all O-rings and back-up rings for damage or deterioration. Replace as required.
INSPECTION AND REPAIR 01/10/96
M1590
FIGURE 1 - DUMP VALVE ASSEMBLY
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UNIT RIG
DUMP CONTROL VALVE
FIGURE 1 - DUMP VALVE ASSEMBLY - CONTINUED
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M1590
FIGURE 1 - DUMP VALVE ASSEMBLY - CONTINUED
10
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UNIT RIG SPOOL SECTION

The spool section of the dump valve may be serviced as follows: 1. Clean all parts in solvent, and dry with compressed air. 2. Inspect the hole and ball poppet of float poppet subassembly for foreign particles. Clean with compressed air. 3. Inspect all O-rings for damage or wear.
DUMP CONTROL VALVE

4. Inspect springs for breaks or distortion. 5. Inspect all poppet faces and seating surfaces in the spools. All seats must be sharp and free of nicks. 6 Inspect the spools and their bores for scratches or scoring. Check the fit of each spool in its bore. They should fit freely, without binding, through a complete revolution. 7. Inspect the flow passages in the spools and both covers. The passages must be clean and free of foreign particles. Clean with compressed air.
KEY
55565
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37.
Socket Head Capscrew Socket Head Capscrew Plug O-ring O-ring O-ring Plug O-ring Compression Washer Locknut Tie Rod Fitting Tubing Fitting O-ring Plug Poppet Cover O-ring Spring Check Valve Poppet Low Pressure Relief Valve Assembly Inlet Housing Sleeve Low Pressure Spring (White) Sleeve Back-up Ring O-ring Restriction Poppet Back-up Ring O-ring Spring (Orange) Relief Valve Assembly Relief Valve Poppet (Non Serviceable) Relief Valve Piston (Non Serviceable) Relief Valve Body (Non Serviceable) Back-up Ring O-ring
38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73.
Spring Back-up Ring O-ring Internal Retaining Ring Spring Relief Valve Plug (Non Serviceable) Screw (Non Serviceable) Special Nut Relief Valve Poppet (Non Serviceable) Relief Valve Cover Restriction Screw O-ring Flange Cap Spool Cover O-ring Plug Restriction Poppet (Red) Restriction Poppet (White) O-ring Spool Washer Spool Spool Cover Spring (Green) O-ring O-ring Ball Poppet Restriction Poppet Restriction Poppet Spool Housing Check Valve Poppet Outlet Housing Socket Head Capscrew Inlet Section Assembly Spool Section Assembly Outlet Section Assembly
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ASSEMBLY PRIMARY INLET SECTION Main Flow Control Poppets and Relief Valve
Assemble the main flow control and relief valve subassembly as follows:
tion of the dump valve. The relief valve must fit snugly without binding through a complete revolution.
NOTE: When checking the main relief valve for freedom of poppet, the poppet may not spring back after being pushed toward the plug. This condition is normal as hydraulic oil on the parts will prevent the poppet from returning. The relief valve should be checked in the main dump valve for proof of proper operation. INLET SECTION
Assemble the primary inlet section of the dump valve as follows:
NOTE: It is recommended that all O-rings be replaced during assembly. Lightly lubricate all O-rings with a multipurpose grease. Do not use O-rings other than the manufacturers, as they are made of special compounds.
1. Coat all parts with hydraulic oil. 2. Insert poppet (46) and spring (42) into plug (43), and thread in the adjusting screw (44).
1. Coat all parts including the housing bores with hydraulic oil. 2. Insert poppets (20) and springs (19) into their respective bores. Ensure that the poppets are positioned properly. 3. Place O-rings (18) into their corresponding grooves. 4. Attach cover (17) with socket screws, and torque to 60 ft-lb. (80 Nm) in a cross corner sequence. 5. Insert the low pressure relief valve (21) with its sleeve (23) and spring (24) into the proper bore. 6. Insert main flow control/relief valve assembly (32) and springs (31) into its proper bore. 7. Install O-ring. 8. Attach inlet cover (47) with socket screws. Torque to 60 ft-lb. (80 Nm) in a cross corner sequence. 9. Install the pilot control valve assembly as follows: a. Install O-ring and back-up ring (26 and 27) on sleeve (25). b. Install O-ring and back-up ring (30 and 25) on the poppet. c. Install the poppet (28) into the sleeve (25). d. Install the assembly into the end cover (47) and secure.
NOTE: When the adjusting screw contacts the spring,

an approximate adjustment only can be made. Turn the screw in to raise pressure, and out to lower. 1/4 turn changes the pressure about 150 psi (1 035 kPa). An accurate adjustment can be made when the dump valve is installed.
3. Make an approximate adjustment with the adjusting screw.
NOTE: When changing pressure to a lower pressure,

perform the following:
a. Determine how much the adjustment screw must be turned. b. Turn the screw 1/2 turn beyond the final position. c. Turn the screw back to the final position and install the locknut. Torque the locknut 20 to 30 ft-lb. (27 to 40 Nm). 4. Assemble O-rings and back-up rings as outlined in the illustration. 5. Insert the piston (34) and spring into the poppet, and install as an assembly into poppet.
IMPORTANT: The spring is flared on one end. When correctly installed, the flared end will contact the plug.
6. Insert the plug with associated parts into poppet (43), and install the internal retaining ring (41). 7. Install the relief valve subassembly into the inlet sec-
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Assemble the spool section of the dump valve as follows: sections.
DUMP CONTROL VALVE
2. After verifying their respective positioning place the spool and two inlet sections together. 3. Install the tie bolts, lockwashers and nuts. Tighten the nuts as follows: a. Torque evenly to 20 ft-lb. (27 Nm) in the following pattern : (1) Top bolt on side opposite side with the cast section designators labeled A and B. (2) Bottom bolt on side labeled with designator A and B. (3) Bottom bolt on same side as (1). (4) Top bolt on same side as (2). b. Retorque to 50 ft-lb. (67 Nm) in the same sequence. c. Retorque to 100 ft-lb. (135 Nm) in the same sequence. d. Retorque to 160 ft-lb. (215 Nm) in the same sequence.
1. Coat all parts, including the housing bores with hydraulic oil. 2. Insert poppets (54, 55, and 66) into spools (58). Ensure that the poppets are installed in proper position. 3. Install washers (57) with O-rings (56) and springs (60) into spools (58). 4. Slide the spools into their respective bores. Ensure that the spools are positioned correctly. The spools cannot be turned around even though they appear symmetrical.
NOTE: The V groove on the end of the spool should

always be nearest the cover that the pilot lines connect to.
5. Place all O-rings and back-up rings into their corresponding grooves. 6. Install the check valve poppet (68) and float poppet subassembly (65). 7. Assemble O-ring to the plug, and install the blank cover. 8. Attach blank cover with socket screws, and torque to 60 ft-lb. (80 Nm) in a cross corner sequence.
INSTALLATION
The dump valve may be installed as follows: 1. Position the valve on the mounting bracket. 2. Install capscrews and tighten to secure the valve in place. IMPORTANT: The dump valve has provisions for four mounting bolts. It is recommended that only three be used. The use of four bolts may cause undue binding or distortion. 3. Install all hydraulic and electrical connections and secure to the valve.
NOTE: The covers are marked to correspond with the section they belong on. Each plunger section has cast webs with an A and a B designation on it. The number of the section and the nearest web letter is stamped on the cover. The inlet section is always considered section number 1. When the valve is correctly assembled, the stamped letter and number on the cover should match the web letter and section number. VALVE SECTIONS
The valve sections may be connected as follows: 1. Install all O-rings between the spool and the two inlet
IMPORTANT: Remember to install the orifice that controls overcenter operation in the cavity behind the fitting for the Lower pilot inlet line. The orifice should be installed with the flat side toward the fitting. See the information on the dump system in Section 5 - Hydraulic System for more information.
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4. Test the operation of the system as outlined in the testing procedures under system operation in Section 5 - Hydraulic System.
NOTE: Verify that all relief valves are properly set.
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BRAKE CONTROLLER VALVE PILOT AND CABLE OPERATED, DUAL CIRCUIT

The brake controller valve is a hydraulic pilot and cable controlled multiple spool-type hydraulic valve. It is typically mounted in or above the superstructure platform to the rear of the operators cab. return paths to the tank. Continued movement downward causes the notches of the lower edge of the spools to enter the inlet pressure port areas of the valve body. The pressurized flow of hydraulic oil from the inlet ports is then directed to the brake pressure ports. As the pressure increases in the brake system, oil flows through the small orifices in the cavity below the spools. As the pressure rises, force builds up on the bottom of the regulator spools and begins to push the spools upward. If the control is not released, the spool moves upward and compresses the springs between the spools and the plunger. Once enough pressure is built in the system, it forces the spool up against the spring and closes off the pressurized oil supply to the regulated output ports. The spool is now balanced between the outlet pressure and the pilot pressure. Further depressing the pedal increases the pilot pressures which, in turn, increases the pressure on the springs and repeats the above process until the forces are again balanced. If the operator wishes to release the brakes, releasing the pedal causes the loss of the pilot signal. This results in the spool assemblies becoming unbalanced and moving upward, opening the brake ports to the tank. At this time, the trapped oil in the system is released, allowing the brakes to release. The valve is also designed so that it can be mechanically operated. When lever arm is moved, typically by a pushpull cable assembly, the lever assembly depresses the individual plunger assemblies in a manner similar to that caused by the pilot pressure. Pressure balancing and release also occur in similar manners.
The primary function of the brake controller valve is to regulate hydraulic pressure to the trucks friction brake system, either directly or through the control of other components. In the released position, the valve is relaxed and the regulator spool is in the up or relaxed position. In this state, the notches near the top of the spools are exposed to the tank cavity in the valve body. The lower portions of the notched area in the spools are exposed to the regulated pressure output ports of the valve. This creates a direct link between the tank port and the regulated ports of the valve. In this condition, the pressure in each of the circuits of the brake system equals that in the return lines to the hydraulic tank, approximately 0 psi (kPa) and the brakes are released. When the operator wishes to apply the brakes, depressing the brake pedal causes pilot signal pressures, proportionate to the amount the pedal is depressed, to enter the controller valve through the two pilot or POX ports. This pressure on the top of the plungers causes them to move down on the valve regulator springs. This, in turn, pushes the regulator spools down. As the spools begin to move down the bore, the metering notches move out of the tank cavity and closes off the
FIGURE 1 - BASIC OPERATION OF VALVE (13449)
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A standard proximity switch is used to control the operation of brake lights and other functions affected by the application and release of the brake controller valve.
a. Loosen the locking nuts (27) and washers (28) securing the U-bolts (29) to the assembly and removing the pivot pin (35). b. Remove the arm/cam assembly.

Periodic maintenance of the valve should include: 1. Inspect the valve and related components and connections for evidence of damage, wear, or leakage. Repair or replace as required.
NOTE: It is recommended that steps 6 through 10 be

completed on one spool at a time to ensure proper adjustment. 6. Loosen the set screw securing the adjusting collar (1) to the threads on the plunger (2). 7. Move the adjusting collar counter-clockwise (or toward the ends of the threads) to raise the pressure or clockwise (or to the non-threaded portion of the plunger) to lower the pressure.
NOTE: Visually inspect the cap and boot assembly to

be properly assembled and in good repair. Problems with this assembly could result in improper operation of the valve. 2. Check the operation of the valve as outlined in the procedures in Section 5 - Hydraulic System. Adjust as required by the method called out in these procedures or those detailed later in this portion of the module. ADJUSTING THE VALVE (Figure 4)
NOTE: Fine adjustments may require turning the stop

in increments of as little as 1/8th turn. 8. Retest the pressure as before. Installing the pivot pin and using a flat screwdriver or equivalent as a lever this will allow you to depress the actuator without reinstalling the arm/cam assembly (Figure 2).
Pressure Settings
The maximum outlet pressures of the valve may be adjusted as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the vehicles friction brake system. 2. Check the operation of the valve as outlined in the procedures in Section 5 - Hydraulic System.
NOTES:
1. Adjusting the individual spools as outlined here will affect both the pilot operated service brake and the cable operated hand brake pressures. 2. If the pressure on service (or brake pedal controlled) brake pressure to the front and rear axles are both too high or too low, but still in proper proportion to each other, the adjustment is made by increasing or decreasing the pilot pressure output of the pilot valve. 3. Stop the engine. 4. Drain all pressure from the brake accumulators using the manual accumulator drain valves. 5. Remove the lever arm and actuator assembly as follows: FIGURE 2 - ACTUATION OF THE VALVE (13464)
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9. Secure the collar by retightening the set screw to 25 to 30 inch-lbs (2.8 to 3.4 Nm). It may be necessary to rotate the entire plunger to properly orient the screws. 10. Repeat the process with the other spool assembly if required. 11. Reinstall the arm/cam assembly to the spool section. Torque the nuts on the U-bolts in even increments a final torque of 140 to 150 inch-lbs (16 to 17 Nm). 12. Apply and release the brakes a number of times. Verify that the pressure settings do not change. If they do, repeat the above process as required. 13. Repeat steps 1 through 12 until the adjustment is complete.
NOTE: When the assembly is new or has been

serviced, it is not uncommon for the pressures to decrease slightly due to the seating effect of the components. 14. While monitoring the brake pressure and with the engine at low idle speed, depress the pedal as quickly as possible. The pressures should reach maximum within 1 second of the time the pedal was depressed. 15. Release the pedal and reapply slowly. Make sure that the pressure increase on each circuit is smooth and no sticking of the spool is observed. 16. Hold the pedal fully depressed for 20 seconds. Verify that the pressures remain at the proper level at all times the pedal is depressed. 17. Slowly release the pedal. Make sure that the brake pressure decrease is smooth and no sticking of either spool is observed. 18. Verify that the valve has an output of 0 psi (kPa) when fully released.
FIGURE 3 - DEAD BAND ADJUSTMENT (13465) 3. Install a 0.025 inch (0.63 mm) shim between the pedal return stop and the actuator base return stop (Figure 3). 4. Turn the dead band adjustment screw down (clockwise) until the adjustment screw is touching the actuator cap. 5. Continue turning the adjusting screw clockwise until a pressure reading is indicated on the gauge. 6. Turn the adjustment screw 1/8 turn counter-clockwise. 7. Apply a few drops of Loctite 242 (or equivalent) to the jam nut and tighten to secure the adjusting screw. 8. Remove the shim stock.
Adjusting the Proximity Switch

The proximity switch may be adjusted as follows: 1. Thread the switch into the base until it contacts the arm/cam assembly. 2. Turn the switch outward 1/4 to 1/2 turn. Secure in place with jam nut. 3. Slowly apply the Hand Brake. The switch should actuate as soon as the pedal is depressed, even slightly.
Dead Band Adjustment (Figure 3)

The operational dead band of the arm/cam assembly may be adjusted as follows: 1. Loosen the dead band adjustment screw by turning counter-clockwise until it is no longer touching the actuator cap. 2. Apply Loctite 242 (or equivalent) to the threads on the adjustment screw.
NOTE: In some applications it may be desirable to

slightly delay the actuation of the switch in order to increase the system brake pressure when the switch actuates. In these cases, it will require readjusting of the pedal, dead band, and proximity switch settings to obtain the desired pressure levels.
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REMOVAL
The valve may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Drain all hydraulic pressure from the brake system as outlined in the procedures in Section 5 - Hydraulic System or equivalent.
d. Remove the arm/cam assembly and inspect for evidence of wear or damage. Set aside for later reassembly. 4. Remove the four button head capscrews (40) securing the boot retainer plate (41). 5. Remove the boot retainer plate (41), boot (39), and actuator cap (38) as an assembly by grasping the boot and gently lifting from the valve body.
NOTE: In low temperature applications the boot and

actuator cap are sub-assembled with special low temperature adhesive and should be replaced as a unit. It is important that all pressure in the hydraulic portion of the brake actuation system be released prior to working on any components or loosening any hydraulic fittings. 3. Open the access panel covering the valve. 4. Disconnect the hydraulic connections to the valve. Cap or plug all openings. Label each to aid during the installation process. 5. Remove any electrical connections. Label each to aid during the installation process. 6. Remove the capscrews and locknuts securing the valve in place. 7. Remove the valve. 6. Loosen the socket head screw securing the adjusting collar (1) to the threads on the plunger (2). 7. Move the adjusting collar counter-clockwise (or toward the ends of the threads) and remove. 8. Remove the two socket head capscrews that secure the actuator base to the valve body. Remove the actuator base. 9. Position the valve upside down in a table vise. 10. Remove the capscrews (26) and washers (25) from the bottom of the valve. Remove the sleeve retainer (24). 11. Remove the valve from the vise and sit upright on a work bench.
The brake valve may be disassembled as follows: 1. Drain all oil from all ports of the valve by actuating several times over a suitable container. 2. Secure the valve upright in a table vise, using care not to damage any components. 3. Remove the arm/cam assembly as follows: a. Remove the proximity switch (48) to prevent damage and set aside. b. Loosen, but do not remove, the four 1/4 inch locknuts (27) and washers (28) from the two U-bolts (29) securing the actuator pivot pin (35). c. Remove the pivot pin (35) using a punch and hammer if necessary.
NOTE: Throughout the following procedures, it is

important to keep the individual circuits and circuit components separated and identified as to where they came from. Otherwise varying component tolerance stack may cause problems. 12. With the valve upright, the retaining plug (23) should slide out. If not, lightly tap the plug to dislodge. 13. Remove the O-ring (22) from the counterbore in the base of the valve body. Inspect, and then discard this seal. 14. With the controller still upright on the work bench, hold the valve in one hand and push one of the plungers (2) down with the other hand until the regulator sleeve and spool assembly loosens. 15. Repeat with the other spool assembly. 16. Turn the valve on its side on the work bench.
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17. Remove the regulator sleeves and spool assemblies from the valve body. 18. Remove the spools (8), reaction plungers (16), and spool return springs (15) from the regulator sleeve (14). 19. Remove the spring seat (7), regulator springs (5 and 6), and plunger return spring (4) from the valve body. 20. Position the valve upright on the work bench. 21. Remove the actuator plunger (2) by pushing down (toward the bottom of the valve) on the plunger with your hand until the plunger slides out. 22. Remove the O-rings and Teflon back-up rings from the actuator sleeve and discard. 23. Remove the wiper seals (17) and the Poly-Pak seals (19) and the back-up ring (18) from the actuator section. Inspect and discard.

b. Support the unit around the insert on a small spacer such as a short piece of pipe. c. Lightly tap the insert free by lightly striking the bolt head with a small hammer. d. If the inserts were removed from the actuator base: (1) Position the actuator base upside down on the work bench and support directly under each of the mounting holes. (2) Install the threaded insert into the base by tapping lightly with a small hammer until the insert flanges are flush with the base.
IMPORTANT: Be sure that the base is supported to

avoid breakage. (3) Thoroughly re-clean the assembly. e. If the insert was removed from the cam:
INSPECTION AND REPAIR (Figure 4)

The disassembled valve may be serviced as follows: 1. Clean all metal components in clean solvent and dry with dry compressed air. Do not use rags. 2. Inspect all components for evidence of wear or damage. Repair or replace as required. 3. Inspect the plunger for wear on the sides where it moves through the seals. If axial grooves are seen or any wear is apparent, replace the plunger. 4. Place the regulating spool into its sleeve. Push the spool lightly through the sleeve. The spool must be able to move freely and smoothly the entire length of the sleeve. If it cannot, it must be replaced. (1) Place the cam upside down on workbench and support it at the center hole. (2) Install the insert by tapping lightly with a small hammer until flush with the cam surface.
IMPORTANT: Be sure that the cam is supported to

avoid breakage. (3) Thoroughly re-clean the assembly. 7. Inspect the boot (39) for evidence of cracking, tears, or other damage. If damage is evident, the boot must be replaced. This may be done as follows:
NOTE: In low temperature installations, a kit is available

(and recommended) that bonds the special boot to the actuator cap with a low temperature adhesive. a. Remove the boot from the cap (38). Discard the old boot. b. Thoroughly clean the sides of the cap by scraping the lip where the cap contacts the boot, using a clean knife or other suitable scraper. Clean thoroughly to remove all residual adhesive or other particles from the cap. c. Apply a thin coat of Loctite Prism 410 (or equivalent) onto the two long sides of the upper side of the cap.
IMPORTANT: Never replace just the spool or sleeve.

They must be replaced as a matched set. 5. Inspect each spring carefully for evidence of cracks or breakage. Any spring found with a problem must be replaced. 6. Inspect the threaded inserts in the valve. If any of the threads are damaged, the inserts must be replaced. This may be done as follows: a. Install a bolt with a matching thread into the insert from the side opposite the insert flange.
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NOTE: Do not apply the sealant to the rounded sides

as these must be free to allow the boot to breathe. d. Carefully position the cap into the new boot groove, wiping off the excess glue. e. Position the boot such that it conforms to the top of the cap, then set aside. The adhesive requires about 30 minutes curing.
10. Install one split nylon back-up ring (9) above the Oring (10) located at the top end of the sleeve. Position the back-up ring so that it is next to the top of the regulator sleeve.
NOTES:
1. This O-ring is the smallest of the three o-rings. 2. The top of the sleeve is the end with the smallest OD. 11. Repeat steps 6 through 10 for the second bore or circuit. 12. Install an O-ring (3) into the O-ring groove located at the largest diameter end of the actuation plunger (2). 13. Install a split Glyde Ring (3) over the O-ring.
ASSEMBLY (Figure 4)
The valve may be assembled as follows:
NOTES:
1. During assembly, lightly lubricate the O-rings, seals and other components with hydraulic oil compatible with that in the units hydraulic system. 2. It is important the components be reinstalled in the same circuits or bores from which they were removed to prevent problems from component tolerance stack. 1. Install the Poly-Pak seal (19) in one of the grooves in the valve body first. Position the seal in the groove so that the internal O-ring inside it is facing downward toward the bottom of the valve (Figure 5). 2. After the seal is in the groove, push it down with a smooth O-ring tool to make sure that the internal O-ring is still seated inside the Poly-Pak seal and did not get dislodged during installation. 3. Install the back-up ring (18) on top of the Poly-Pak seal. Start by hand and then continue to work into the groove, either by hand or using an O-ring installation tool. 4. Install the wiper seal (17) in the top counterbore. Position in the groove so that the register lip is facing up toward the actuator. 5. Repeat steps 1 through 4 for the other bore. 6. Install an O-ring (10) into the smallest groove (on the top) of the regulator sleeve (14). 7. Install O-ring (12) into the middle groove on the regulator sleeve (14). 8. Install O-ring (13) into the largest groove (on the bottom of the regulator sleeve (14)). 9. Install a split nylon back-up ring (11) into each side of the O-ring (12) located in the middle of the regulator sleeve.
NOTE: Twist and squeeze the split Glyde Ring into a

small circle before installing to ensure a tight fit over the O-ring. 14. Repeat steps 12 and 13 for the second bore or circuit. 15. If a new cam is being installed, install the threaded insert as per the instructions in Inspection and Repair. 16. Lightly lubricate the actuation plunger Glyde Ring (3).
NOTE: In the following steps, it is important to

remember to install the components in the same bore from which they were removed. 17. Install one of the actuation plungers (2) into the one of the bores or circuits. Make sure that the actuation plunger is completely seated and bottomed.
NOTE: Be careful not to damage or cut the Glyde Ring

during installation. Observe the Glyde Ring assembly through the tank port as the plunger is being installed. It may be necessary to work the Glyde Ring past the sharp edge in the body to prevent damage to the seal (Figure 6). 18. Repeat steps 16 and 17 for the second bore or circuit.
NOTE: Again, it is recommended that the components in one bore or circuit be installed before beginning the other one.
19. With the valve held by a vise in an upside down position, install the plunger return spring (4), regulator springs (5 and 6), and spring seat (7) into the correct bore.
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FIGURE 4 - BRAKE VALVE ASSEMBLY (13516, SHEET 1 OF 2)
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FIGURE 4 - BRAKE VALVE ASSEMBLY (13516, SHEET 2 OF 2)
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UNIT RIG NOTE: If the spring seat (7) does not position itself correctly on top of the regulator spring, lightly shake the valve to correctly seat the spring seat.
20. Install the spring into the open end of the regulator spool (8). 21. Lightly lubricate the regulator spool (8). 22. Install the regulator spool (8) on the regulator sleeve (14). The spherical end of the spool must be at the top of the regulator sleeve.

26. Install the spool return spring (15) into the correct spool (8). 27. Lightly lubricate and install the reaction plunger (16) into the regulator spool. 28. Install the spool into the sleeve with the spherical end of the spool toward the top of the valve. 29. Repeat steps 19 through 28 for the second bore or circuit. 30. Lightly lubricate the large retainer plate O-ring (22) and install into the counter bore at the base of the regulator sleeve. 31. Install the retainer plug (23) into the counterbore at the bottom of the valve.
NOTES:
1. The top of the sleeve is the end with the smallest OD. 2. Check to ensure that the spools will slide smoothly and freely. Replace the entire sleeve assembly and spool if the spool does not slide smoothly and freely. 23. Remove the spool (8) from the sleeve before installing the sleeve into the body. 24. Lightly lubricate the O-rings (10, 12, and 13) on the regulator sleeve. 25. With the spool (8) temporarily removed from the sleeve, install the regulator sleeve (14) into the correct valve body bore. Push the sleeve carefully into the body until the sleeve retaining flange at the base of the sleeve contacts the valve body.
NOTE: Make sure that the steps on the retainer plug

are facing the counterbore or toward the top of the valve. 32. Install the sleeve retainer (24) on top of the retainer plug. Secure with the socket head capscrews (26) and lockwasher (25), tightening alternately diagonally to evenly seat the regulator sleeve assembly. Torque to 140 to 150 inch-lb (16 to 17 Nm). 33. Install the actuator base on top of the valve.
NOTE: Make sure that it is properly positioned to ensure

needed port orientation. Tighten the two socket head capscrews evenly. Torque to 180 to 190 inch-lb (20 to 21 Nm). 34. Screw the adjustment collars (1) onto the actuation plungers. Screw all the way down until each bottoms on the threads.
FIGURE 5 - SLEEVE SEAL PLACEMENT (13471)
FIGURE 6 - VIEW THROUGH TANK PORT (13472)
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INSTALLATION
It is extremely important to bottom the collar on the threads to prevent over-stressing or breaking the springs during the pressure adjustment. 35. Tighten the collar tightening screws, snug only. 36. Install the arm/cam assembly follows: a. Assemble the actuator cap (38), boot (39), boot retainer plate (41) to the actuator base with the four button head capscrews (40) and tighten. The valve may be installed on the truck as follows: 1. Position the valve in the proper mounting location. Secure in place with capscrews and locknuts. 2. If removed, install the proximity switch (48) into the valve and adjust as outlined in the instructions in Maintenance and Adjustment. 3. Reconnect the hydraulic and electrical connections to the valve assembly. 4. Bleed all entrapped air and contaminates as outlined in the system instructions in Section 5 - Hydraulic System or equivalent. 5. Test and adjust the valve as outlined in the instructions in Maintenance and Adjustment in this module and in the system instructions in Section 5 - Hydraulic System. 6. Close or install any access panels removed.
NOTE: In low temperature installations, a kit is available

(and recommended) that bonds the special boot to the actuator cap with a low temperature adhesive. b. Insert the pivot pin (35) through the hole in the actuator base, through the holes in the U-bolts and through the pivot pin hole in the other side of the actuator base. As it is being inserted, install the two lever return springs (36 and 37). c. Center the pivot pin and secure by tightening the four hex nuts (27) and washers (28) on the two U-bolts (29). Tighten evenly to a final torque of 140 to 150 inchlbs (16 to 17 Nm).
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HYDRAULIC FILTERS
HYDRAULIC FILTERS
(Figure 1) Several high pressure filters are included in the trucks hydraulic systems to remove contamination and improve the operation and service life of the system components. 1. Dump System - two filter assemblies (one on the outlet supply from each section of the dump pump assembly) and are located on the left side of the main frame in front of the hydraulic tank. 2. Steering System - single assembly (on the outlet supply from the steering pump assembly) located on the left side of the main frame with the dump filters. Continued operation of the filters with the differential indicators activated can allow unfiltered oil to flow around the element and through the remainder of the system. This will result in damage to the system and its components.

(Figure 1) Periodic maintenance should include the following: 1. Inspect the filter assemblies, connections, and hoses for leakage or damage. Repair or replace as required.
OPERATION
Pressurized oil from the pump assemblies enters the filter inlet and is routed through the inlet, into the center of the element. After passing through the element, it exits through the outlet port. A relief or by-pass, valve is installed in each filter assembly that limits the maximum differential pressure through the element to 50 +/- 5 psi (345 +/- 35 kPa) in conditions such as with cold oil or a plugged to overrestrictive filter element. A separate by-pass indicator is included that monitors the differential pressure through the element and reports it. Standard is a mechanical indicator that is read on the exterior of the filter assembly head. Also available as an option is an electoral switch that operates a cab mounted warning indicator system. Both of these systems are designed to activate when the differential pressure through the element has reached a level which soon will allow the by-pass valve to open.
NOTES:
1. The filters do not normally require special attention between servicing intervals except for periodic monitoring of the differential warning devices. 2. If external leakage is noted, replace the seals at the location of the leak. For bowl seal leaks, replace the Oring (7) and back-up ring (8), with the back-up ring (8) as shown in the illustration. 3. If the leakage persists, check the sealing surfaces for scratches or cracks. Replace any damaged or defective components.
2. With the hydraulic oil at operating temperature (e.g. greater than 120 F (49 C)) and all controls in their neutral position (e.g. steering and brakes released, Dump Controller lever in Float position). a. Check the position of the mechanical indicator. Depress the red indicator button if extended. b. Start the engine. c. Accelerate the engine to rated speed and hold. d. Verify that:
TROUBLE SHOOTING
PROBLEM Excess bypassing of oil POSSIBLE CAUSES Oil cold CORRECTIVE ACTION Oil will bypass more at low temperature. Check when at normal operating temperatures. Repair or replace as required.
12648
Element plugged or damaged
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KEY
1. 2. 3. 4. O-RING PLUG FILTER HEAD ASSEMBLY MECHANICAL INDICATOR OR ELECTRICAL SWITCH 5. O-RING 6. O-RING 7. O-RING 8. BACK-UP RING 9. ELEMENT 10. BOWL 11. O-RING 12. DRAIN PLUG
FIGURE 1 - FILTER ASSEMBLY 2 M1597 04/20/99
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(1) On filters equipped with the mechanical indicators, the indicator remains in the depressed state. (2) On filters equipped with the electrical indicators, the indicator light remains off.
HYDRAULIC FILTERS NOTE: It may be necessary to use a correct size wrench on the hexagon at the base of the filter bowl (10) to loosen the bowl initially.
8. Remove the element (9) and seal rings (7 and 8). 9. Carefully inspect the surface for visible contamination or damage. Normally no contamination or particles should be seen, but if there are some present it may be an early warning of system component breakdown and can indicate potential failures. 10. Discard the filter element (9) and its seal rings (7 and 8). The filter element is not cleanable. Any attempt to clean the element can result in degradation of the filtering medium and allow contaminated fluid to flow through the filter element.
NOTE: These indicators are designed to show that the differential pressure through the element has reached a level that has or will soon allow the oil to by-pass the filtering medium and not properly filter the impurities.
e. Slow the engine to low idle speed and stop. CHANGING THE FILTER ELEMENT The filter elements may be changed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Drain all hydraulic pressure from the trucks accumulators and release the pressure in the hydraulic reservoir as outlined in the instruction for operating those systems.
Do not attempt to clean or re-use any element or seal. 11. Inspect and remove all remaining O-rings and backup rings including those on the plugs. 12. Clean the bowl (10) and filter head assembly (3) with clean solvent. Inspect for evidence of wear, leakage, or damage. Repair or replace as required. 13. Lubricate all new O-rings, back-up rings, and threads on the filter bowl (10) with clean hydraulic oil of the same specification of that in the trucks hydraulic system. Install all of these seal rings in their proper position as shown in the illustration. 14. Lubricate the element O-ring with clean hydraulic oil of the same specification of that in the trucks hydraulic system. Install a new element (9) straight onto the nipple in the head assembly (3).
Failure to release all stored pressure in the system before beginning to service the filter assembly could result in explosive loss of fluid, damage to the equipment, and possible personal injury.
The oil in the hydraulic system typically operates at a high temperature. Extra care should be taken when draining this oil to avoid contact with the skin or clothing. 3. Install a drain pan securely under the filter assembly being serviced. 4. Open the filter bleed plug (2) 1-1/2 turns and allow any entrapped pressure to escape. 5. Remove the drain plug (12), and allow the oil to drain completely from the bowl (10). 6. Temporarily reinstall and tighten the drain plug (12) and bleed plug (2). Do not over tighten. 7. Unscrew (counter-clockwise) the bowl (10) from the head assembly (3) and remove.
NOTE: While pushing up on the bottom of the element with sufficient force, a definite slight sudden movement of the element should be felt as the seals properly seat over the relief valve in the head assembly. If this is not felt, check to make sure that the element is properly seated. IMPORTANT: Failure to seat will allow hydraulic fluid to by-pass the filter element and not be adequately filtered to assist in properly protecting the system and its components.
15. Install the bowl (10) onto the head assembly (3).
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Screw the bowl onto the head assembly until it bottoms out. Do not over tighten, as O-ring sealing is not improved.
IMPORTANT: A contaminated system can quickly plug a new filter element, especially when equipped with silt removal grade media. It may require one or two initial element changes to stabilize element life. SERVICE
Do not use a pipe wrench, hammer, or any tool other than a suitable wrench to tighten the bowl to the head assembly. 16. Install the drain plug (12) with a new O-ring (11). 17. Start the engine, and allow the hydraulic system to operate and check for leaks. 18. If air is entrapped in the system, bleed as instructed in Section 5 - Hydraulic System. 19. Once the hydraulic oil is again at operating temperatures, verify the condition of the filter as outlined previously in these instructions.
Normal service requirements other than the periodic replacement of filter elements include the replacement of leaky seals, or the repair of damaged components, or connections.
NOTE: When replacing a mechanical indicator or electrical differential pressure switch (4), new O-rings (5 and 6) should be installed and the switch tightened to a final torque of 40 ft-lbs (54 Nm).
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DUMP CYLINDERS
DUMP CYLINDERS
The dump cylinders are two-stage, double-acting, hydraulic cylinders. The cylinders are mounted with the rod end attached to the frame and the base end to the dump body. a. With the dump body resting on the body pads, park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. b. Stop the engine and allow the system to release all entrapped pressure. Verify that the Dump Controller lever is in the Float position. c. Remove the hose from the extend port side of the cylinder to be tested where it connects to the dump valve. d. Place the end of the hose in a clean empty container. e. Start the truck engine and once operating, accelerate to rated speed. f. Move the Dump Controller lever to the Lower or Power Down position and hold. Maintain for 30 seconds. g. Return the Dump Controller lever to the detented Float position. h. Measure the fluid captured from the cylinder. (1) For new cylinders, it should be less than one-half gallon (1.9 liters). (2) For used cylinders it should be less than one and one-half gallons (5.7 liters).
OPERATION
The dump cylinders raise and lower the dump body. The cylinders are positioned so that they lift the front of the dump body, which pivots at the rear. The oil is directed into and out of each cylinder through a pair of ports on the piston rod (lower) end of the cylinder. To raise the body (extend the cylinders), the hydraulic oil is directed from the dump valve into the extend port of each cylinder. The oil moves up the center tube pressurizing the first and second stage pistons of each cylinder, causing the cylinders to extend. The first and second stages extend together until the first stage bottoms out. The second stage then extends out from the first stage. The oil from the rod end of the cylinder flows out through the retract lines in the center tubes, exits through the retract port, and returns to the hydraulic tank through the dump valve. In the lower or retraction cycle, the pressurized oil is routed into the cylinders retract ports, up the center tube passage to the rod end of the cylinders. The second stage retracts first, followed by the first stage. The oil from the base end of the cylinder exits through the extend port and to the tank through the dump valve.

Periodic maintenance should include the following steps. 1. Clean each dump cylinder, especially any contamination from the rod and cylinder tube. 2. Inspect for wear, leakage, or damage. Repair or replace as required. 3. Verify that the cylinder connections to the frame and dump body are lubricated, secured properly, and free of damage. 4. If the cylinder seals are suspected of bypassing, the by-pass flow may be measured as follows:
NOTE: Flows in excess of these levels (for 30 second test) indicate excessive seal by-pass is occurring and service is recommended.
i. Reinstall the hose on cylinder. j. Bleed entrapped air before returning to service.
REMOVAL (Figure 2) NOTE: It is recommended that the cylinders be removed and serviced in pairs. Note the direction that the extend and retract ports face on the cylinder, so that the cylinder will be installed in the same position.
The dump cylinders may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system.
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2. Drain the system or relieve all pressure before loosening any lines. Place the Dump Controller lever in the Float position.
5. Remove the retainer ring (5). 6. Install the assembly ring tool (not shown) in the snap ring groove.
Never loosen any pressurized lines or components. Always drain the system, or relieve all pressure first. 3. Close the hydraulic fluid supply valve at the hydraulic tank. 4. Disconnect the hydraulic lines from the cylinder. Label each to ensure proper reassembly. Install clean caps and plugs on all open fittings.
NOTE: The dump body may have to be blocked up slightly to allow clearance for the dump cylinder to be removed.
5. Secure the cylinder in place with the shipping brackets, a chain, or equivalent. 6. Remove capscrew assembly (7, 8, and 9), upper plate cap (6), and upper pivot pin (4). 7. Remove capscrew assembly (7, 8, and 9), lower plate cap (6), pin (4), and spacers (5).
NOTE: The assembly ring (tool) is a device used to fill the snap ring groove during the installation and removal of the pistons. This ring creates a temporary smooth surface with the cylinder bore, which allows the seals to pass over without damage. Failure to use this tool could allow the piston seals to expand in the groove and the cylinder to seize. 1. A metal version has been made by modifying a snap or retaining ring of the proper external dimensions, by machining the internal diameter to the internal diameter of the cylinder bore. 2. A alternative method that has been successfully used entails inserting a 2-377 size O-ring (either 90 duro buna or polyurethane) into the grove and coating liberally with an O-ring lubricant or equivalent.
7. Remove the lockwire and socket head capscrews securing the piston assembly (10) to the 1st stage rod (11). 8. Remove the piston assembly (10). 9. Remove the assembly ring (tool). 10. Remove the wear ring (6) and piston seal (7). 11. Remove the second stage rod assembly from first stage. 12. Remove the rod seals (18, 19, and 20) from the first stage assembly. 13. Remove the packing gland (22) from the first stage rod (11). 14. Remove the wear rings (13), rod seals (17 and 19), and O-ring seal and back up ring (14 and 15) from the packing gland. 15. Remove any remaining parts.
NOTE: It may be necessary to use a puller.

8. Remove the cylinder.
Use care to prevent the cylinder from extending during removal.
The cylinder may be disassembled as follows: 1. Position the cylinder horizontally in a clean work area of sufficient size to allow for easy access and disassembly. 2. Remove lockwire (23) and drilled head capscrews (21) securing the packing gland (22). 3. Remove the 1st and 2nd stage subassembly from the body tube. 4. Remove the snap ring (4) in the groove on the 1st stage rod.

The cylinder may be serviced as follows: 1. Clean all metal components with solvent (especially seat and ring grooves and other passages). Inspect for scoring wear or damage. Repair or replace as required.
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DUMP CYLINDERS
KEY
80052E
01. Body 02. Socket Head Capscrew 03. Hardened Flatwasher 04. Snap Ring 05. Retaining Ring 06. Piston Wear Ring 07. Piston Seal 08. Piston Seal 09. Piston Wear Ring 10. Piston 11. 1st Stage Rod Assembly 12. 2nd Stage Rod Assembly 13. Rod Wear Ring 14. O-ring 15. Back-up Ring 16. Rod Wear Ring 17. Rod Seal 18. Rod Seal 19. Rod Seal 20. Rod Seal 21. Drilled Head Capscrew 22. Packing Gland 23. Safety Wire
FIGURE 1 - DUMP CYLINDER
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2. Inspect all seals and wear rings for evidence of damage, then discard. 3. Inspect all threaded components for evidence of damage. Repair or replace as required. 4. Inspect the mounting bushings and retainers for evidence of wear or damage. Repair or replace as required.
4. Carefully install the second stage rod assembly into the center of the first stage using care not to damage the components. 5. Assemble the piston as follows: a. Install the piston seal (7) on the piston (10). b. Install the wear ring (6). c. Install the assembly ring (discussed in Disassembly) in the snap ring groove in the first stage rod. d. Lube the seals and wear rings with the hydraulic oil or lubricant mixture compatible with the oil to be used in the trucks hydraulic system. 6. Install the piston assembly (10) onto the 1st stage rod (11). Use the two of the socket head capscrews (2) and hardened flatwashers (3) (inserted 180 apart) to draw the piston (10) against the second stage rod (12).
ASSEMBLY (Figure 1) IMPORTANT: It is recommended that all gasket seals be replaced each time the cylinder is disassembled. NOTE: Prior to assembly coat each surface and/or seal with hydraulic oil compatible with that in the system in which it will operate.
The cylinder may be assembled as follows: 1. Assemble the packing gland: a. Install the O-ring seal (14) with back-up ring (15). b. Install the rod seals (17 and 19) with the sealing lips outward (to act as wiper rings). c. Install the wear rings (13). d. Lube the seals and wear rings in the packing gland and the end of the first stage rod (11) with hydraulic oil, or lubricant mixture compatible with the oil to be used in the units hydraulic system. 2. Install the packing gland (22) on the first stage rod (11). Slide on several inches (mm) past the end.
NOTE: Use care not to allow the seals to bind during assembly.
7. Remove the piston assembly ring from the first stage rod groove. 8. Install the remaining socket head capscrews/hardened flatwashers. Torque to 280-290 ft-lbs (280-290 Nm) in stages of 100, 200 and 280-290 ft-lbs (135, 265, and 380-390 Nm) using a criss-cross or X pattern. 9. Lockwire the socket head capscrews in pairs. 10. Install the retainer ring (5) against the piston. 11. Install the snap ring (4) in the groove in the first stage rod. 12. Lube the piston seals in the chamber on tube and the piston seals and bearings and wear rings with the hydraulic oil or lubricant mixture compatible with the oil to be used in the trucks hydraulic system. 13. Install the 1st and 2nd stage subassembly in the body (1). 14. Install the drilled head capscrews (21) and hardened flatwashers (3). Torque to 280-290 ft-lbs (380390 Nm) in stages of 100, 200, and 280-290 ft-lbs (135, 265, and 380-390 Nm) using a criss-cross or X pattern. Lockwire in pairs when complete.
NOTE: The gland should not bind on the rod in any

position.
3. Assemble the first stage rod assembly as follows: a. Install the rod seals (20) in the rod assembly. b. Install the rod seal (19). c. Install the rod seal (18) with the sealing lips outward to act as a wiper ring. d. Lube the seals and wear rings with hydraulic oil or lubricant mixture compatible with the oil to be used in the trucks hydraulic system.
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15. If removed, install the self aligning bushings (2, Figure 2) the upper and lower mounting positions and secure with retainer rings (3, Figure 2). 16. If possible, proof test the cylinder to 3000 psi (20 000 kPa) as outlined in the instructions in Maintenance and Adjustment in this module. 17. If the cylinder is not being installed immediately plug all ports with push in split flange plugs or bolted cover plates and coat bearings to prevent corrosion.
DUMP CYLINDERS
6. Remove the chain securing the cylinder retracted. Extend the cylinder until the upper yoke is in position between the dump body flanges. Install the pin (4) and secure with capscrew (7), lockwasher (8), flatwasher (9), and cap plate (6). 7. Connect the hydraulic hoses. 8. Bleed the entrapped air from the cylinder as follows: a. Start the truck and operate at low idle. b. Move the Dump Controller lever to Lower and hold for several seconds. c. Move the lever to Raise and allow the body to
The cylinder may be installed as follows: 1. Inspect the upper and lower mounting pins for evidence of wear or damage. Repair or replace as required. 2. Inspect the upper and lower mounting brackets/bushings for evidence of wear or damage. Repair or replace as required. 3. Secure the cylinder with a chain or other suitable means to prevent it from extending when lifted. 4. Lift the cylinder into position on the lower pivot pin with the larger or extend port to rear and the flat side of the body toward the frame. 5. Install the lower pin (4) with spacers (5) on each side. Secure with the capscrews (7), lockwasher (8), flatwasher (9), and plate cap (6).
lift. d. Move lever to Lower, release and allow the body to float down until it rests on the frame. e. Repeat steps b through d in 2 ft (0.7 m) increments until all air is purged from the system. f. Refill the hydraulic reservoir. 9. Test the operation of the dump system as outlined in Section 5 - Hydraulic System.
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KEY A84148 01. Dump Cylinder 02. Self Aligning Bushing 03. Internal Retaining Ring 04. Pin 05. Bearing Spacer 06. Cap Plate 07. Capscrew 08. Lockwasher 09. Flatwasher 10. Nut * 11. Locknut * 12. Flatwasher * 13. Stud * 14. Clamp * 15. Block * * For shipment and maintenance use only.
FIGURE 2 - DUMP CYLINDER INSTALLATION
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HYDRAULIC STEERING SYSTEM

Components in the steering system include: 1. Steering pump - variable displacement, pressure compensating piston pump assembly comprising the rear section of the triple hydraulic pump assembly attached to a frame mounted bracket. 2. Hydraulic filter - pressure filter assembly with replaceable cartridge element mounted on the inside of the frame on the drivers side near the hydraulic tank. 3. Steering accumulators - long, slender piston type accumulator mounted in front of the hydraulic tank. 4. Steering orbital valve - cylindrical valve attached to the base end of the steering column behind the access panel in front of the cab. 5. Steering system flow amplifier - rectangular valve mounted inside the front frame rail, in front of the front axle assembly. 6. Steering cylinders - double acting hydraulic cylinders mounted on the front of the front axle assembly. 7. Steering manifold - multi-valve, metal manifold with externally mounted cartridges, mounted on top of the steering system hydraulic filter. 8. Manual power supply pump - 24 Vdc electric motor driven hydraulic pump mounted on the pump mounting platform. It is intended to be used for pressurizing the steering and brake systems during maintenance purposes (such as towing a disabled truck) only. 9. Pressure switches - typically diaphragm type pressure switches located as follows: a. Low Steering Pressure (LSP) - mounted on the steering manifold. This switch warns the operator of decreased pressure in the steering system that results in diminished steering performance. b. Manual Power Supply Pressure (MPSP) - mounted on the steering manifold. This switch controls the automatic operation of the manual power supply pump under specific operating conditions. The hydraulic steering system consists of two subsystems, supply and operation, which perform together to control the operation of the steering system.
SUPPLY
Hydraulic oil to supply the system is drawn from the hydraulic reservoir into the steering pump assembly. The pump is a piston type pump with a moveable swashplate that is controlled in a pressure-compensating mode. In this configuration, the pump swashplate stroke is controlled from 0 to maximum displacement per revolution to provide a flow sufficient to maintain constant pressure of 3500 psi (24 130 kPa) in the system accumulators. The output of the pump is routed to the accumulators through a high pressure oil filter and steering manifold and on to the steering and brake accumulators, which are kept at a constant state of charge. The majority of operating time, the steering pump output will equal the steering demands without depleting the accumulator reserves.
OPERATION
The control of the system is based on a principle of flow amplification, in which a limited or pilot flow from the steering valve is used to control the operation of the flow amplifier valve that regulates system flow to the steering cylinders. When the steering wheel is held stationary (considered the neutral position whether the vehicle is traveling straight or being controlled during a turn): 1. The supply of oil from the steering pump is routed across the integral priority valve in the flow amplifier. 2. The directional control valve remains in the centered position. In this mode, any pressure surges induced by road conditions (e.g. when striking a hole in the road) are absorbed by the integral shock valves in the flow amplifier instead of being transmitted to the steering control unit, non-reactive steering. When the steering valve is activated (by movement of the steering wheel) to change the position of the vehicles front wheels: 1. A load sense signal is passed from the steering valve to the flow amplifiers priority valve. 2. The priority valve shifts changing the path of the oil
OPERATION
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FIGURE 1 - STEERING SYSTEM OPERATION - NON STEERING MODE (13598A)
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FIGURE 2 - STEERING SYSTEM OPERATION - TURNING (13598B)
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FIGURE 3 - STEERING SYSTEM OPERATION - MANUAL POWER SUPPLY OPERATING (13598C)
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supply to the directional control valve portion of the steering control unit. 3. The directional valve is then shifted allowing the required flow to reach the amplifier valve assembly. The amount and speed of the input signal controls the magnitude of the spools movement. The pilot and main flows are then merged and directed to the appropriate ports in the steering cylinders. Stopping movement of the steering wheel returns the valve to the previously outlined stationary position. Amplification occurs in the amplifier valve. As the pressure in the chambers increase, flow is regulated in an amount proportionate to the area of the holes in the various portions of the spool. The directional control valve controls the return oil. In an overrun condition (in which the vehicle wheels try to cause steering movements more severe than the operators inputs) the directional control valve automatically throttles the flow of this return oil to maintain stable control of the cylinders. Steering kick back is controlled by the system requirement that the pressure in the port chamber of the amplifier valve must exceed that in the main chambers for the movement of the valve. As in the neutral or stationary mode, the shock valves prevent pressure surges in the cylinders themselves. Suction valve provisions are also incorporated to prevent cavitation. To ensure a constant proper charge to the suction valves, a separate counter pressure valve is provided. For detailed information of the remaining mechanical components in the steering assembly, refer to the information in Section 7 - Running Gear. In conditions in which the output of the steering pump is not sufficient to handle the immediate total steering demands, the appropriate accumulators supply the required oil. A manual power supply is available to provide assistance in steering a disabled truck (e.g. maintenance, engine problems or during towing). In this system, a 24 Vdc motor/pump combination draws fluid from the system reservoir and provides it directly to the steering and brake accumulators. Activation of this system is made either manually by means of a cab dash mounted control switch or automatically if the truck speed is above approximately 3 mph (5 km/hr) and the steering accumulator pressure

decreases to less than a preset pressure.

Periodic maintenance should include the following: 1. Inspect each component in the steering system for evidence of leakage, damage, or wear. Repair or replace as required. 2. Inspect all hydraulic hoses for damage or wear. Verify that they are secure from moving parts and chaffing and that all connections are properly torqued per the instructions in Section 10 - Miscellaneous. 3. Test the operation of the system as outlined in the procedures later in this section.
HYDRAULIC STEERING SYSTEM OPERATIONAL CHECK-OUT

The steering system should be periodically tested as follows:
Prior to Engine Start

1. Verify that the rear wheels are chocked or that the truck is parked in a SAFE POSITION and secured by means other than its friction or park brake system. 2. Verify that the front wheels are not chocked and all equipment and personnel are clear of the area in which the tires will move while turning. 3. Verify that all hose fittings are tightened to the torque specifications contained in Section 10 - Miscellaneous. 4. Verify that the trucks hydraulic tank is filled to the proper level with approved hydraulic oil. 5. Verify that the valve in the pump suction line is open. 6. Verify that all equipment is installed and secured in place in the steering linkage assembly. 7. If the engine is to be operated prior to hydraulic testing: a. Steering manifold (1) On manifolds equipped with the automatic or solenoid valve assemblies, this may be done by rotating the manual override button on the solenoid 180o and allowing the button to come out.
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(2) On manifolds equipped with the manually operated needle valve assemblies, this may be done by turning the valve counter-clockwise to open and allow the oil to return to the reservoir.
If adjustment is necessary: a. Loosen the locking nut on the high pressure relief valve. b. Slowly turn the adjusting screw inward until the screw stops or bottoms in its travel. c. Turn the adjusting screw outward 1 full turn and lock in position with the locking nut. 11. Install a 0 - 5000 psi (0 - 35 000 kPa) pressure gauge on the quick disconnect fittings at the following locations: a. The TSS or TSP port on the steering manifold. 12. If not previously tested, verify that the hydraulic reservoir is properly pressurized to 10 +/- 1 psi (70 +/- 7 kPa). 13. Verify that the valve in the hydraulic pump suction line is open. 14. If the truck has been sitting idle for an extended period of time or the steering pump or system has been drained since the last time the truck was started, fill the case drain on the steering pump with approved hydraulic oil. 15. Using the appropriate means for the electrical propulsion installed, disable the trucks propulsion system to prevent its operation when the Shifter is moved to the forward or reverse position. 16. Install a voltmeter to monitor the operation of the steering accumulator drain solenoid in the steering manifold.
NOTE: These drain valves must be closed prior to

moving the truck or beginning any testing on the steering and/or brake system. b. Brake manifold (1) Remove the manual drain valve from the manifold. (2) Install an appropriate O-ring boss plug in its place.
NOTE: This plug must be removed and replaced by

the appropriate manual drain valve assembly prior to moving the truck or beginning any testing on the steering and/or brake system. 8. Verify the nitrogen gas precharge pressures in the accumulators are as follows: a. Steering (2 large) - 1450 to 1550 psi (9 995 to 10 685 kPa). b. Brakes (3 smaller) - 950 to 1050 psi (6 555 to 7 245 kPa). Follow the procedures outlined in the instructions for each style accumulator in Section 5 - Hydraulic System.
NOTE: The accumulators must be fully drained of all hydraulic pressure prior to checking gas pressure. This may be done by pulling the manual drain valve in the steering and brake manifolds to relieve the pressure in the systems.
9. Locate the following pressure gauges in the hydraulic component box on the superstructure: a. Steering accumulator pressure.
Main Steering System Test and Adjustment

The steering system may be tested as follows: 1. Reconnect and properly torque all hoses previously removed. 2. Check the pressure in the steering system as follows:
b. Steering system or valve pressure. a. Turn the Master Switch On. 10. High pressure (clippard) relief valve adjustment: b. Start the engine and allow to run at low idle speed.
NOTE: The relief valves are shipped from the factory preset. They should not be adjusted unless they have been taken apart for some reason. The internal components are not serviced separately and the valve assembly should be replaced as a complete unit if servicing is required. 6
c. Verify that at approximately 2100 psi (14 480 kPa) the Low Steering Pressure indicator goes out.
NOTE: This is an approximation test at this point. More

detailed final testing will be done later.
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d. Verify that the steering accumulator pressure reading on the gauge in the component box increases slowly to 3450 to 3550 psi (23 790 to 24 480 kPa), then stabilizes.
HYDRAULIC STEERING SYSTEM NOTE: One full revolution of the adjustment screw
equals approximately 550 psi (3 790 kPa). (3) Accelerate the engine to rated speed and read the pressure. Verify that the pressure is: 2600 to 2700 psi (17 930 to 18 620 kPa). (4) Repeat steps (1) - (3) until the proper pressure is obtained. (5) Slow the engine to low idle speed.
NOTE: If the pressure is not correct:

1. Check all other pressures and determine the cause for the incorrect pressure. 2. Only after determining that the problem is an incorrectly adjusted steering pump compensator, adjust as outlined in the Unit Rig Mechanical Manual. e. With the engine still at low idle speed, turn the steering wheel back and forth repeatedly. Count the number of revolutions of the steering wheel. The normal is approximately 5-1/2 turns lock-to-lock. f. Discontinue the steering wheel movement and verify that the steering accumulator pressure returns to 3450 to 3550 psi (23 790 to 24 480 kPa). g. Verify that the oil level in the hydraulic reservoir remains at normal operating levels. Stop the engine and refill the reservoir if required to obtain this level. h. Record the pressure reading. 3. Steering system relief valve adjustment: a. Accelerate the engine to rated speed and hold. b. Turn the steering wheel for a left or right turn until it stops. c. Verify that the pressure on the gauge in the component box marked Steering Valve is: 2600 to 2700 psi (17 930 to 18 620 kPa). d. Release the steering wheel. e. Verify that the pressure returns to approximately 0 psi (kPa). f. Slow the engine to low idle speed. g. If the pressure is not at this level, the flow amplifier valve may be adjusted as follows: (1) Remove the cover of the top on the relief valve in the steering flow amplifier valve. (2) Using the appropriate metric hex head Allen wrench, turn the adjustment screw inward (to raise the pressure) or outward (to lower the pressure).
(6) Secure the adjustment screw and replace the cap. (7) Record the final pressure. h. Accelerate the engine to rated speed and cycle the steering by turning back and forth throughout the travel 3 additional times. Slow the engine to low idle speed.
NOTE: If the steering wheel continues to turn or

freewheel when turned by the operator with low to moderate force (with the bellcranks against the stops), it is an indication that the pressure setting of the shock valves internal to the flow amplifier is too low. If this occurs, contact Unit Rig for adjustment or replacement information. i. Stop the engine.
Low Steering Pressure Switch Operation Test

1. Verify that: a. The Low Steering indicator is not illuminated. b. The truck Shifter is in the Neutral position. c. There is no external speed input signal to the truck propulsion control system. 2. Slowly turn the steering wheel from side to side while monitoring the Low Steering Pressure indicator and steering pressure gauge connected to the test port on the outlet of the steering pump. 3. Verify that the trucks manual power supply system does not activate. 4. Verify that at 2050 to 2150 psi (14 135 to 14825 kPa) the Low Steering Pressure indicator illuminates.
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NOTE: On some pressure gauge assemblies, it may

be difficult to accurately read this low pressure as it is decreasing. The primary intent is to verify that the indicator lights before the pressure decreases to 0 psi (kPa). 5. Verify that the trucks manual power supply system does not activate. 6. Stop the movement of the steering wheel. 7. Record the actuation pressure.
a. Provide a condition that will simulate the trucks movement in operation (closing the normally open contacts on the speed relay) by either: (1) Using a laptop computer, follow the normal control system procedures to cause the anti-reversal (AR) function to activate, or; (2) Installing a jumper wire on the appropriate contacts on the speed relay that control the signal voltage.
NOTE: Typically this is from terminal 30 to terminal 87 Manual Power Supply System Test
Test the operation of the available manual power supply system as follows: 1. If required, raise the truck until the front tires are clear of the floor and block securely in this position. 2. Verify that there is no speed signal input present in the electric drive systems control panel. 3. With the engine stopped, turn the steering wheel back and forth until the pressure in the steering accumulators is less than 1750 psi (12 650 kPa). 4. Pull the Manual Steering Pump switch out to activate the system. 5. Verify this pressure increases then stabilizes at 1925 to 1975 psi (13 275 to 13 620 kPa) before the pump stalls or the pumps internal relief valve activates. a. If the pressure is too high or low, it may be adjusted by means of the adjusting screw on the pumps relief valve. Secure the screw with the locking nut when the adjustment is complete. b. If the motor stalls prior to obtaining this pressure, check the condition of the batteries, 24 Vdc circuitry, and pump/motor assembly. 6. Push the Manual Supply System Switch in to deactivate the pump assembly. on the relay, but it is recommended that the proper schematics be reviewed to verify the correct locations. b. Turn the steering wheel back and forth slowly while monitoring the steering accumulator pressure. c. Verify that at 1520 to 1680 psi (10 480 to 11 585 kPa): (1) The pump activates and begins supplying oil to the system. (2) The indicator light in the center of the Manual Power Supply Switch is on. d. Temporarily discontinue turning the steering wheel. e. Verify that at 1850 +/- 80 psi (12 750 +/- 550 kPa): (1) The pump stops operating. (2) The indicator light in the center of the Manual Power Supply Switch is off. f. Repeat steps b through e as required. g. Again using a laptop computer, follow the normal control system procedures to cause the anti-reversal (AR) function to deactivate or remove the jumper installed.
NOTE: This is not a continuous duty motor assembly

and should not be operated continuously for extended periods of time.
NOTE: This is not a continuous duty motor assembly

and should not be operated continuously for extended periods of time. 7. On trucks equipped with the available automatic activation feature for the manual supply system:
Testing Steering Accumulator Drain Systems

Test the steering accumulator automatic pressure drain valve as follows: 1. Turn the Master Switch Off.
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2. Verify that the steering accumulator pressure gauge (in the hydraulic component box) pressure reading decreases rapidly as the accumulator drains to the tank through the solenoid valve in the steering manifold. 3. Verify that the steering accumulator pressure decreases to approximately 0 psi (kPa). 4. Verify that the power to the drain valve coil switches off automatically (voltmeter returns to 0 volts) after approximately 150 seconds. 5. Remove the voltmeter. Test the operation of the steering accumulator manual pressure drain valve as follows: 1. Turn the Master Switch On. 2. Start the engine. 3. Allow the pressure in the accumulator to rise until it exceeds 1500 psi (10 340 kPa), then stop the engine. 4. Pull the manual accumulator drain valve in the steering manifold to open. 5. Verify that the pressure in the steering accumulator decreases to 0 psi (kPa). 6. Release the manual drain valve to close.
Test complete
1. Install all covers removed. 2. Remove all blocking and lower the truck to the ground.
SERVICE
See individual component modules for detailed service information.
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001. 002. 003. 004. 005. 006. 007. 008. 009. 010. 011. 012. 013. 014. 015. 016. 017. 018. 019. 020. 021. 022. 023. 024. 025. 026. 027. 028. 029. 030. 031. 032. 033. 034. 035. 036. 037. 038.
Steering Flow Amplifier Valve Steering Orbital Valve Steering Manifold Assembly Steering Accumulator Hydraulic Filter Assembly Valve Bracket Capscrew Lockwasher Capscrew Lockwasher Socket Head Capscrew Lockwasher Plug Adapter Fitting Adapter Fitting Adapter Fitting Adapter Fitting Adapter Fitting Clamp Support Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Flange Fitting Hose Assembly Flange Fitting Hose Assembly Hose Assembly Adapter Fitting Adapter Fitting Hose Assembly Hose Assembly Hose Assembly Hose Assembly Adapter Fitting Flange Fitting
039. 040. 041. 042. 043. 044. 045. 046. 047. 048. 049. 050. 051. 052. 053. 054. 060. 061. 062. 063. 064. 065. 066. 067. 068. 069. 070. 071. 072. 073. 074. 080. 081 101. 102. 103. 104. 105.
KEY Locknut Accumulator Mounting Bracket Adapter Fitting Flatwasher Capscrew Hose Assembly Hose Assembly Adapter Fitting Hose Assembly Not Used Hose Assembly Flange Fitting Not Used Adapter Fitting Plug Through Item 059. Not Used Hose Assembly Hose Assembly Adapter Fitting Pressure Gauge Capscrew Adapter Fitting O-ring Capscrew Pressure Switch Test Coupling Quick Connector Not Used Nameplate Nameplate Through Item 079. Not Used Hardened Flatwasher Through Item 100. Not Used Capscrew Capscrew Flatwasher Not Used Clamp Support Assembly
A85180
106. 107. 108. 109. 110. 111. 112. 113. 116. 117. 120. 121. 122. 123. 142. 143. 151. 152. 153. 154. 155. 156. 157. 158. 161. 162. 163. 164. 165. 166. 167. 168. 169. 170. 171. 172. 173.
Not Used Clamp Support Assembly Clamp Support Assembly Not Used Not Used Tube Clamp Tube Clamp Through Item 115. Not Used Hose Bracket Through Item 119. Not Used Clamp Halves Clamp Cap Plate Capscrew Through Item 141. Not Used Adapter Fitting Through Item 150. Not Used Locknut Not Used Adapter Fitting Hose Assembly Not Used Hose Assembly Clamp Support Assembly Through Item 160. Not Used Capscrew, Grade 8 Tube Clamp Cushion Clamp Clamp Support Assembly Adapter Fitting Angle Clip Adapter Fitting Adapter Fitting Cushion Clamp Adapter Fitting Adapter Fitting Not Used Adapter Spacer
10
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FIGURE 4 - STEERING SYSTEM ASSEMBLY (A85180, SHEET 1 OF 9)
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11
12
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16
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18
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20
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ACCUMULATORS
ACCUMULATORS
The accumulators are heavy metal cylinders with one removable and one fixed or welded end or head. They are identified by the large gas valve and protective cover on the lower or gas end. Repair or replace as required. 2. Check the precharge pressure level of the gas in the gas end of the accumulator as outlined in the procedure entitled Precharging the Accumulator in these instructions to the pressure defined in the system test procedures in Section 5 - Hydraulic System in this manual. Recharge as instructed. Frequent recharging indicates the need to service the unit (replace the seals).
NOTE: There are two versions of the accumulators. Earlier versions incorporated wear bands and T-seals as shown in Figure 2. Later versions used a different seal arrangement and a primary seal with two back up rings as shown in Figure 3. Different pistons are required with each type of seal configuration. It is important to determine which configuration the accumulator has and to reinstall the correct type seals.
The accumulators are mounted together on the superstructure near the hydraulic component box.
OPERATION
The accumulators store energy, oil under pressure. They serve several distinct functions in this application. 1. They act as a ready source of pressurized oil to the system, including a reserve in the case of restricted or inadequate flow from the supplying pumps. 2. They also allow the system to maintain a more constant pressure by absorbing high or low pressure surges. The accumulator used operates on the sliding piston principle. One end is precharged (pressurized) with dry nitrogen gas. The other end is plumbed directly into the system supply lines. A sliding multi-ringed piston separates the oil from the gas charge. With no oil in the fluid end, the precharged gas end holds the piston against the fluid end cap. As pressurized oil enters the fluid end, it causes the piston to move, compressing the gas. As oil is removed to assist in meeting the system flow demands, the compressed gas moves the piston back down the cylinder. In this accumulator the pressure in the hydraulic and gas sides are always equal.
NOTE: Worn piston seals may allow the gas to enter the hydraulic oil in the system. The addition of this gas to the oil would adversely affect system operation (possibly including spotty or uneven system performance and spongy or unsteady operation) similar to operation with air or other gases in the system. If gas does transfer, it is important to properly bleed all entrapped contaminants from the oil prior to placing the truck into service.

Periodic maintenance should include the following steps: 1. Inspect the accumulator cylinders and connecting hardware for evidence of leakage, damage, or wear. FIGURE 1 - ACCUMULATOR PRECHARGING EQUIPMENT
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PRECHARGING THE ACCUMULATOR (Figures 1,

2 and 3) The accumulators should be precharged as follows: (Figure 1 unless otherwise identified.)
8. Turn the gas check stem or T handle clockwise until it reaches the end of its travel. This will depress the core in the accumulator gas valve. 9. Read the pressure indicated on the pressure gauge. a. If the pressure is less than that listed in the appropriate test procedure, open the nitrogen bottle control valve slightly and allow the accumulator to fill slowly. Shut off the valve when the gauge indicates the desired pressure. b. If the pressure is greater than that listed in the appropriate test procedure, open the bleeder valve on the charging equipment (typically below the gauge and opposite the gas valve) slightly, for a brief moment, then close to release the extra pressure.
IMPORTANT: The supply cylinder must be of the type that vaporizes the nitrogen when it is withdrawn. Do not charge with liquid nitrogen or any other gas.
1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction and park brake systems. 2. Drain all hydraulic pressure from each of the accumulators by pulling all valves and holding until indications that all pressure is released are noted (typically the noise of the released pressurized oil stops). Release the valve(s).
Never loosen any line or begin any activity without first releasing all pressure from the system. 3. Verify that the accumulator end caps are installed flush with the body and the gas valve is secured tightly. 4. Remove the gas valve guard (12) and cap. (Figures 2 and 3) 5. Turn the gas chuck stem or T handle (on the charging assembly) completely out (counter-clockwise).
Escaping nitrogen may be cold enough to cause personal injury if it comes into contact with the skin. Care must be taken to avoid direct contact between the gas and any part of the body.
Do not attempt to reduce accumulator precharge pressure by directly depressing the valve core, as high pressure may rupture the rubber valve seat. Instead, use the charging assembly, and use the bleeder valve.
NOTES:
1. The equipment required for checking or changing system pressure is contained in Figure 1. 2. It is strongly recommended that a regulator be installed on the high pressure nitrogen bottle that is used as a supply source. The regulator should be adjusted to release maximum pressure only slightly above that required by the component or system being charged.
6. Install the gas chuck swivel nut (7) onto the gas valve and, using a suitable wrench, torque to 10 to 15 in-lb. (1.1 to 1.7 Nm).
NOTE: If large quantities of nitrogen are added or removed from the accumulator during this process, it is recommended that the accumulator temperature be allowed to stabilize prior to taking final pressure measurements. This may be done by allowing the system to set idle 10 to 15 minutes after adding or removing gas.
10. When charging is complete, turn the gas check stem or T handle (8) completely out (counter-clockwise) until it reaches the stop. Open the bleeder valve (9) to allow entrapped pressure to escape. 11. Loosen the swivel nut (7) and remove the assembly. Hold the accumulators gas valve to prevent it from coming loose.
Do not loop or twist the hose, as it will stiffen when gas pressure is released from the nitrogen bottle. 7. Close the bleeder screw valve (9) on the charge equipment. Never loosen the swivel nut (7) from the gas valve without first turning the gas check stem or T handle (8) completely out and opening the bleeder valve (9).
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12. Install the cap, torqued to 10 to 15 in.-lb. (1.1 to 1.7 Nm). Install the gas valve guard (12) (Figures 2 and 3).
ACCUMULATORS
8. Lift the accumulator(s) clear of the mounting bracket.
NOTE: The procedures are similar for checking or releasing the precharge pressure. The seals should be replaced when a continuing change in the precharge pressure is detected. As the pressure losses are observed, begin a program of frequent checking as a guide to how soon seal replacement must be made. In this manner, maintenance can be planned ahead without the need for any emergency repairs. Do not continue to operate a truck with leaky or damaged accumulators.
13. Start the truck engine, allow the accumulators to recharge with hydraulic oil, and check system operation. 14. Remove the charging kit from the supply bottle, cap and store each properly.
NOTE: The threaded holes in the top end cap may be used as a means of attachment for lifting. An appropriate sling around the body may also be used. DISASSEMBLY (Figures 2 and 3)
The accumulator may be disassembled as follows: 1. Verify that the gas valve has been removed. If it is still installed, verify that all of the gas and hydraulic oil has been released as outlined in the procedures in Maintenance and Adjustment.
REMOVAL
The accumulators may be removed from the truck as follows: 1. Drain all hydraulic pressure from the accumulators and entire system as outlined in system procedures in Section 5 - Hydraulic System. 2. Drain all gas precharge pressure as outlined in the procedures in Maintenance and Adjustment. 3. Remove the precharging assembly from the accumulator. 4. Unscrew the gas valve (part way) until any remaining gas begins to escape. Wait until all gas is exhausted before continuing.
Deep vise marks, scratches, or distortions of the outer tube may cause stress concentrations in the tube under high pressure. Such concentrations may eventually cause component leakage or failure. 2. Set the accumulator horizontal and secure with a strap wrench or vise, gripping over the hydraulic end cap. 3. Install capscrews in the threaded holes in the removable gas end cap (6).
Always remove the gas cap, the end cap containing the gas charging valve, first. 4. Remove the cap by using a long bar and carefully prying on the capscrews installed for this purpose. 5. Inspect then remove, the seal ring (7) and back up ring (8) from the end cap. 6. Remove the piston assembly by carefully tapping on the oil end with a wooden dowel through the oil hole in the fixed end as it is guided out of the body. Extra care should be taken to prevent damage to the piston or the seals on the threads of the cylinder body. IMPORTANT: Never try to remove the piston by applying compressed air to the opposite end. 7. Inspect, then remove the seals and rings from the piston (2).
Escaping nitrogen may be cold enough to cause personal injury if it comes into contact with the skin. Care must be taken to avoid direct contact between the gas and any part of the body. 5. After all pressure is drained, remove the gas valve. 6. Remove the hydraulic connection to the accumulator. Allow any oil to drain into an appropriate container. Cap all openings, and label each to aid in installation. 7. Remove the capscrews that secure the accumulators to the mounting bracket.
IMPORTANT: There are two versions of the accumulators. Earlier versions incorporated wear bands and Tseals as shown in Figure 2. Later versions used a
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different seal arrangement and a primary seal with two back up rings as shown in Figure 3. Different pistons are required with each type of seal configuration. It is important to determine which configuration the accumulator has and to reinstall the correct type seals.
NOTE: The piston rides on the seal rings and does not touch the accumulator bore. ASSEMBLY
The accumulator may be assembled as follows:
NOTE: To remove the seals from the piston (2), lift the
seal ring with a small, smooth screwdriver or similar tool. Move the tool around the piston several times while using the other hand to work each of the rings off the piston.
8. On earlier version accumulators, inspect then remove the wear bands (3) from the piston (2). 1. Coat all seals and internal parts with clean hydraulic fluid compatible with that used in the trucks hydraulic system. 2. Install the primary seals on the piston (2) as shown in Figures 2 and 3.

The accumulator may be serviced as follows: 1. Thoroughly clean all metal parts in solvent and dry with compressed air. 2. Clean the bore of the cylinder body (1) and piston (2) with a clean, lintless cloth soaked in clean solvent.
IMPORTANT: There are two versions of the accumulators. Earlier versions incorporated wear bands and Tseals as shown in Figure 2. Later versions used a different seal arrangement and a primary seal with two back up rings as shown in Figure 3. Different pistons are required with each type of seal configuration. It is important to determine which configuration the accumulator has and to reinstall the correct type seals. The piston must be changed if the later type of seal is to be used in an accumulator originally equipped with the earlier type of seal. NOTES:
1. The rings may have to be stretched slightly to install. Once installed they should be allowed to relax to their original size for several minutes. Cooling can quicken this relaxation. However, make sure all moisture residue is removed prior to continuing assembly and that the seals are straight, not twisted. 2. Exercise special care not to pinch or distort the back up rings.
3. Install the wear bands or other seals on the piston (2) oriented as shown in Figures 2 and 3. 4. Install the piston assembly in the bore of the cylinder body (1). The larger hollow side of the piston should be directed toward the gas end.
NOTE: The bore and piston must be clean of any particles visible, or detectable to the touch.
3. Inspect the piston for evidence of cracks, burrs (especially around seal ring grooves), for damage. Also inspect for damage due to bottoming on the end cap. Repair or replace as required. 4. Using a light, examine the body bore for scratches or scoring. Inspect the end caps for damaged threads or burrs on O-ring grooves. Minor nicks, scratches or light scoring of the body bore can be removed by using crocus cloth. Dress the bore until all apparent imperfections have been removed. 5. Inspect the seal rings. If damaged, determine the cause and correct before proceeding. They should all be replaced at each disassembly.
NOTES: IMPORTANT: There are two versions of the accumulators. Earlier versions incorporated wear bands and Tseals as shown in Figure 2. Later versions used a different seal arrangement and a primary seal with two back up rings as shown in Figure 3. Different pistons are required with each type of seal configuration. It is important to determine which configuration the accumulator has and to reinstall the correct type seals. The piston must be changed if the later type of seal is to be used in an accumulator originally equipped with the earlier type of seal. 1. The piston must go into the bore exactly square and very slowly, as the seal ring will move if done slowly, but may be damaged if forced quickly. The piston will fit snug. Do not let the seal rings drag on the threads. 2. Use a hammer and a wooden dowel or block to tap the piston into place until all of piston is at least 2 inches (50 mm) below the beginning of the honed bore. Keep force against the piston while tapping the seals through the bore chamfer, otherwise the piston will bounce back, damaging the seals. Cover the port opening to keep out dirt.
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ACCUMULATORS
KEY 56297 07. End Cap O-ring Seal 01. Cylinder Body 08. Back-up Ring 02. Piston 03. Piston Wear Band 09. Gas Valve Guard Spacer 04. Piston T-Seal Ring 10. Capscrews 11. Gas Valve 05. Instruction Plate 12. Gas Valve Guard 06. Gas End Cap
KEY 56597 07. End Cap O-ring Seal 1. Cylinder Body 08. Back-up Ring 2. Piston 09. Gas Valve Guard Spacer 3. Piston Seals 4. Back-up Ring, Piston 10. Capscrews 5. Primary Piston Seal 11. Gas Valve 12. Gas Valve Guard 6. Gas End Cap
FIGURE 2 - ACCUMULATOR ASSEMBLY EARLIER VERSION
FIGURE 3 - ACCUMULATOR ASSEMBLY LATER VERSION
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5. Install a seal ring (7) and back up ring (8) on the gas end cap (6). Lubricate the seal ring with hydraulic oil. Install onto the body and tighten until the O-ring forms a seal and tightens. Do not over tighten as this may damage the seal assembly.
NOTES:
1. Exercise care not to drag the seal rings over the threads when installing. 2. The cap should bottom out on the body. Be careful not to over-tighten.
6. Install the gas valve (11). 7. Install the gas valve cover and guard (12) with spacer (9). Secure with capscrews (10).
INSTALLATION
The accumulators may be installed as follows: 1. Position the accumulator in the mounting bracket.
NOTE: The threaded holes in the gas end cap may be used as a means of attachment for lifting. An appropriate sling around the body may also be used.
2. Install the mounting hardware. 3. Secure the unit in place with capscrews and washers. 4. Install the hydraulic connections to the accumulator. 5. Precharge the gas side of the accumulator as outlined in the instructions in the procedures in Maintenance and Adjustment. 6. Install the gas valve cap. 7. Start the truck engine and allow the systems to pressurize or charge normally. Inspect for evidence of leakage or damage. 8. Bleed all entrapped air or contamination from each of the systems as outlined in the procedures in Section 5 - Hydraulic System. 9. Test the system operation as outlined in the procedures in Section 5 - Hydraulic System.
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STEERING MANIFOLD ASSEMBLY

The steering manifold assembly is a rectangular shaped metal valve with several external poppets and multiple hose connection ports. It is generally mounted on a bracket above the steering hydraulic filter. 2. Flow restriction (FR) port (where applicable) - outlet source from the flow control cartridge in the manifold (when installed). 3. Pressure (P) port - inlet source of pressure from the pump filter assembly. 4. Test steering supply (TSP) port - provides a test port location for the steering supply system. 5. Power supply (PS) port - inlet source from the manual power supply assembly. 6. Manual power supply switch (MSP) port - mounting port for the switch that controls the automatic functions of the available manual power supply system. 7. Brake system supply (BRK) port - outlet port to supply pressurized fluid flow to the brake system through the brake manifold. 8. Steering system (TSR) port - outlet port to supply pressure to the flow amplifier valve. 9. Test steering accumulator (TSA) port - outlet port to the pressure gauge in the superstructure mounted hydraulic component box. 10. Accumulator (A1 and A2) ports - outlet ports to the steering accumulators. 11. Tank (T) port - outlet port returning the oil to the reservoir tank. Pressurized hydraulic oil from the steering pump enters the manifold through the P port. The high pressure (or clippard) relief valve reduces the pressure surges in the system. Typically these are the result of changes in the outlet flow from the variable displacement, pressure-compensating piston steering pump. When the trucks Master Switch is turned off, the oil pressure stored in the steering accumulators is allowed to drain back to the hydraulic reservoirs through the accumulator drain solenoid cartridge. A cab mounted delay timer maintains the required 24 Vdc power to the solenoid for a preset period of time to allow the accumulators to drain fully. An orifice is installed to minimize pressure surges in the system during this drain operation. On later production manifolds, the brake return venturi flow control valve was incorporated into the manifold.
NOTE: In later production manifolds, a flow control

valve has been installed that regulates the flow to the venturi in the brake return line to reduce the back pressure in that line. On early production manifolds this provision was externally mounted separately.
OPERATION
The steering manifold serves as a centralized assembly to provide the following provisions: 1. Accumulator drain solenoid - electric solenoid cartridge that automatically causes the remaining hydraulic pressure in the steering accumulator to be released when the Master Switch is switched Off. 2. Manual accumulator drain - cartridge assembly which contains a manual pull-type valve, spring loaded to the closed position that provides a means of manually releasing any pressure remaining in the steering accumulators. 3. Low steering pressure switch - electric switch assembly that monitors the system supply pressure (accumulator pressure) and causes a cab dash Low Steering Pressure indicator to light. 4. Manual power supply pressure switch - electric switch assembly that monitors the system supply pressure (accumulator pressure) and controls the automatic operation of the available manual power supply systems 24 Vdc pump assembly. 5. High pressure or Clippard relief valve - mechanical relief valve designed to reduce high pressure surges in the accumulator supply system. 6. Flow control cartridge (where so equipped) - controls the flow of oil through the brake return venturi system to regulate the pressure reduction function of the system. There are several ports in the manifold including: 1. Steering system (LSP) port - mounting port for the Low Steering Pressure switch.
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Previously it was installed on its own manifold assembly.
1. Remove check valve cartridge (4). 2. Remove the accumulator drain solenoid cartridge (2) and orifice disk (6, Figure 1). 3. Remove the relief valve cartridge (3) 4. Remove the flow control cartridge (5, Figure 1)

Periodic maintenance of the manifold should include the following: 1. Inspect the valve for evidence of leakage or damage. Repair or replace as required. 2. Test the operation of the functions of the manifold as outlined in the instructions for the dump, steering, and brake systems in Section 5 - Hydraulic System.
5. Remove the O-ring plugs using care to note the location from which they were removed to aid in the reassembly.

The manifold components may be serviced as follows: 1. Inspect, then remove and discard all of the previously used O-rings that have replacements included in the new seal kit. Evidence of damage to the ring should be investigated for cause as it may indicate problems in other areas. It is recommended that all O-rings and seal be replaced each time removed to ensure proper valve sealing and operation. 2. Clean all parts thoroughly with clean solvent and dry with compressed air. Do not use rags or solvents that will leave a residue. 3. Remove any indicated burrs or high spots from any surfaces. Re-clean if required. 4. Inspect the valve body and all other components for evidence of wear or damage. Particular attention should be paid to the bores, mating surfaces, and thread areas. If found to be significant the assembly must be replaced. 5. Test the operation of all solenoid valves by carefully applying 24 Vdc power and ground to the appropriate coil leads. Repair or replace as required. Torque the coils to 4 to 6 ft-lbs. (5 to 8 Nm).
REMOVAL
The manifold may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Drain all pressure in the system as outlined in the procedures on system operation and testing in Section 5 - Hydraulic System. This includes both the steering and brake system accumulators.
Always release all hydraulic pressure in the system before loosening or removing any hydraulic lines. 3. Disconnect all hydraulic fittings from the valve. Cap or plug all openings. Label each to aid in installation. 4. Remove the capscrews that secure the valve to the mounting bracket. 5. Remove the valve.
DISASSEMBLY (Figures 1 and 2)

The manifold may be disassembled as follows:
NOTE: Inspect the electrical connectors for evidence

of corrosion or damage. Clean, repair, or replace as required.
NOTES:
1. During the disassembly and repair procedures, it is always a recommended practice to carefully note the specific installation and orientation of components before and as they are removed to aid in proper reassembly. 2. Item numbers are the same on both versions unless otherwise noted.
ASSEMBLY (Figures 1 and 2 except where indicated)

The manifold may be assembled as follows:
NOTE: Item numbers are the same on both versions

unless otherwise noted. 1. Check that all parts are clean and free of defects.
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12.
84635B
Manifold Body Solenoid Cartridge Valve Assembly Relief Cartridge Valve Assembly Check Valve Cartridge Assembly Flow Control Cartridge Assembly Orifice Disc (0.156 inch) #16 O-ring Boss Plug #8 O-ring Boss Plug #4 O-ring Boss Plug #16 O-ring #8 O-ring #4 O-ring
FIGURE 1 - STEERING MANIFOLD ASSEMBLY - LATER PRODUCTION WITH THE INTEGRAL FLOW CONTROL VALVE
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10.
84635A
Manifold Body Solenoid Cartridge Valve Assembly Relief Cartridge Valve Assembly Check Valve Cartridge Assembly #16 O-ring Boss Plug #8 O-ring Boss Plug #4 O-ring Boss Plug #16 O-ring #8 O-ring #4 O-ring
FIGURE 2 - STEERING MANIFOLD ASSEMBLY - EARLIER PRODUCTION WITHOUT THE INTEGRAL FLOW CONTROL VALVE
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2. Install the O-rings and back-up rings on all components as shown in the applicable illustrations (Figures 3 through 6). 3. Lubricate all O-rings and bores and threads in the valve body with clean hydraulic fluid compatible with that used in the trucks hydraulic system. 4. Install the O-ring plugs and torque as outlined in the procedures in Section 10 - Miscellaneous. 5. Install the large orifice disk and accumulator drain solenoid cartridge (2). Torque the cartridge to 25 ft-lb (35 Nm). 6. Install the check valve cartridge (4). Torque the cartridge to 50 ft-lb (70 Nm). 7. Install the relief valve cartridge (3). Torque the cartridge to 20 ft-lb (27 Nm).
KEY 55915 01. Check Valve Cartridge 02. O-ring 03. O-ring 04. Back-up Ring FIGURE 3 - CHECK VALVE CARTRIDGE ASSEMBLY
KEY 01. 02. 03. 04.
55914
Relief Valve Cartridge O-ring O-ring Back-up Ring
NOTE: Either A or B version is acceptable. FIGURE 4 - RELIEF VALVE CARTRIDGE ASSEMBLY
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KEY 01. 02. 03. 04. KEY 56132 Flow Control Cartridge O-ring O-ring Back-up Ring 01. 02. 03. 04. 05.
55984
24 Vdc Coil O-ring Solenoid Cartridge Assembly O-ring Back-up Ring
FIGURE 5 - FLOW CONTROL VALVE CARTRIDGE ASSEMBLY 8. Install the flow control valve cartridge (5, Figure 1) (where equipped). Torque the cartridge to 20 ft-lb (27 Nm). 9. Install caps on all open ports.
FIGURE 6 - ACCUMULATOR DRAIN SOLENOID VALVE CARTRIDGE ASSEMBLY 3. Bleed and test all systems as outlined in the procedures for the dump, steering, and brake systems in Section 5 - Hydraulic System.
NOTE: Entrapped air should be bled from all three

systems.
INSTALLATION
The manifold may be installed as follows: 1. Install the valve on the mounting brackets. Secure with the appropriate capscrews and related hardware. 2. Connect all hydraulic lines and electrical wires. Torque each connection as outlined in the instructions in Section 10 - Miscellaneous.
NOTE: Use RTV to seal the electrical connectors to

prevent moisture from entering.
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DUMP PUMP
DUMP PUMP
The dump pumps are the larger tandem gear pumps mounted in series with the smaller steering piston pump assembly. The pumps are mounted on a special bracket assembly between the main frame rails, just in front of and above the nose cone receiver. 6. Test the operation of the pumps as outlined in the dump system testing instructions in Section 5 - Hydraulic System.
REMOVAL (Figure 2)
The triple pumps assembly may be removed as follows: 1. Park the truck in SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Shut off the oil supply to the pumps by closing the valve on the supply line (near the reservoir tank) or other approved method. 3. Remove the inlet and outlet hoses from the pumps. 4. Install a 1/2 inch NC threaded eye bolt in the threaded hole in the center of the pump bracket accessible through the cut out in the large mounting bracket. 5. Install a suitable lifting point directly above the pumps (e.g. weld eye to dump body, crane, etc.). 6. Install a come-along or equivalent means to the attachment points in steps 4 and 5 and tighten until only a small amount of slack remains in the device.
OPERATION
The pump assembly operates in two basic configurations: The oil supply for the pumps is drawn through the inlet ports from the reservoir and is routed internally to the pump inlet chambers between the pump gears. As the gears turn, they cause the oil to pressurize and direct it to the outlet chambers. There it exits the pump through the outlet ports. Wear plates are incorporated into the housing to provide increased sealing capacity and rebuilding capability.

Periodic maintenance should include the following steps:
NOTE: The pumps themselves require no internal maintenance or adjustment beyond periodic verification of the pumps ability to maintain required pressures and flows. 1. Verify that all components are secure and all mounting bolts are tight. 2. Inspect the pumps for evidence of wear, leakage, or damage. Repair or replace as required. 3. Visually inspect the large pump mounting bracket, especially the isolation mounting pads for evidence of looseness, deterioration, or damage. Repair or replace as required. 4. Verify that the proper distance between the pump bracket front surface (non pump mounting face) and the face of the pump drive adapter (on the rear of the main traction alternator) is maintained. If not, adjust all brackets as outlined in the Installation instructions at the end of this module. 5. Measure the vertical distance between the horizontal centerlines of the driveshafts front and rear bearings. It should be 3/16 inch (4.6 mm). If not, adjust as outlined in the Installation instructions at the end of this module.
NOTE: Provisions should be made for lowering the

pumps to the floor, a distance in excess of 6 feet (2 meters). The combined weight of the pumps is approximately 400 lbs. (180 kgs) plus the weight of the mounting bracket. 7. Remove the capscrews (15) and hardened flatwashers (17) securing the pump mounting bracket (8) to the pump platform (7). Use care to prevent fore and aft movement. 8. Slide the pump assembly rearwards slowly (while supporting the driveshaft) until the pump drive splines are out of the driveshaft. 9. Lower the pump to the ground. 10. Remove the rear or tail pump support bracket (9). 11. Remove the capscrews (11) and locknuts (10) securing the pump assembly to the mounting bracket (8). 12. Remove the pump.
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Prior to beginning disassembly of the pump:
3. Clamp the pump assembly in a vise with the shaft end up.
NOTE: Use clean wooden blocks or other soft material

1. Clean the work area of dirt, grease, foreign material or other items which might contaminate the pump. 2. Clean the unit thoroughly with a solvent. Remove all sharp edges from splines, drill points, keyways and end of shaft. Mark the adapter and cover/housing sections to ensure correct reassembly. 3. To aid in disassembly and reassembly, the pump should be retained in some manner. For example, a steel plate bolted to and extending over the edge of a work bench will suffice. The plate should have a hole large enough for the adapter flange pilot to drop through, and two holes in the adapter flange. The pump can now be firmly fixed to the plate by bolts. This is especially helpful in removal and torquing of capscrews. The pump may be disassembled as follows: 1. Remove the steering pump section from the rear of the pump assembly as follows: (Figure 2) a. Remove the capscrews (12) and lockwashers (13) securing the rear piston pump assembly (2) to the dump pump sections (1). b. Carefully separate the two pump sections, making sure that the splined shafts and couplers are not damaged. to protect the machined surfaces (particularly the port faces) from damage. 4. Clean the driveshaft extension and remove any burrs or other damage. This will prevent damage to the seal lips. 5. Remove the nuts (23) and washers (20) securing flange (1) to the pump body assembly. 6. Remove the flange (1). If the flange does not move easily, use a plastic hammer or wooden mallet and tap the edges of the flange to loosen it. 7. Remove the O-ring (12). 8. Grasp and lift the front drive gear shaft (5) to dislodge the top pressure plate (8) with it while holding the pressure plate face against the gear with your fingers.
NOTE: If the pressure plate hangs during removal, do

not force or bend the plate. Tap lightly with a plastic hammer to drive the plate back down into position and start the removal process over. 9. Remove the pressure plate from the drive gear. Inspect and discard the seal strips.
NOTE: Lift the plates straight up off of the shaft. NOTE: When disassembling the pumps sections, the
Do not attempt to pry the pumps apart with a screwdriver or other means. They should be separated by tapping with a soft-faced hammer.
parts should be laid out in a group and in the same order removed. 10. Lift the idler gear (7) straight up out of the bore of the body. 11. Remove the bottom pressure plate (9) as follows: a. Insert an expandable bearing puller into the shaft bore of the plate. b. Tighten until it is secure on the plate.
NOTE: For detailed information on servicing the steering pump assembly, refer to the instructions in Section 5 - Hydraulic System. NOTE: The remaining steps reference Figure 1 unless
otherwise indicated. 2. With a grease pencil, ink marker or other suitable marking tool, mark each housing cover on the parting line in a manner that will allow for reassembly in the same position.
c. Apply a light forward and back force to the puller handle and dislodge the plate.
NOTE: If a bearing puller is not available: NOTE: These marks will be used to assist in matching
parts for reassembly of the pumps. 1. Grind a screwdriver shape on the short end of an Allen wrench.
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2. Insert the ground end of the wrench into the shaft bore and lift the plate up. 3. Move the wrench to the opposite bore of the plate and lift up. 4. Repeat this action until the plate has been dislodged. 12. Grasping through the bore holes, lift the plate straight up and out.
DUMP PUMP
b. Replace the body if the groove is too deep or the gear bores look as if they had been sand blasted.
NOTE: Due to the hydraulic loading of the gears, the

cut will start on the suction side of the body and will continue about one-third of the way around the gear bore. It should be smooth and with no deep grooves or scratches. 3. Discard any pressure or wear plates that show excessive wear on the bronze side. Also discard the plates if deep, curved wear marks or evidence of contamination abrasive wear, cavitation damage, or heat discoloration are visible. 4. Discard the gear assemblies if: a. The shaft journals show excessive wear or pitting, especially on the journals, sides, or face of the gear, or at the point where the drive gear rotates on the lip seal.
NOTE: Use extreme care in removing the plate. Do not

pry or attempt to force it out. If the plate binds in place, move it up and down until it is free, then lift it out. 13. Lift the front body (2) straight up and off of the studs and dowels.
NOTE: If the body is bound on a dowel, use a plastic hammer or wooden mallet and tap around the body to loosen it.
14. Remove the splined coupling (21) from the rear driveshaft. 15. Lift the bearing plate (3) off.
NOTE: Journal wear is excessive if contamination has

caused the journal surface to lose their mirror finish and appear as a sanded or scratched surface. b. The gear OD is under 3.177 inches (80.7 mm).
NOTE: It may be necessary to tap the plate lightly with the mallet to loosen it from the dowels.
16. Repeat steps 6 through 16 for the bottom section of the pump. 17. Repeat again for the removal of the adapter plate (4) if required. 18. Remove the capscrews (29), and O-ring (14). 19. Inspect and remove all remaining seals and components.
c. The gear teeth show excessive wear. d. The gear face is scored or cracked. e. The driveshaft spines or keyways are badly worn. 5. If the bearings are worn beyond the gray Teflon into the bronze material, it is recommended that the complete flange or housing be replaced. Replacing a bearing in an old component is not recommended.
NOTE: In the event of bearing failure, verify that the

gears have not cut a track in the housing deeper than 0.015 inches (0.38 mm). If they have the housing must also be replaced, typically causing replacement of the entire pump. If, however, a bearing must be replaced, it may be done as follows: a. Place the body in a vise. Clamp on the sides of the body using cardboard to prevent marring by the vise. b. Using a 3/8 inch end mill on a Bridgeport or drill press, (1) Align and center the body to allow the cutting to begin at the center of the bearing opposite the split in the bushing.

The disassembled pump may be serviced as follows: 1. Clean all metal parts in solvent and dry with compressed air. Inspect for evidence of wear, damage, cracks, or leakage. Repair or replace as required. 2. Inspect gear bores. Normal gear track-in on the suction side of the body is approximately 0.005 inch (0.127 mm) but should not exceed 0.015 inches (0.38 mm). a. If the track-in burr rolled over the OD of the bottom pressure plate, remove the burr using a sharp knife. Blow clear with compressed air to remove all loose chips and other material.
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(2) Move into the bearing wall and make cuts until through the bearing shell.
(2) Inspect the bore for scratches or gouges that might interfere with the installation of the new seal.
IMPORTANT: Do not cut into the bore wall.

c. Grip the bearing with vise grips and remove by squeezing the parts together and using a twisting motion. d. After removal, wash the parts in solvent and remove any burrs that may have occurred. e. Coating the bearing OD and bore ID with Loctite 609 or equivalent. f. Using a suitable press and tooling, press the bearing into place until they protrude above the surface 0.220 to 0.230 inches (5.6 to 5.8 mm).
NOTE: If found, the bore can be smoothed with No.

400 Emery paper (only). Clean the bore after the smoothing process is complete. (3) Clean and prepare a suitable seal press ring or plug and two small pieces of wood, 8 to 10 inches (200 to 250 mm) long for use when installing the new seals.
NOTE: The following procedures are outlined for use

with a vise, but they can be adapted to the use of a press if an appropriate one is available. (4) Coat the seal OD and flange bore with a light coat of sealant (Permatex No. 3 or equivalent). (5) Open the vise jaws wide enough to accept the combined thickness dimensions of the flange, wood blocks and the press ring or plug. (6) Place the two wooden blocks flat against the fixed jaw of the vise. (7) Place the flange plate against the blocks in such a position that the bearing projections are between the blocks and are clear of the vise jaw. (8) Position the inner seal (17) so that the garter spring enters the bore first. (9) Place the press ring in position, centered above the seal. (10) While making sure that the seal stays centered and true with the bore, start applying pressure with the vise. Continue applying the pressure until the seal just clears the snap ring groove in the bore (0.711 inches (18 mm) deep from the pilot face). (11) Open the vise and remove the press ring. (12) Install the snap ring (16) in its groove in the bore so that the weep hole is directly over the gap in the snap ring.
IMPORTANT:
1. The split in the bearing must point toward the dowel of the vertical centerline. 2. Use extreme care not to tilt the bearing relative to the bore. g. Remove all residue from the bearing area. 6. Replace the seals in the pump flange as follows: a. Lay the flange plate on a work bench or other suitable work surface. Face the pilot down and protect the machined surfaces from dents or scratches by using a piece of clean wood, heavy cardboard, or other suitable material between the plate and the work surface. b. With a 1/4 inch (7 mm) punch or a screwdriver with the tip bent, insert through the drive bearing and inner seal until against the edge of the outer seal case. Tap at 3 locations around the seal case driving the seal out of the bore.
NOTE: Use extra caution not to scratch or damage the

bore or bearing surfaces or their end projections. c. Turn the flange over with the pilot face up, and using a suitable tool, remove the snap ring (16). d. Remove the inner seal (17) as outlined in step b. above. e. After the seals are out: (1) Thoroughly clean the bore with solvent.
NOTE: Make sure that the snap ring is seated properly

in the groove and is properly oriented before proceeding. (13) Repeat steps 5 through 12 with the outer seal (17) to a depth of 0.150 inches (3.8 mm) from the pilot face.
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DUMP PUMP
01. 02. 03. 04. 05. 06. 07. 08.
Flange Body Bearing Plate Adapter Plate Front Drive Gear Rear Drive Gear Idler Gear Top Pressure Plate
KEY 09. Bottom Pressure Plate 17. Seal 10. Sealing Strip 18. Plug 11. O-ring 19. Dowels 12. O-ring 20. Washer 13. O-ring 21. Coupling 14. O-ring 22. Snap Ring 15. Journal Bearing 23. Nut 16. Snap Ring 24. Stud FIGURE 1 - DUMP PUMP ASSEMBLY (56090)
56090
25. 26. 27. 28. 29.
Coupling Snap Ring Plug Journal Bearing Capscrew
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(14) Install a new weep-hole plug (27) in the 3/ 16 inch (4.7 mm) drilled hole at the outer surface of the flange. (15) Remove the flange plate assembly from the vise. (16) Wash clean in solvent and allow to dry.
firmly on the bottom of the pump body.
NOTE: Do not force the plate down the gear bores. If

the plate binds on the way down, move it back and forth carefully until it slides freely into position. 7. Coat the rear drive gear journal and faces (6) with clean hydraulic oil compatible with that in the trucks hydraulic system. 8. With the splined end up, install the drive gear in the bore nearest the mark that was made during disassembly. 9. Coat the rear idler gear (7) with clean hydraulic oil compatible with that in the trucks hydraulic system. 10. Install the rear idler gear in the bore opposite the drive gear. 11. Install the dowels in the body.
ASSEMBLY IMPORTANT:
1. Prior to reassembly, all parts should be deburred by sanding or stoning; washed in a solvent, wiped with a clean lint free cloth and, if available, dried with compressed air. 2. All seals should be replaced each time the pump is assembled. The pump may be assembled as follows: (Figure 1) 1. Verify that all parts are clean and dry. 2. Place the rear pump body (2) with the adapter plate (4) installed on the work area, oriented so that the matching marks made during disassembly are facing you. 12. Rotate the rear set of gears until the point of a tooth on the drive gear is in line with the center of the dowel in the body that is nearest the drive gear.
IMPORTANT: This step establishes the proper timing NOTES:

1. If new components are being installed, make sure that the side facing you is the same as the side marked on the old component. 2. Observe that the body has a wide and a narrow boss. The side having the wide boss is always the suction side. 3. Coat the inner bore of the body with clean hydraulic oil compatible with that in the trucks hydraulic system. 4. Install the bottom pressure plate (9) in the suction side in the bottom of the body with the rounded edge down. of these gears with the front set of gears. They must remain in this position until all remaining parts have been assembled. 13. Install the upper pressure plate (8) with the grooves up.
IMPORTANT: The pumps have a trap relief on the

surface facing the gear. The plate should be assembled so that the trap is off-centered toward the outlet or discharge port side of the pump. 14. Install the pressure balance seal strips in the plate (9) as outlined previously. 15. Lay the bearing plate so that the side faces upward that has the bearing extending out of the bore. 16. Install the mating O-ring (12) in the surface groove. Use clean, heavy grease to secure it in the groove temporarily. 17. With the O-ring facing down, and the mark made during disassembly facing you, slide the bearing plate down on the shaft until contact is made with the dowels. 18. Keeping the bearing plate oriented properly with the
NOTE: There is a difference in the pressure plates.

The one for this location has the radius on the outer edge that mates with the bottom of the gear bore. 5. Install the new pressure balance seal strips into the grooves in the back of the plates, using heavy grease to hold in place.
NOTE: There are two strips installed per groove.

6. With the bronze side facing up and the rounded trap slots toward the discharge side of the body, slide the pressure plate (9) down into the gear bores until it rests
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dowels, tap the plate gently with a plastic hammer or wooden mallet until the O-ring rests firmly against the pump body. 19. Install the spline coupling (21) with snap ring. 29. Install the idler gear (7). 20. Lubricate the threads on the studs (24) and screw the studs into place until they are snug. 21. Install the O-ring (12) and dowels (19) in the bearing plate (3). 22. With the gear bores turned up and the matching marks facing you, slide the front pump body (2) down on the studs until it rests firmly on the O-ring in the bearing plate. 23. Install the dowels (19) in the body (2). 24. Coat the inner bore of the body with clean hydraulic oil compatible with that in the trucks hydraulic system. 25. Install the bottom pressure plate (9) in the suction side in the bottom of the body with the rounded edge down.
DUMP PUMP
Continue to do this until the combination of valley and spline are found that will allow the valley to be centered with the dowel. This is to properly time the gears in the front section with those in the rear section.
NOTE: Make sure that the bronze side of the plate

faces down and the traps face the discharge side of the body. 30. Install the pressure balance seal strips in the plate (9) as outlined previously. 31. Install the mating O-ring (11) in the surface groove on the flange plate. Use clean, heavy grease to secure it in the groove temporarily. 32. Coat the splines on the driveshaft extension with heavy grease.
NOTE: This is to prevent damage to the seal lips as

the flange plate and seals are installed. Check the driveshaft for sharp edges. If necessary, use a seal guide or tape to protect the seal lips. 33. With the O-ring in the flange plate facing down, slide the flange plate (1) down over the studs and shafts until the plate makes contact with the pump body. 34. Tap gently into place with a plastic hammer or wooden mallet.

The one for this location has the radius on the outer edge that mates with the bottom of the gear bore. 26. Install the new pressure balance seal strips into the grooves in the back of the plates, using heavy grease to hold in place.
IMPORTANT: If the flange stops approximately 1/8 NOTE: There are two strips installed per groove.
27. With the bronze side facing up and the rounded trap slots toward the discharge side of the body, slide the pressure plate (9) down into the gear bores until it rests firmly on the bottom of the pump body. inch (3.2 mm) short, the journal bearings in the flange may have caught the pressure balance strips. Do not force into position. Lift the flange and position the seal strips away from the journal using a small screwdriver in the middle and ends until the flange drops into place without force. Do not drive the flange on with a hammer or the seal strips may be damaged. 35. Lubricate the threads and install the washers (20) and nuts (23) on two opposite studs. Tighten in a crossing pattern in even increments to a final torque of 160 to 175 ft-lbs. (215 to 240 Nm). 36. Using an appropriate tool, turn the driveshaft. The movement of the shaft should be tight, but it should turn freely with a maximum of 5 to 10 ft-lbs. (7 to 14 Nm) of torque. NOTE: If this does not occur, disassemble the pump and examine the parts for burrs or foreign material causing a build-up or interference between the parts.
NOTE: Do not force the plate down the gear bores. If

the plate binds on the way down, move it back and forth carefully until it slides freely into position. 28. With the long end of the front drive gear (5) facing up, slide the gear down into the splined coupling. Before engaging the shaft spline into the coupling, rotate the shaft until the valley between the two gear teeth is lined up with the center of the dowel nearest to the gear.
NOTE: If the spline will not enter the coupling without

the valley being off-center with the dowels, lift the shaft slightly and rotate it to the nearest valley and try again.
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16.
Tandem Gear Pump Assembly Steering Piston Pump Seal Assembly Pump Driveshaft Slip Yoke Strap and Bolt Kit Pump Platform Pump Bracket Pump Tail Support Bracket Locknut Capscrew (Grade 8) Capscrew (Grade 8) Lockwasher Capscrew (Grade 8) Capscrew Capscrew
17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32.
KEY Hardened Flatwasher Capscrew Capscrew (Grade 8) Support Bracket Capscrew Locknut Rubber Mounting Block Bushing Mounting Washer Hardened Flatwasher Hose Assembly Hose Assembly Hose Assembly Flange Kit Flange Kit Not Used
A84203
33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48.
Not Used Not Used Hose Clamp Brackets Clamp Halves Clamp Cap Plate Capscrew Clamp Halves Clamp Cap Plate Capscrew Not Used Not Used Not Used Driveline Guard Capscrew Flatwasher O-ring
FIGURE 2 - HYDRAULIC PUMP INSTALLATION (A84203, SHEET 1 OF 2)
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DUMP PUMP
FIGURE 2 - HYDRAULIC PUMP INSTALLATION (A84203, SHEET 2 OF 2)
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37. If removed, install plug (18) in the discharge side of the flange, below the surface. (See Figure 1, Section CC.) 38. Install the steering pump on the rear transition plate as outlined in the instructions in Section 5 - Hydraulic System.
d. Tack weld the block in place. e. Remove the pump bracket assembly and finish weld the bushing in place. 9. Reinstall the pump bracket assembly. 10. Verify the 3/16 inch (4.6 mm) vertical distance between the horizontal centerlines of the front drive face and the pump drive spline. If not held, use mounting washers to obtain this dimension with the mounting bolts tight. 11. Install the driveshaft as outlined in the instructions in Section 5 - Hydraulic System. 12. Remove the lifting eye bolt from the pump bracket. 13. Install the inlet and outlet hoses on the pumps and secure in place. 14. Re-establish flow from the reservoir to the pumps. 15. Start the engine and let operate at low idle until all air is purged from pumps. Bleed all entrapped air from the system as described in instructions for the individual components. 16. Test pump operation by rechecking individual system operation and test procedures in Section 5 - Hydraulic System.
The pumps may be installed as follows: 1. Install the pump assembly on the pump bracket (8) with capscrews (11) and locknuts (10). 2. Install the rear or tail support bracket (9) and supports with the appropriate capscrew on the pumps. 3. Install the lip seal (3) on the front side of the pump bracket. 4. Check the installation of the large pump platform (7). Verify that all mounts are tight and in good repair. 5. Install a 1/2 inch NC threaded eye bolt in the top center of the pump bracket. 6. Position the pump assembly under the truck and route the come-along or other suitable lifting device down through the opening in the center of the upper bracket. 7. Raise the pumps into place and loosely secure with the capscrews and hardened flatwashers.
NOTE: Do not install the driveshaft at this time.

8. Slide the bracket fore and aft as required to obtain the required distance between the front edge of the upper bracket and the face of the drive on the rear of the alternator. If this dimension is not available, it will be necessary to adjust as follows: a. Remove the mounting hardware securing the bracket to the frame. b. Remove the weld securing the bushing mounting block to the mount. Grind all surfaces smooth to prevent binding. c. Repeat steps 4 through 7 adjusting the bushing mounting block fore and aft to obtain the required dimension.
10
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PARK BRAKE SOLENOID VALVE

The park brake solenoid valve is a double coiled, two position, detented solenoid valve. It is mounted on the brake manifold in the hydraulic components box on the superstructure behind the cab. There have been two versions of the valve used: 1. In early production installations, the valve can be identified by metal nuts retaining the solenoid coils. 2. On later production versions (and trucks modified with the later production valve), it may be identified by fiber nuts retaining the solenoid coils. assembly is installed on the outlet to prevent the flow from continuing should a leak develop downstream of the park brake solenoid valve.

Periodic maintenance of the manifold should include the following: 1. Inspect the valve for evidence of leakage or damage. Repair or replace as required. 2. Test the operation of the valve as outlined in the instructions for the brake systems in Section 5 Hydraulic System.
NOTES:
1. The two versions of the valve are fit and functionally interchangeable, but they are from different suppliers and the coils and other operating components are not compatible. Be sure to identify the version in question prior to servicing either form of the valve. 2. The later production valves are of a design that has limited servicing capability outside of cleaning and replacement of the electric coils.
REMOVAL
The park brake solenoid valve may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Drain all pressure in the system as outlined in the procedures on system operation and testing in Section 5 - Hydraulic System. This includes both the steering and brake system accumulators.
OPERATION
The park brake solenoid valve controls the flow of hydraulic fluid into and out of the park brake system. The valve is a four-way, two-position, double-coil electric solenoid operated valve. This type of valve is designed to remain in one of two detented positions until the energizing of the coil at the opposite end causes it to shift to the other position. This provides the control of flow either from the supply source (in the brake manifold) to the caliper assemblies or from the calipers to the hydraulic tank.
Always release all hydraulic pressure in the system before loosening or removing any hydraulic lines. 3. Disconnect all electrical connections from the valve. Cap or plug all openings. Label each to aid in installation. 4. Remove the capscrews which secure the valve to the mounting bracket. 5. Remove the valve.
NOTE: Provision has been made to allow the valve to

be manually shifted by external means if necessary. This may be done by inserting a punch or similar tool into contact with the push rod assembly in the tube/coil assembly on the appropriate end of the valve, then pushing it to its other detented position. This may take some effort, particularly when the system is pressurized. Make sure that the spool is in one of its detented positions at all times. Typically an electric park brake shut-off solenoid valve
DISASSEMBLY
The park brake solenoid valve may be disassembled as follows: 1. Early production version valves: (See Figure 1) a. Remove the two coil retainer nuts (3) from both ends of the valve.
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KEY 01. 02. 03. 04. 05. 06. Black Plug Gray Plug Coil Retainer Coil Seal Tube Shipping Plate (Remove for operation) 07. 08. 09. 10. 11. 12. Roll Pin O-ring Spool Body Coil O-ring 13. 14. 15. 16. 17. Ball Ball Clamp Push Rod Spool Stop O-ring
56074
FIGURE 1 - PARK BRAKE SOLENOID VALVE ASSEMBLY EARLY PRODUCTION VERSION (56074)
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b. Remove the two coil assemblies (11) from the tube/ body assembly. c. Remove the two tube and spool stop assemblies from the body. d. Remove the detent assembly (ball clamps (14), O- ring (8) and ball (13)) from one end of the spool assembly. e. Remove the spool assembly from the body taking care not to damage the spool or body. f. Remove the other detent assembly from the spool as outlined in step d. g. Remove the spool stop (16) from the tube assemblies. h. Inspect then discard all O-rings and seals. 2. Later production versions: (See Figure 2) a. Remove the two coil retainer nuts from both ends of the valve. b. Remove the two coil assemblies (1) from the body assembly (2). c. Carefully remove the internal spool if required.

The disassembled components may be serviced as follows: 1. Inspect, then remove and discard all O-rings that are included in the new seal kit. Evidence of damage to the ring should be investigated for cause as it may indicate problems in other areas. It is recommended that all Orings and seals be replaced each time removed to ensure proper valve sealing and operation. 2. Clean all parts thoroughly with clean solvent and dry with compressed air. Do not use rags or solvents that will leave a residue. 3. Remove any indicated burrs or high spots from any surfaces. Re-clean if required. 4. Inspect the valve body and all other components for evidence of wear or damage. Particular attention should be paid to the bores, mating surfaces, and thread areas. If found to be significant, the entire assembly must be replaced. 5. Test the operation of all solenoid valves by carefully applying 24 Vdc power and ground to the appropriate coil leads. Repair or replace as required.
ASSEMBLY
The park brake solenoid valve may be assembled as follows: 1. Earlier production versions: (See Figure 1)
KEY 01. 24 VDC Coil 02. Body
FIGURE 2 - PARK BRAKE SOLENOID VALVE ASSEMBLY LATER PRODUCTION VERSION (57060)
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a. Check that all parts are clean and free of defects. b. Lubricate all O-rings, and bores and threads in the valve body with clean hydraulic fluid compatible with that used in the trucks hydraulic system. c. Install the O-rings (12) on both of the coil assemblies (11). d. Install the O-rings (17) on and push rod (15) in both of the spool stops (16). e. Install the spool stop assemblies in each of the tube assemblies (5). f. Install the spool assembly in to the body (10). g. Install the ball clamps (14), ball (13), and O-ring (8), as shown on each end of the spool assembly.
b. Lubricate all O-rings, and bores and threads in the valve body with clean hydraulic fluid compatible with that used in the trucks hydraulic system. c. If removed, carefully reinstall the spool assembly into the body. d. Install coil assembly (1) on the body assembly (2), aligning as required. Secure with coil retainer nut, tightened as required. e. Repeat with the coil (1) on the other end. f. Using a small punch or similar tool move the spool back and forth within the bore checking the smoothness of operation and the positive locking and releasing of the two detent assemblies. g. Cap or cover all openings to maintain component cleanliness.
NOTE: Make sure that the inner clamp halves are

secure against the shoulder in the bore of the body and that the O-ring (8) and clamp halves (14) secure the ball (13) in position. h. Install one of the tube and spool stop assemblies onto the body, making sure that the push rod (15) contacts the end of the spool. Tighten the tube assembly to 180 inch-lbs (20 Nm).
INSTALLATION
The park brake solenoid valve may be installed as follows: 1. Install the valve on the brake manifold assembly as shown in the instructions for the manifold in Section 5 Hydraulic System. Tighten the valve to a final torque of: a. Early production valves: 20 ft-lb (27 Nm).
NOTE: During assembly use care not to allow the detent

assembly to move from its installed position. i. Install coil (11) on the tube body assembly aligning the alignment pin in the body with the hole in the coil. Secure with coil retainer nut (3), tightened to 27 inch-lbs (3 Nm) final torque. j. Repeat steps h and i with the other end of the assembly. k. Using a small punch or similar tool move the spool back and forth within the bore checking the smoothness of operation and the positive locking and releasing of the two detent assemblies. l. Cap or cover all openings to maintain component cleanliness. 2. Later production valves: (See Figure 2) a. Check that all parts are clean and free of defects. b. Later production valves: 5 ft-lb (7 Nm). 2. Connect all electrical wires. 3. Bleed and test all systems as outlined in the procedures for the brake system (particularly the park brake system) in Section 5 - Hydraulic System.
NOTE: Entrapped air should be bled from all parts of

the brake systems.
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UNIT RIG
BRAKE MANIFOLD ASSEMBLY

The brake manifold assembly is a rectangular shaped metal valve with several external poppets and multiple hose connections ports. It is generally mounted inside the hydraulic components box. OPERATION The brake manifold serves as a centralized assembly to provide the following provisions: 1. Park brake solenoid valves a. Park brake solenoid valve - dual coil, latching type, electric solenoid valve that controls the flow of pressurized oil to the park brake system to allow the brakes to be applied or released. b. Park brake shut-off valve - electric solenoid/check valve assembly that prevents the flow of oil to the system except when the solenoid is energized. The system is wired to allow this only to occur when the operator is holding the Park Brake Switch in the Release position. 2. Load brake solenoid - electric solenoid valve cartridge that control the flow of pressurized oil to the load brake system to allow the rear brake service calipers to be applied or released. 3. Auto apply solenoid (optional) - electric solenoid valve cartridge that control the flow of pressurized oil to the load brake system to cause the rear brake service calipers to apply if the system supply pressure decreases to less than a predetermined level. 4. Accumulator drains a. Manual - cartridge assembly with either a manual pull type valve assembly (spring loaded to the closed position) or a needle type valve that provide a means of manually releasing any pressure remaining in the brake accumulator. b. Automatic/Manual - on early production manifolds and trucks, there was an electric solenoid valve cartridge assembly that controlled the flow of oil from the rear brake accumulator system to the tank caused the rear (and thus the supply) accumulators to drain each time the trucks Master Switch was turned Off. An externally controlled manual drain provision was incorporated into this cartridge. 5. Low brake pressure switch - electric switch assembly that monitors the system supply pressure (accumulator pressure) and causes a cab dash Low Brake Pressure indicator to light. 6. Park brake pressure switch - electric switch assembly that monitors the park brake system pressure and causes a cab dash Park Brake indicator to light if the pressure decreases to a level at which the park brake calipers will apply. 7. Auto apply pressure switch available electric switch assembly that monitors the brake system supply pressure and causes a cab dash auto apply solenoid to shift and automatically apply the trucks rear service brakes if the pressure decreases to the level that the park brakes will apply. 8. Internal pressure reducing valve (if so equipped) a cartridge assembly installed in an internal port designed to limit the maximum pressure available to the park brake system calipers. There are a number of ports on the manifold including: 1. (AL) port - not used at this time. 2. Rear brake accumulator (RBA) port - outlet pressure to the rear brake accumulator. 3. Supply brake accumulator (SBA) port - outlet pressure to the supply brake accumulator. 4. Pressure (P) port - inlet pressure from the steering manifold assembly. 5. Test station supply (TSS) port - outlet pressure to the gauge monitoring the supply brake accumulator pressure. 6. Front brake accumulator (FBA) port - outlet pressure to the front brake accumulator. 7. Test station front (TSF) port - mounting port for the quick disconnect fitting that monitors the pressure in the front brake accumulator. 8. Brake switch (BS) port - mounting port for the low brake pressure switch. 9. Auto apply switch (AAS) port - mounting port for the optional auto apply pressure switch.
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10. Park brake (PB) port - outlet pressure to the wheelmotor mounted park brake assemblies. 11. Park brake switch (PBS) port - mounting port for the Park Brake Pressure switch. 12. Park brake supply (PBS) port - outlet pressure to the gauge monitoring the pressure in the park brake supply system. 13. Brake valve front (BVF) port - outlet port to the front brake control section of the brake (controller) valve. 14. Pilot valve (PV) port - outlet pressure to the cab mounted brake pilot valve assembly. 15. Load brake (LB) port - outlet pressure to the load brake shuttle valve and the load brake application system. 16. Pilot valve tank (PVT) port - return pressure from the pilot valve assembly. 17. Brake valve tank (BVT) port - return pressure from the brake (controller) valve assembly. 18. Drain (DR) port - outlet port from the manifold assembly to the main hydraulic reservoir. The back pressure of this flow is reduced by the operation of the venturi assembly. 19. Brake accumulator drain (BAD) port - outlet ports for the manifold mounted manual brake accumulator drain valves to the main hydraulic system reservoir. 20. Auto apply (AA) port - outlet port to the optional auto apply shuttle valve and remainder of the control function. 21. Test station rear (TSR) port - mounting port for the quick disconnect fitting that monitors the pressure in the rear brake accumulator. 22. Brake valve rear (BVR) port - outlet port for the rear brake control section of the brake (controller) valve. Pressurized hydraulic oil from the steering manifold assembly enters the brake manifold through the P port. The pressurized oil is routed to the three brake accumulators, which are plumbed with check valves in the manifold to maintain independence between the front and rear brake systems. Spring loaded, normally closed, drain valves are included to allow the front or rear brake accumulator to be drained of hydraulic pressure during
maintenance. The supply accumulator drains through either the front or rear drain system, depending upon their release rates and pressures.
NOTE: On early production manifolds and trucks, a 24 Vdc solenoid valve (with a manual drain provision) was provided to drain the rear brake accumulator each time the Master Switch was turned Off.
The low brake pressure switch monitors the pressure in the brake supply accumulator, which will be equal to the front or rear brake accumulators (whichever is lower) and causes a dash mounted indicator to light when the pressure in this accumulator is less than 2100 psi (14 480 kPa). If so equipped, the auto apply switch also monitors the brake supply accumulator pressure. When it is less than 1400 psi (9 655 kPa), the switch closes to supply power to the auto apply solenoid, which opens and supplies pressurized oil to the automatic brake application system. The load brake solenoid (controlled by a cab mounted switch) controls the flow of oil to the load brake shuttle valve and then on to the rear service brakes. The park brake solenoid valve provides a flow of oil to apply and release the wheelmotor mounted park brake calipers. The park brake shut-off valve prevents the flow through the system except when the solenoid is energized, typically when the Park Brake switch is in the Release position. The pressure regulator or reducing cartridge (if so equipped) limits the maximum pressure available to operate the park brake caliper assemblies, when this is desired or required. Detailed information on each of these systems is included in the system information in Section 5 - Hydraulic System.

Periodic maintenance of the manifold should include the following: 1. Inspect the valve for evidence of leakage or damage. Repair or replace as required. 2. Test the operation of the functions of the manifold as outlined in the instructions for the dump, steering and brake systems in Section 5 - Hydraulic System.
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UNIT RIG REMOVAL

The manifold may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Drain all pressure in the system as outlined in the procedures on system operation and testing in Section 5 - Hydraulic System. This includes both the steering and brake system accumulators.

5. Remove the park brake solenoid valve assembly (2). 6. Remove the O-ring plugs, using care to note the location from which they were removed to aid in the reassembly. 7. Remove the park brake regulator or pressure reducing cartridge (11. Figure 1B), if so equipped. 8. Remove the plug valve or auto apply solenoid cartridge (if so equipped). 9. Remove the low brake pressure and park brake pressure switches (not shown) and any other remaining hardware.
Always release all hydraulic pressure in the system before loosening or removing any hydraulic lines. 3. Disconnect all hydraulic fittings from the valve. Cap or plug all openings. Label each to aid in installation. 4. Remove the capscrews that secure the valve to the mounting bracket. 5. Remove the valve.

The manifold components may be serviced as follows: 1. Inspect, then remove and discard all used O-rings when new ones are included in the new seal kit. Evidence of damage to the ring should be investigated for cause as it may indicate problems in other areas. It is recommended that all O-rings and seals are replaced each time removed to ensure proper valve sealing and operation. 2. Clean all parts thoroughly with clean solvent and dry with compressed air. Do not use rags or solvents that will leave a residue. 3. Remove any indicated burrs or high spots from any surfaces. Re-clean if required. 4. Inspect the valve body (1) and all other components for evidence of wear or damage. Particular attention should be paid to the bores, mating surfaces, and thread areas. If found to be significant the assembly must be replaced. 5. Test the operation of all solenoid valves by carefully applying 24 Vdc power and ground to the appropriate coil leads. Repair or replace as required. Torque the new coils to 4 to 6 ft-lbs. (5 - 8 Nm).
DISASSEMBLY (Figures 1A and B) NOTE: Figure 1A represents a brake manifold without an internal park brake pressure regulator or reducing valve that does. Figure 1B represents brake manifolds that incorporate this function with an internal mounted cartridge assembly.
The manifold may be disassembled as follows:
NOTE: During the disassembly and repair procedures,

it is always a recommended practice to carefully note the specific installation and orientation of components before and as they are removed to aid in proper reassembly.
1. Remove the load brake solenoid valve cartridge assembly (3). 2. Remove check valve cartridge assemblies (4, 8, and 13). 3. Remove the needle or button manual drain valve cartridge assemblies (5 and 14). 4. Remove the park brake shut-off valve cartridge assembly (6).
NOTE: Separate instructions on the dual coil park brake solenoid valve are contained in Section 5 - Hydraulic System in this manual. ASSEMBLY (Figure 1 unless listed otherwise)
The manifold may be assembled as follows:
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14.
KEY 84767A Manifold Body Park Brake Solenoid Valve Assembly Load Brake Solenoid Valve Cartridge Assembly Check Valve Cartridge Assembly Manual Drain Valve Cartridge Assembly Park Brake Shut-off Solenoid Valve Cartridge Assemblies Socket Head Capscrew Check Valve Cartridge Assembly #8 O-ring Plug #4 O-ring Plug #2 O-ring Plug O-ring Plug Cartridge Check Valve Cartridge Assembly Manual Drain Valve Cartridge Assembly (See Note on drawing.)
FIGURE 1A - BRAKE MANIFOLD ASSEMBLY WITHOUT PARK BRAKE PRESSURE REGULATOR
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14.
85605A
Manifold Body Park Brake Solenoid Valve Assembly Load Brake Solenoid Valve Cartridge Assembly Check Valve Cartridge Assembly Needle Valve Cartridge Drain Assembly Park Brake Shut-off Solenoid Valve Cartridge Assemblies Socket Head Capscrew Check Valve Cartridge Assembly #8 O-ring Plug #4 O-ring Plug Park Brake Pressure Regulator Cartridge Assembly Valve Plug Cartridge Assembly Check Valve Cartridge Assembly Needle Valve Cartridge Drain Assembly
FIGURE 1B - BRAKE MANIFOLD ASSEMBLY INCORPORATING PARK BRAKE PRESSURE REGULATOR
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KEY 01. 02. 03. 04. 05. 06. Black Plug Gray Plug Coil Retainer Coil Seal Tube Shipping Plate (Remove for operation) 07. 08. 09. 10. 11. 12. Roll Pin O-ring Spool Body Coil O-ring 13. 14. 15. 16. 17. Ball Ball Clamp Push Rod Spool Stop O-ring
56074
FIGURE 2 - PARK BRAKE SOLENOID VALVE ASSEMBLY
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5 1
2 3
2 3
3
01. 02. 03. 04. 05.
KEY 55656 Manual Drain Valve Cartridge O-ring O-ring Back-up Ring Red Knob
FIGURE 5 - MANUAL DRAIN VALVE CARTRIDGE ASSEMBLY
KEY 01. 02. 03. 04.
56081
24 Vdc Coil 05. O-ring O-ring 06. Back-up Ring Solenoid Valve Cartridge 07. O-ring Back-up Ring FIGURE 3 - LOAD BRAKE VALVE CARTRIDGE ASSEMBLY
1
2
2
3 4
5
KEY 55918 24 Vdc Coil O-ring Solenoid Valve Cartridge O-ring Back-up Ring
KEY 01. Check Valve Cartridge 02. O-ring
55644
03. O-ring 04. Back-up Ring
01. 02. 03. 04. 05.
FIGURE 4 - CHECK VALVE CARTRIDGE ASSEMBLY
FIGURE 6 - PARK BRAKE SHUT-OFF VALVE CARTRIDGE ASSEMBLY
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1
2
2 3 4
01. 02. 03. 04. KEY 55657 Check Valve Cartridge O-ring O-ring Back-up Ring
3 4
01. 02. 03. 04.
55647 KEY Check Valve Cartridge O-ring O-ring Back-up Ring
FIGURE 7 - CHECK VALVE CARTRIDGE
FIGURE 8 - CHECK VALVE CARTRIDGE 7. Install the check valve cartridge assembly (13). Torque to 20 ft-lbs. (27 Nm). 8. Install the park brake shut-off solenoid cartridge assembly (6). Torque to 20 ft-lbs. (27 Nm). 9. Install the needle or pushbutton manual drain valve cartridge assemblies (5 and 14). Torque to 20 ft-lbs. (27 Nm).
NOTE: If the solenoid coils are removed during their installation process, torque the new coils to 4 to 6 ft-lbs. (5 to 8 Nm).
1. Check that all parts are clean and free of defects. 2. Install the O-rings and back-up rings on all components as shown in the applicable illustrations (Figures 2 through 10).
NOTE: Items 11 and 12 in Figure 1B should install in a manner similar to their corresponding items in Figure 1A.
3. Lubricate all O-rings and bores and threads in the valve body with clean hydraulic fluid compatible with that used in the trucks hydraulic system. 4. Install the O-ring plugs (items 9 through 11). Torque as outlined in the procedures in Section 10 - Miscellaneous.
NOTE: Where applicable, install the automatic/manual accumulator drain solenoid valve assembly (14). Torque to 20 ft-lbs. (27 Nm).
10. Install the check valve cartridge assembly (4). Torque to 35 ft-lbs. (47 Nm). 11. Install the load brake solenoid valve cartridge assembly (3). Torque to 25 ft-lbs. (33 Nm). 12. Install the park brake solenoid valve assembly (2). Torque to 20 ft-lbs. (27 Nm). 13. Install the low brake pressure and park brake pressure switches (not shown) and any other remaining hardware. Torque each as outlined in the instructions in Section 10 - Miscellaneous. 14. Install caps on all open ports. 15. Clean and prepare for installation.
NOTE: If the manifold is equipped integral pressure regulating or reducing valve and plug valve cartridges (items 11 and 12, Figure 1B), they should be installed and torqued to 20 ft.-lbs. (27Nm)
5. Install the cartridge valve plug or auto-apply solenoid cartridge assembly (if so equipped). Torque to 20 ft-lbs. (27 Nm). 6. Install the check valve cartridge assembly (8). Torque to 25 ft-lbs. (33 Nm).
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1 2
KEY 56082 01. Plug Valve Cartridge 04. O-ring 02. O-ring 05. Back-up Ring 03. Back-up Ring 06. O-ring FIGURE 9 - PLUG VALVE CARTRIDGE INSTALLATION The manifold may be installed as follows: 1. Install the valve on the mounting brackets. Secure with the appropriate capscrews and related hardware. 2. Connect all hydraulic lines and electrical wires. Torque each connection as outlined in the instructions in Section 10 - Miscellaneous. 3. Bleed and test all systems as outlined in the procedures for the dump, steering, and brake systems in Section 5 - Hydraulic System. NOTE: Entrapped air should be bled from all three systems.
2 3 4 5
KEY 55972 01. 24 Vdc Solenoid Coil 04. O-ring 02. O-ring 05. Back-up Ring 03. Cartridge Valve FIGURE 10 - AUTOMATIC/MANUAL ACCUMULATOR DRAIN ASSEMBLY (WHERE APPLICABLE)
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10
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UNIT RIG
HYDRAULIC PUMP DRIVE ASSEMBLY

The hydraulic pump drive assembly is the propeller shaft device mounted from the rear of the main traction alternator to the hydraulic pump assembly. are clear of the driveshaft. 3. Remove the capscrews securing the driveshaft to the alternator. 4. Remove the driveshaft and scavenger blower drive sheave (if so equipped).
OPERATION
The assembly transfers the power required to operate the hydraulic dump and steering pump assembly from the output shaft adapter on the rear of the main traction alternator.
The driveshaft may be disassembled as follows: 1. Remove the capscrews (6, Figure 2) securing the splined slip yoke (5, Figure 2) to the driveshaft. 2. Remove the internal snap rings that secure the individual bearing crosses on the universal joint to be replaced. 3. Following normal shop safety practices and using the appropriate presses, remove the bearing caps from the shaft and yoke assemblies.

Periodic maintenance should include the following steps: 1. Verify that all components are secure and all mounting bolts are tight. 2. Visually inspect that the universal joint bearings remain lubricated as required to maintain smooth operation. Repair or replace as required. 3. Visually inspect the large pump mounting bracket, especially the isolation mounting pads for guidance or looseness, deterioration, or damage. Repair or replace as required. 4. Verify that the proper dimension between the pump bracket front surface (non pump mounting face) and the face of the pump drive adapter (on the rear of the main traction alternator) is maintained. If not, adjust all brackets as outlined in the Installation instructions at the end of this module. 5. Measure the vertical distance between the horizontal centerlines of the driveshafts front and rear bearings. It should be 3/16 inch (4.6 mm). If not, adjust as outlined in the Installation instructions at the end of this module.
IMPORTANT: It is recommended to support the

driveshaft components to prevent distortion during the removal process. If the bearings are difficult to remove, use extra care not to distort or damage the shaft components. 4. Remove the center cross assembly.

The disassembled driveshaft may be inspected as follows: 1. Clean all metal parts in solvent and dry with compressed air. 2. Inspect for evidence of wear, damage, or leakage. Repair or replace as required.
REMOVAL (Figure 2) NOTE: If the base shaft assembly is damaged, it

The driveshaft may be removed from the unit (without removing the pump) as follows: 1. Loosen (but do not remove) the capscrews and hardened flatwashers (15 and 17) securing the pump mounting bracket (8) to the pump platform (7). 2. Slide the pump assembly rearwards slowly (while still supporting the driveshaft (4)) until the pump drive splines should be repaired, straightened, or replaced, then rebalanced. 3. Review the removed bearing assemblies to determine their probable cause of malfunctioning. If other than normal wear over an extended period of time, repair or replace other components as required.
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1. Verify the following are smooth and free of knicks and in general good repair: a. Alternator shaft drive face and/or sheave mounting surfaces on units equipped with a belt driven cooling system air scavenger blower. b. Flange end of driveshaft. c. Splined end of driveshaft. d. Pump drive splines. 2. Grease the pump shaft and yoke spline to improve installation ease. 3. Verify the lip seal (3) is installed in the pump bracket (8). 4. Install the flanged end on the driveshaft (with the sheave, if so equipped) onto the alternator drive face on the rotor shaft. Torque the capscrews to 32 to 37 ft-lbs (43 to 50 Nm). 5. If not already done, loosen the capscrews (15) and slide the pump assembly as far rearward on the platform (7) as possible. 6. Slide the pump assembly forward and align the splines on the pump with those on the driveshaft yoke. 7. Once aligned, gently slide the pumps forward until the pumps will not move. Then move the pumps rearward 3/ 16 inch (4.6 mm).
KEY 01. Yoke Flange
FIGURE 1 - DRIVESHAFT ASSEMBLY (84202A)
ASSEMBLY
The driveshaft may be assembled as follows: 1. Carefully remove the bearing cap assemblies from the ends to be installed. Use extra care not to allow the bearing needles to become dislodged from their operating position or contaminated. 2. Secure the remaining bearing caps to prevent their unwanted separation from the cross assembly. 3. Following normal shop safety practices and using the appropriate presses, install the bearing caps into the shaft or yoke assembly from the outside, pressing inward until the caps are sufficiently inserted to clear the internal retaining ring groove.
NOTE: When properly adjusted there should be

approximately 3/16 inch (4.6 mm) forward and 2-1/2 inch (64 mm) aft adjustment. 8. Check the angle of the driveshaft relative to parallel with the bottom of the alternator and compare it to the data in Table 1 (+/- 1/2o) and instructions outlined in Figure 1.
TABLE 1 - DRIVESHAFT ALIGNMENT MODEL MT3600B/3700B (with smaller steering pump) MT3600B/3700B (with larger steering pump) MT4400/260AC ANGLE 1-1/2 2 2
13872
IMPORTANT: It is recommended to support the

driveshaft components to prevent distortion during the installation process. If the bearings are difficult to install, use extra care not to distort or damage the shaft components. 4. Secure the caps with the retaining rings provided. 5. Repeat steps 1 through 3 on the remaining bearing cap assemblies. 6. Install the splined slip yoke (5, Figure 2) to the driveshaft, securing with capscrews (6, Figure 2). Tighten to 32 to 27 ft.-lbs. (43 to 50 Nm).
INSTALLATION
The driveshaft may be installed as follows:
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. Double Dump Pump Assembly Steering Piston Pump Seal Pump Driveshaft Slip Yoke Strap and Bolt Kit Pump Platform Pump Bracket Pump Tail Support Bracket Locknut Capscrew (Grade 8) Capscrew (Grade 8) Lockwasher Capscrew (Grade 8) Capscrew (Grade 8) Capscrew Hardened Flatwasher 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. Capscrew Capscrew (Grade 8) Support Bracket Capscrew Locknut Rubber Mounting Block Bushing Mounting Washer Hardened Flatwasher Hose Assembly Hose Assembly Hose Assembly Flange Kit Flange Kit (Cab) Mounting Washer Not Used Not Used 35. 36. 37. 38. 39. 40. 45. 46. 47. 48. 49. 50. 51. 52. 53.
A85186
Hose Clamp Bracket Clamp Halves Clamp Cap Plate Capscrew Clamp Halves or Clamp Plate Assy. Through Item 44. - Not Used Driveline Guard Capscrew (Grade 8) Flatwasher O-ring Capscrew Clamp Halves Locknut Capscrew Upper Driveline Guard
FIGURE 2 - HYDRAULIC PUMP DRIVE ASSEMBLY (A85186, SHEET 1 OF 3)
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NOTES: The use of an electronic or precision protractor or equivalent is recommended to obtain this dimension.
9. Secure the pump assembly with the capscrews (15) and hardened flatwashers (17). 10. Fill the grease cavity, using the grease fitting inside of the driveshaft U-joint.
NOTE: When properly installed, there should be approximately 3/8 inch (9.5 mm) forward adjustment and approximately 2-1/2 inches (64 mm) aft adjustment. 01/08/2004 M1621 5
M1621
01/08/2004
UNIT RIG
HYDRAULIC TANK
HYDRAULIC TANK
The hydraulic tank is the round, vertically mounted tank mounted on the left side of the trucks main frame between the front and rear tires. tion is found.
REMOVAL
The hydraulic tank may be removed as follows: 1. Empty the contents of the tank into the appropriate cleaned containers. This may be accomplished by use of a transfer pump or other suitable device. Plugs and/ or drain cocks are provided in the bottom of each tank to allow for final draining.
OPERATION
The hydraulic tank holds approximately 155 gallons (585 liters) of hydraulic oil. Glass plugs allow the relative fluid level to be seen externally without removing any covering. A separate pressurization system uses externally provided air pressure to maintain a constant 10 psi (70 kPa) pressure as the fluid level in the tank changes. A pressure regulator is installed to prevent the build up of excessive pressure during normal operation. Filling of the tank is through a remote mounted central service or quick fill assembly and passes the fluid through either a separate filter assembly or the trucks dump system filters before routing to the tank.
IMPORTANT: Check the fluid level in the tank prior to beginning the emptying procedure and make the appropriate provisions for the large volumes of fuel that will be transferred.
2. Disconnect and cap or plug all lines attached to the tank. Label all hoses removed to assist in later reconnection. 3. Disconnect all wires connected to the tank. 4. Disconnect the ground strap. 5. Support the tank so the weight is removed from the mounting brackets. Secure so that it cannot move when the brackets are released. 6. Remove all remaining capscrews, etc. securing the straps around the tank. Separate the straps. 7. Remove the tank from the truck.
NOTE: The tank is grounded to the truck frame to add additional safety and durability. MAINTENANCE AND ADJUSTMENT
Periodic maintenance should include the following: 1. Inspect the exterior of the tank for evidence of damage or leakage. Repair or replace as required. 2. Inspect the mounts and brackets. They should be secure and in general good repair. Adjust, repair, or replace as required. 3. Inspect the cap on the fill ports. It should seal sufficiently to prevent contamination from entering. Repair or replace as required. 4. Inspect the inlet strainers on the fill port. It should be free of contamination and in general good repair. Repair or replace as required. 5. Inspect all inlet and outlet lines and ports. They should be free of damage and in general good repair. Repair or replace as required. 6. Periodically inspect the inside of the tank for evidence of rust, dust, or other contamination. Flush the tanks and clean as required if evidence of contamina-
8. If necessary, remove the mounting bracket and strap assembly from the main frame.
DISASSEMBLY
The tank assembly may be disassembled as follows: 1. Remove all fill ports and strainer assemblies. 2. Remove all clean-out port covers. 3. Remove all internal strainers, filters, and other material.

The disassembled tank may be inspected as follows:
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1. Inspect all threads on ports or plugs for damage. Repair or replace as required. 2. Inspect all exterior and interior surfaces for evidence of corrosion, or damage. Clean, repair, or replace as required. 3. Inspect all welds and mounting brackets for evidence of damage. Repair or replace as required. 4. Inspect the mounted brackets for evidence of wear or damage. Repair or replace as required. 5. Inspect the mounting pads for evidence of wear, damage, and hardening or other deterioration. Replace as required.
5. Install the fill port/strainer assemblies and tighten sufficiently to form a firm seal. Verify that the rubber seal material on the cover forms a good seal.
NOTE: It is recommended that thread sealant be applied to all pipe threads. INSTALLATION
The hydraulic tank may be installed as follows: 1. If removed, install the brackets and securing straps on the frame mounts using the appropriate mounting hardware.
NOTES:
1. It is generally considered easier to install the brackets, straps, and tank separately. 2. The tank saddle must be completely flush with the mounting bracket saddle.
2. Separate the straps as required. 3. Lift the tank carefully and position on the straps. Verify that the ports are properly oriented. 4. Move the straps around the tank and secure with the capscrews and mounting hardware. Use self-locking nuts to secure.
ASSEMBLY
The tank may be assembled as follows:
IMPORTANT: Always use new gaskets and gasket sealer during assembly.
1. Verify that the internal surfaces and components are free of contamination. 2. Install all switches, valves, and other miscellaneous equipment removed. 3. Install the clean out port covers using care to tighten and torque all of the capscrews sequentially and evenly in small stages to ensure proper sealing. 4. Install the inlet and outlet manifolds and attached hardware.
NOTE: Tighten the capscrews sufficiently to secure the tanks. Do not over-tighten, as damage to the tank or straps may result.
5. Connect all wiring to the tank. 6. Connect all hoses removed from the tank. 7. Connect the ground strap making sure to make solid connections at both ends. 8. Fill the tank with the appropriate filtered hydraulic oil using the required filtering transfer device. 9. Test all systems as outlined in the instructions in Section 5 - Hydraulic System.
NOTES:
1. Install the check valve assembly (5) in the return manifold (4) with the slotted screws located vertically. 2. Install the diffuser (9) in the return manifold with the open area toward the outside of the tank. 3. Install the butterfly valve in the suction manifold assembly with the external pivot mounted vertically at the bottom. 4. Install both the suction and return manifolds (10 and 4) securely with the capscrews (2) and flatwashers (3) following the tightening sequence shown in the illustration. The capscrews shown are to be tightened in this sequence to torques of 8, then 15, and finally 23 ft-lbs (11, 20, and 31 Nm).
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HYDRAULIC TANK
FIGURE 1 - HYDRAULIC TANK ASSEMBLY
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FIGURE 1 - HYDRAULIC TANK ASSEMBLY - CONTINUED
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HYDRAULIC TANK
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UNIT RIG
HYDRAULIC TANK
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KEY
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. Hydraulic Tank Capscrew Flatwasher Return Manifold Check Valve Insert Manifold Spacer Flange Gasket Pipe Nipple Return Diffuser Suction Manifold Butterfly Valve Manifold Spacer Suction Strainer Vacuum Release Valve Liquid Level Sight Plug Pipe Cap Drain Cock Temperature Switch Oil Level Sensor Pipe Plug Tank Strap Neoprene Rubber Flatwasher 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. Lockwasher Nut Capscrew Flatwasher Switch Cover Hose Assembly Straight Adapter Check Valve Adapter Fitting Air Pressure Regulator Nipple Adapter Reducer Bushing Pipe Tee Automatic Drain Valve Hose Assembly Not Used Adapter Fitting Adapter Fitting Cushion Clamp Capscrew Nut Lockwasher Clamp Support Assembly 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. Capscrew Flatwasher Hose Assembly Reducer Adapter Adapter Fitting Adapter Fitting Adapter Fitting Check Valve Pipe Tee Straight Adapter Hose Assembly Pipe Plug Adapter Fitting Hose Assembly Plug Pipe Nipple Elbow Adapter Fitting Filter Element Bushing Plug
A84163
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UNIT RIG
HYDRAULIC DUMP SYSTEM

Components in the dump system include: 1. Dump pump - one dump pump with two gear sections mounted on the pump mounting platform, part of a multiple pump assembly. 2. Dump cylinders - one mounted on each side of the truck. 3. Dump pilot valve - located in the hydraulic cabinet on the superstructure behind the cab. 4. Dump control valve - mounted on left lower frame assembly. 5. Filters - two separate bowl assemblies located on left inside the lower main frame in dump pump outlet line one for each dump pump section. 6. Auxiliary dumping connections - quick disconnect style couplings typically mounted on the main dump control valve. 7. Hydraulic oil cooler system oil-to-air cooling condenser and related control equipment. a. The oil cooler is mounted in front of the radiator, behind the front grille assembly. b. The controlling solenoid cartridge valve is mounted above the dump system filters on the left inside of the lower main frame. c. The controlling electric relay valve is mounted with other relay valves on the moveable panel in the lower right corner of the cab dash. d. The switches controlling the operation of the relay and cartridge valve are mounted on the dump pilot valve assembly identified previously.
PUMP OPERATION
The dump system is used to control the operation of the dump body. Hydraulic pressure, provided by the dump pump, is used to assist in component control as well as the raising of the dump body.
RAISE
To raise the dump body, the operator moves the Dump Control lever to the Raise position and holds. This mechanically positions the pilot valve to the raise position, which in turn hydraulically positions the spools in the main valve. In the Raise position: 1. Pressurized oil from the pumps (regulated to a maximum of 2400 psi (116 550 kPa) by an internal relief valve in the inlet portion of the main valve) is routed through the load check valves, to the extend ports on the dump cylinders, causing the cylinder to extend. 2. Low pressure return oil from the retract ports is routed through the valve back to tank. A anti-void or low pressure relief valve maintains an approximate 40 to 50 psi (275 to 345 kPa) back pressure in this side of the system to maintain some seal pressure and reduce the ingestion of air and other contaminates past the seals. When the body rises to its overcenter point (at which hydraulic pressure is no longer required to continue raising the body), the main spools begin to try to shift positions. The unidirectional orifice (in the pilot line outlet from the retract side spool) limits this movement, allowing the main spool to move only to a restricted flow position. This control of the return flow allows the now pressurized return flow to control extension of the cylinders.
NOTES:
1. Overcenter provisions are included on these trucks even though the dump bodies themselves do not travel overcenter. This is because movement of the material in the body toward the rear during the dumping cycle causes an effective overcenter condition that would result in the dump body reacting just as if it had actually gone overcenter. 2. Oil flow is diverted from the hydraulic oil cooler assembly when the dump controller lever is in the Raise position.
OPERATION
The dump system is used to control operation of the dump body. The pressurized hydraulic oil not only moves the body through the dump cylinders, but also is used to pilot control the dump system components.
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FIGURE 1 - DUMP SYSTEM OPERATION - RAISE
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FIGURE 2 - DUMP SYSTEM OPERATION - HOLD
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FIGURE 3 - DUMP SYSTEM OPERATION - LOWER
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FIGURE 4 DUMP SYSTEM OPERATION - FLOAT
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HOLD
To stop movement of the dump body (either raising or lowering) the operator must move the Dump Control lever to the Hold position. The pilot valve flow is detented causing the control valve spools to block flow from both sides of the cylinder pistons. This effectively holds the dump body in the desired position.
Dump Control lever to the detented Float position. This resulting valve flow positions the main control spools to direct the flow from the pump and both sides of the cylinder piston. The oil flow rate through the valve regulates the lowering until the dump body is resting on the dump body pads on the frame. At this point, the cylinders are carrying no load and are not pressurizeda desired condition for haulage operation.
NOTES:
1. The oil from the dump pump is directed back to the reservoir tank by the pilot and control valves. 2. Oil flow is diverted from the hydraulic oil cooler assembly when the dump controller lever is in the Hold position.
Hold the Dump Control lever in the Lower position only until the dump body is approximately one-half the way down. To continue to power the dump body down will result in the dump bodys striking the frame at a relatively high rate of speed. With the control in the Float position, the dump body will settle onto the frame.
LOWER
To lower the dump body, the operator moves the Dump Control to the Lower position and holds. This mechanically positions the pilot valve to the lower or power down position, which in turn hydraulically positions the spools in the main valve. In the Lower position: 1. Pressurized oil from the pumps (regulated to maximum of 2400 psi (16 550 kPa) by an internal relief valve in the inlet portion of the main valve) is routed through the load check valves, to the retract ports on the dump cylinders, causing the cylinder to retract. A separate relief valve in the pilot valve assembly limits the maximum pressure in the Lower mode to 1500 psi (10 340 kPa). This is to limit the rate of return of oil from the cylinders to the tank in the power down mode, reducing any possible system problems caused by the potentially high return flow rates. 2. Low pressure return oil from the extend ports is routed through the valve back to tank. An anti-void or low pressure relief valve maintains an approximate 40 to 50 psi (275 to 345 kPa) back pressure in this side of the system to maintain some seal pressure and reduce the ingestion of air and other contaminants past the seals.
IMPORTANT: The Dump Control lever and dump valve must be in the Float position at all times the truck is in operation. On some trucks a pressure switch will not allow truck propulsion with the valve not in the float position and hydraulic pressure trapped in the lines.
The Dump Control lever is detented in the Hold and Float positions only. It must be held in the Raise or Lower position. Releasing the Dump Control lever from the Raise position will permit it to move and remain in the Hold position, while releasing the lever from the Lower position to move and remain in the Float position. All other movement must be made manually.
NOTE: The system is designed to provide infinite positioning of the spool, directly controlled by movement of the Dump Control lever. This enables the operator to maintain precise control of the dump body movement.
Optional provisions are available which allow the dump body to be raised or lowered by means of an external source, typically another trucks dump system, if the normal pump system is unable to provide required pressure and flow. In this mode, the disabled trucks control valve is placed in the Hold position, blocking off the normal supply and control circuit and the external sources supply controls the operation of the dump cylinders and body. A dump system/separate loading brake interlock system is available as an option to prevent the raising of the dump body until the trucks load brake is activated.
NOTE: Oil flow is diverted from the hydraulic oil cooler assembly when the dump controller lever is in the Lower position. FLOAT
Once the dump body is lowered more than approximately 1/2 of its total travel, the operator moves the
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modes, which directly controls movement of the dump body. This enables the operator to maintain precise control of dump body movement.
When the Dump Controller lever is moved to the Float position, a timer is activated. At a preset time interval (typically 45 seconds), the timer activates a cab mounted relay. This causes a solenoid valve to open and to allow the flow of oil, diverted from the dump system, to flow through the oil cooler assembly. The flow is maintained as long as the Dump Controller lever remains in the Float position.

b. Install a 0 to 50 psi (0 - 350 kPa) pressure gauge on to the outlet line from the pressure regulator on the hydraulic tank to the tank itself. Fittings may need to be provided. c. Turn on the air supply to the crossmember, verifying that it does not exceed 10 psi (70 kPa). d. Verify that the pressure to the hydraulic tank is 10 +/- 1 psi (70 +/- 7 kPa). If not, check the operation of the hydraulic tank relief valve. e. When complete, remove the equipment installed.

Periodic maintenance should include the following steps: 1. Inspect all hoses and lines for evidence of damage or leakage. All hoses should be secured properly and properly torqued as outlined in the procedures in Section 10 - Miscellaneous. Repair or replace as required. 2. Inspect each assembly component for evidence of wear, damage, or leakage. 3. Test the operation of the system as outlined in the operation test. f. Repressurize the hydraulic tank to 10 +/- 1 psi (70 +/- 7 kPa). 7. If the truck has been sitting idle for an extended period of time or the steering pump or system has been drained since the last time the truck was started, fill the case drain on the steering pump with approved hydraulic oil. 8. Using the appropriate means for the electrical propulsion system installed, disable the trucks propulsion system to prevent its operation when the Shifter is moved to the forward or reverse position. 9. Test the high pressure relief valve and hydraulic oil cooler system operation as follows: a. Verify that the Shifter is in Neutral and the engine is operating at low idle speed. b. If any work has been done on the dump system or its components or the condition of the system is unknown, raise and lower the dump body through several cycles to bleed all entrapped air from the system. Do not force the cylinders at either end of travel.
OPERATION TEST
The operation of the system may be tested as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Stop the engine and allow the system to release all entrapped pressure. Verify that the Dump Controller lever is in the Float position. 3. Verify that the steering system has been properly tested and adjusted. 4. Verify that all hoses and fittings are tightened per the procedures in Section 10 - Miscellaneous. 5. Verify that the trucks hydraulic tank is filled to the proper level with approved hydraulic oil. 6. If not previously tested, verify that the hydraulic reservoir is properly pressurized as follows: a. Install a source of clean, dry compressed air, regulated to 10 psi (70 kPa) on the inlet to the hydraulic tank.
NOTE: To improve this process, it is recommended that the: 1. Dump body is raised in 2 to 3 ft. (0.6 to 0.9 m) increments. 2. Dump Controller lever is held in the Lower or powerdown position until the dump body is within 2 to 3 ft. (0.6 to 0.9 m) of the frame.
c. During this cycling exercise, verify that the: (1) LED light on the switch on the dump control pilot valve is on in the Raise, Hold, and Lower positions. (2) No oil flows through the oil cooler assembly.
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c. Raise the dump body to its fully raised position. d. While holding the Dump Controller lever in the Raise position, verify that: (1) The dump system pressure (on the cabinet mounted gauge) is 2350 to 2450 psi (16 205 to 16 895 kPa). If not, readjust as outlined in the information on the dump control valve in Section 5 - Hydraulic System. e. Release the Dump Controller lever, allowing it to return to the detented Hold position. f. Move the Dump Controller lever to the Lower position and allow the dump body to lower until it is resting on the dump body pads. g. While holding the Dump Controller lever in the Lower position, verify that: (1) The dump system pressure (on the cabinet mounted gauge) is 1450 to 1550 psi (10 010 to 10 685 kPa). If not, readjust as outlined in the information on the dump control valve in Section 5 - Hydraulic System. h. Raise and lower the dump body through its entire operating range (with the engine operating at rated speed) for 5 complete cycles. 10. Test the system circulating pressure and hydraulic oil cooler system operation as follows: a. Stop the engine. b. Install a 0 to 200 psi (0 to 1 400 kPa) gauge at the inlet to the dump valve. Additional fittings may be required. c. Verify that the: (1) Shifter is in N (Neutral) position.
e. Verify that the indicated circulation or system pressure at the dump valve inlet does not exceed 40 psi (275 kPa). Record indicated pressure. f. Accelerate the engine to rated speed and hold. g. Verify that the indicated circulation or system pressure at the dump valve inlet does not exceed 80 psi (550 kPa). Record indicated pressures. h. Slow the engine to low idle speed. i. Verify that on trucks equipped with a hydraulic oil cooler assembly: (1) LED light on the switch on the dump control pilot valve is off. (2) After a delay of approximately 45 seconds, oil flows freely through the oil cooler assembly.
NOTES:
1. It may be necessary to move the Dump Controller lever to the Hold or Lower for a moment and then back to the Float position to properly test the delay function. 2. If the pilot-float proximity switch is removed or must be readjusted this may be done as follows: a. Adjust the top of the switch to 3/32 inch (2.28 mm) from the washer. b. With the pilot valve in the float position, adjust the top of the washer to align with the centerline of the switch. c. If necessary, slightly adjust the height of the washer or switch distance to allow the switch to operate as outlined.
j. Stop the engine. k. Turn the Master Switch off. 11. Reconnect the wires removed to temporarily disable propulsion. 12. Test complete.
(2) The Load and/or Park brake is applied or other provisions have been made to ensure that the trucks propulsion system is temporarily disabled, even if the Shifter is in the F (Forward) or R (Reverse) positions. (3) Verify that the Dump Controller lever is in the detented Float position. d. Start the truck engine.
a. Remove the pressure gauge at the dump valve inlet. b. Remove the pressure gauges on the steering manifold and install dust caps on all quick disconnect fittings. c. Close the cover on the hydraulic components box.
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UNIT RIG USE OF AUXILIARY DUMP PROVISIONS

If the provisions for raising or lowering the dump body using an external power source are required, they may be used as follows:

parked on a slope, the oil could transfer to the lower truck.
3. Verify the Shifter in both the disabled and helper trucks is in the N (Neutral) position. 4. Cross connect the two jumper hoses between quick disconnect fittings installed near the dump valves on the disabled and helper trucks. This means connect the coupling on the extend port side of the dump valve on one truck to the retract port side of the other truck. The remaining hose should be installed on the other two couplings.
NOTES:
1. For purposes of this procedure, it is assumed that the power source is a helper truck, configured in a manner similar to the disabled truck. If another supply and control source is used, the procedure must be modified to reflect the changes involved. In either case, it is important that: a. The hydraulic oil in the two systems be compatible, preferably of the same formulation. b. The relief pressure settings in the helper truck be adjusted to at least the same pressure level as those in the disabled truck to allow for maximum lifting requirements. c. The relief pressure of the relief valve on the pilot control valve of the helper truck must be adjusted to the same pressure as the main dump system pressure in the disabled truck. Since the helper truck is in the Lower position to raise the dump body on the disabled truck, not increasing this pressure will not allow full system pressure to be provided to the disabled truck, possibly preventing the raising of the dump body. Detailed information is included in the procedures in Maintenance and Adjustment in this module. Remember to properly reset the pilot valve relief before placing the helper truck back into normal operation. 2. To connect the trucks, two jumper hoses, with connectors and dust covers on each end compatible with those on the truck, must be supplied. The hoses should be of sufficient size and pressure ratings to handle the system pressures involved, and of an adequate length to allow ease of connection.
1. Verify that the level of hydraulic oil in the helper truck is near full. 2. Move the Dump Controller levers in both the disabled and helper trucks to the Hold position.
NOTE: This is done so that the dump body on the helper truck does not move during movement of the body on the disabled truck.
5. To raise the body, move the Dump Controller lever in the helper truck, to the Lower or Power Down position and hold. The rate of lift should be kept at a low, controlled level with the material dumping at a moderate rate.
NOTE: When the Dump Controller lever is released on the helper truck, it will automatically go to the detented Float position. If allowed to remain in this position, the partially loaded dump body may lower at a rapid rate. Therefore, if it is desired to stop the raising of the dump body during the dumping cycle, the Dump Controller lever in the helper truck must be moved manually to the Hold position.
6. To lower the dump body, move the Dump Controller lever on the helper truck to the Raise position. The Dump Controller lever should be held in this position until the dump body approaches the frame and then moved to the Float position. The engine on the helper truck should remain at low idle and the rate of descent should be maintained at a low, controlled level to minimize impact of the body and cylinders during the movement.
NOTES:
1. It may be necessary to move the Dump Controller lever on the truck to the Float position to relieve any residual pressure remaining on the couplings. Be sure that the dump bodies are resting on the frame or are secured in position to prevent movement before the control is moved to the Float position. 2. If the dump control valves in both trucks are placed in the Float position when the jumper hoses are in place, oil can flow from one truck to the other. If the trucks are
NOTE: If sufficient pressure is required during the lowering of the disabled trucks body, an empty body on the helper truck may begin to rise. This movement should be monitored for safety reasons, but is normal.
7. Because of the possibility that oil might transfer from one truck to the other during this process, the hydraulic oil level in both of the trucks should be checked after both of the bodies are down. Adjust the oil levels as needed before proceeding.
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NOTE: The pressurized hydraulic tank has no external breather provisions, so excess oil cannot escape.
8. With the dump bodies both completely lowered to the frame, verify that both Dump Controller levers are in the Hold position. 9. Remove the jumper hoses and reinstall the protective caps and plugs. It may be necessary to move one or both Dump Controller levers to the Float position to relieve any residual pressure in the jumper lines or fittings.
10. Readjust the relief valve in the pilot control valve on the helper truck as outlined in Maintenance and Adjustment, if it was adjusted previously.
SERVICE
Refer to the modules of the individual components for service information.
001. Dump Valve 002. Not Used 003. Capscrew 004. Hardened Flatwasher 005. Locknut 006. Not Used 007. Not Used 008. Not Used 009. Hydraulic Pressure Filter 010. Filter Brackets 011. Filter Manifold 012. Flatwasher 013. Capscrew 014. Lockwasher 015. Flange Fitting 016. Flange Fitting 017. Lockwasher 018. Capscrew 019. O-ring 020. Dump Valve Manifold 021. Capscrew (Grade 8) 022. Female Quick Coupling 023. Dust Plug 024. 028. Not Used 029. Flange Fitting 030. Flange Fitting 031. Test Coupling 032. Quick Connector 033. Not Used 034. Adapter Fitting 035. Adapter Fitting 036. Not Used 037. Pilot Control Valve 038. Adapter Fitting 039. Clamp Halves
KEY 040. Pilot Valve Clevis 041. Hex Nut 042. - 046. Not Used 047. Adapter Fitting 048. - 053. Not Used 054. Clamp Cap Plate 055. Capscrew 056. Controller Cable 057. Capscrew 058. Flatwasher 059. Cable Control Bracket 060. Not Used 061. Capscrew 062. Not Used 063. Adapter Fitting 064. Adapter Fitting 065. Not Used 066. Not Used 067. Not Used 068. Not Used 069. Adapter Fitting 070. Not Used 071. Adapter Fitting 072. Roll Pin 073. Capscrew 074. Lockwasher 075. Pressure Gauge 076. Adapter Fitting 077. Control Cable 078. Harness Seal 079. Return Tube 080. Hose Assembly 081. Hose Assembly 082. Hose Assembly 083. Hose Assembly
A85183
084. Hose Assembly 085. Hose Assembly 086. Hose Assembly 087. Hose Assembly 088. Hose Assembly 089. Hose Assembly 090. Hose Assembly 091. Hose Assembly 092. Hose Assembly 093. Hose Assembly 094. Tube Assembly 095. Not Used 096. Tube Assembly 097. - 101. Not Used 102. Adapter Fitting 103. 109. Not Used 110. Clamp Support Assembly 111. Clamp Support Assembly 112. Clamp Support Assembly 113. Clamp Bracket 114. Cushion Clamp 115. Hardened Flatwasher 116. Chain 117. Capscrew 118. Flatwasher 119. Locknut 120. Clamp Bracket 121. Clamp Support Assembly 122. Clamp Support Assembly 123. Not Used 124. Orifice Plate 125. Not Used 126. Capscrew (Grade 8)
10
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FIGURE 5 - DUMP SYSTEM ASSEMBLY (A85183 SHEET 1 OF 6)
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11
12
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13
14
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15
16
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14.
Oil Cooler Adapter Fitting Hydraulic Filter Manifold Adapter Fitting Adapter Fitting Solenoid Cartridge Valve Adapter Fitting Adapter Flange O-ring Lockwasher Socket Head Capscrew Adapter Fitting Bolting Pad Clamp Support Assembly
15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28.
KEY Weld Clamp Plate Capscrew Timing Module DIN (Electrical) Connector Gasket Grip Capscrew Oil Cooler Bracket Locknut Flatwasher Bolting Pad Cushion Clamp Capscrew Not Used
A85399
29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40.
Not Used Hose Assembly Hose Assembly Hose Assembly Sensor Bracket Proximity Switch Assembly Washer Locknut Nut Relay Machine Screw Nut
FIGURE 6 HYDRAULIC OIL COOLER ASSEMBLY (A85399, SHEET 1 OF 2)
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17
FIGURE 6 HYDRAULIC OIL COOLER ASSEMBLY (A85399, SHEET 2 OF 2)
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MANUAL POWER SUPPLY PUMP

The manual power supply pump is a 24 Vdc electrically operated (motored) hydraulic gear pump. It is typically mounted on the top of the hydraulic pump mounting bracket, inside the frame rails and behind the main traction alternator. Periodic maintenance should include the following: 1. Clean all dirt and other contaminants from the assembly. 2. Inspect for evidence of leakage, wear, or damage to the pump or related components. Especially inspect the condition of the motor brushes, commutator, and related parts. Repair or replace as required. 3. Check the operation of the pump both manually and automatically as outlined in the test instructions in Section 5 - Hydraulic System.
OPERATION
The manual power supply pump is designed to provide flow to the steering and brake systems in place of the main engine driven steering pump if the pump is unable maintain the operating pressure levels in the accumulators. If this condition develops, the electric motors are either manually (using the manual switch) or automatically (pressure switch interlocked through the Shifter) energized, powering the hydraulic pumps. NOTE: This supply of pressurized oil for auxiliary steering and braking (for control in the event of the loss of flow while the truck is moving) is from the accumulators in each system. The Manual Power Supply System is designed to partially recharge the accumulators to allow for limited steering and braking as in towing or during maintenance. Oil enters the pump from a line direct from the hydraulic reservoir, independent of the main engine driven pumps, with only a coarse suction screen included to minimize ingestion of large contaminants. Inside the pump the oil enters the inlet chamber and is pressurized by the movement of the gears. It then exits through the outlet chamber and port, passing through an integral relief valve (limiting maximum pressures) and independent check valves (which prevent back flow when the pump is not in use). It then is routed to the steering system manifold for distribution to the steering and brake systems.
REMOVAL (Figure 2)
The pump may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Stop the hydraulic fluid supply at the reservoir. 3. Disconnect the 24 Vdc power source from the batteries. 4. Disconnect the hydraulic lines to the pumps. Cap or plug all openings. Label each to aid in installation.
Release all hydraulic pressure from the system before loosening or removing any lines. 5. Remove any remaining cables or hoses. 6. Remove the capscrews securing the pump to the mount. 7. Remove the pump assembly.
NOTE: There are two separate pump assemblies outlined in these procedures: 1. The early version incorporated a self-contained relief valve assembly. 2. The later version is identified by a cartridge relief valve mounted in separate block assembly on the hydraulic pump assembly. Always determine the version being worked on before servicing this component. MAINTENANCE AND ADJUSTMENT
DISASSEMBY (Figures 1A, B and C)

Prior to beginning disassembly of the pump:
NOTE: There are two separate pump assemblies outlined in these procedures: 1. The early version incorporated a self-contained relief valve assembly. 2. The later version is identified by a cartridge relief valve mounted in separate block assembly on the hydraulic 1
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pump assembly. Always determine the version being worked on before servicing this component.
1. Clean the work area of dirt, grease, foreign material or other items that might contaminate the pump. 2. Clean the unit thoroughly with a solvent. Remove all sharp edges from splines, drill points, keyways and end of shaft. Mark the adapter and cover/housing sections to ensure correct reassembly. 3. To aid in disassembly and reassembly, the pump should be retained in some manner. For example, a steel plate bolted to and extending over the edge of a work bench will suffice. The plate should have a hole large enough for the adapter flange pilot to drop through and two holes in the adapter flange. The pump can now be firmly fixed to the plate by bolts. This is especially helpful in removal and installation and checking of the torque of capscrews. The earlier version pump may be disassembled as follows: (Figure 1A) 1. Remove the capscrews and lockwashers securing the hydraulic pump section to the electric motor and separate.
NOTE: Make an index mark before removal to ensure that during reassembly the gears will be in the same position. IMPORTANT: Separate and identify each of the components as removed so that they can be reinstalled in the same location if reused during assembly.
4. Remove the square key (18) from the driveshaft (17). 5. Remove the drive and driven or idler gear assemblies from the pump assembly. 6. Remove capscrew (26) and plate (25). 7. Remove the seal (24) and O-ring (22). 8. Remove the retaining rings (19), washers (20), and ball bearing (21) from the driveshaft (17). 9. If required, remove the drive gear (12) and woodruff key (13) from the driveshaft (17). 10. If required, remove the retainer rings (10), idler gear (11), and woodruff key (13) from the idler shaft (14). 11. Remove the needle bearing (16) from the body assembly (15) using a suitable puller. 12. Remove the needle bearings (7) from the cover assembly using a suitable puller.
Do not attempt to pry the pumps apart with a screwdriver or other means. They should be separated by tapping with a soft-faced hammer. 2. Remove the capscrews (2 and 3) and lockwashers (4 and 5) securing the sections of the pump together. 3. Separate the housing cover (6), gear plate (9), and body assembly (15) by one of the following methods: a. Use a gear puller. b. Remove the two capscrews 180 apart, leaving the two engaged approximately three or four threads. Lay the pump on its side and tap the capscrews with a soft head hammer until the housing and adapter separate. Remove the capscrews.
The later version pump may be disassembled as follows: (Figures 1B and C) 1. Remove the nuts and washers securing the electric motor (1, Figure 1B) and hydraulic pump (2, Figure 1C) sections. 2. Carefully separate the two pump sections, making sure that the splined shafts and couplers are not damaged.
Do not attempt to pry the pumps apart with a screwdriver or other means. They should be separated by tapping with a soft-faced hammer.
Do not attempt to pry sections apart with a screwdriver or similar tool, as such action can damage machined sealing surfaces.
NOTE: The remaining steps reference Figure 1C unless otherwise indicated.

3. With a grease pencil, ink marker or other suitable marking tool, mark each housing cover on the parting
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KEY 01. 02. 03. 04. 05. 06. 07. 08.
51049
Hydraulic Pump Assembly 09. Gear Plate 17. Driveshaft 25. Plate Capscrew 10. Retaining Ring 18. Square Key 26. Capscrew Capscrew 11. Idler Gear 19. Retaining Ring 27. Relief Valve Lockwasher 12. Drive Gear 20. Washer 28. Adapter Plate Lockwasher 13. Woodruff Key 21. Ball Bearing 29. Capscrew Cover Assembly 14. Idler Shaft 22. O-ring 30. Lockwasher Needle Bearing 15. Body Assembly 23. Pilot Plate Assembly 31. Pump Motor Dowel Pin 16. Needle Bearing 24. Seal 32. Motor Solenoid FIGURE 1A - EARLIER VERSION MANUAL POWER SUPPLY PUMP ASSEMBLY
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line in a manner that will allow for reassembly in the same position.
c. Apply a light forward and back force to the puller handle and dislodge the plate.
NOTE: These marks will be used to assist in matching parts for reassembly of the pumps.
4. Clamp the pump assembly in a vise with the shaft end up.
NOTE: Use clean wooden blocks or other soft material to protect the machined surfaces (particularly the port faces) from damage.
5. Clean the driveshaft extension and remove any burrs or other damage. This will prevent damage to the seal lips. 6. Remove the capscrews (5) and washers (12) securing flange (1) to the pump body assembly. 7. Remove the flange (1). If the flange does not move easily, use a plastic hammer or wooden mallet and tap the edges of the flange with a plastic hammer to loosen it. 8. Grasp and lift the drive gear shaft (3) to dislodge the top pressure plate (6) with it while holding the pressure plate face against the gear with your fingers.
NOTE: If a bearing puller is not available: 1. Grind a screwdriver shape on the short end of an Allen wrench. 2. Insert the ground end of the wrench into the shaft bore and lift the plate up. 3. Move the wrench to the opposite bore of the plate and lift up. 4. Repeat this action until the plate has been dislodged.
d. Grasping through the boreholes, lift the plate straight up and out.
NOTE: Use extreme care in removing the plate. Do not pry or attempt to force it out. If the plate binds in place, move it up and down until it is free, and then lift it out.
12. Inspect and remove all remaining seals and components.

The pump may be serviced as follows: 1. Clean all metal parts in solvent and dry with compressed air. Inspect for evidence of wear, damage, or leakage. Repair or replace as required. 2. Discard any seal plates with score marks, heavy wear pattern, or that show erosion marks. 3. Discard the gear assemblies if: a. The shaft journals show excessive wear or pitting. b. The gear teeth show excessive wear.
NOTE: If the pressure plate hangs during removal, do not force or bend the plate. Tap lightly with a plastic hammer to drive the plate back down into position and start the removal process over.
9. After noting the installation and orientation, remove the pressure plate from the drive gear. Inspect and discard the seal strips and back up rings.
NOTE: Lift the plates straight up off of the shaft. NOTE: When disassembling the pump sections, the
parts should be laid out in a group and in the same order removed.
10. Lift the idler gear (4) straight up out of the bore of the body. 11. Remove the bottom pressure plate (7) as follows: a. Insert an expandable bearing puller into the shaft bore of the plate. b. Tighten until it is secure on the plate. 4. Measure the clearance between the gear housing and gear teeth. This cover/housing and/or gear should be replaced if the clearance exceeds 0.010 inch (0.25 mm). 5. Visually examine the bearings for evidence of spalling of the rollers and fracture of the stamped cages. Check c. The gear face is scored or cracked. d. The driveshaft splines or keyways are badly worn. e. The width of the gears is worn down more than 0.020 inch (0.5 mm).
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01. 02. 03. 04. 05.
KEY 56542 24 Vdc Electric Motor Solenoid Hydraulic Pump Relief Valve Body Relief Valve Cartridge
FIGURE 1B LATER VERSION MANUAL POWER SUPPLY PUMP ASSEMBLY the roughness of the outer race by sliding the rollers around the periphery of the cage. Any of these defects would be reason for replacement. The bearings should all be replaced at the same time. 6. Remove and inspect the relief valve assembly from the cover or block assembly assembly. Replace if rebuilding the pump assembly. (11), and woodruff key (13) onto the idler shaft (14). 4. If removed, install the drive gear (12) and woodruff key (13) onto the driveshaft (17). 5. Install the retaining rings (19), washers (20), and ball bearing (21) onto the driveshaft (17). 6. Install the seal (24) and O-ring (22).
ASSEMBLY
7. Install capscrew (26) and plate (25). The earlier version pump may be assembled as follows: (Figure 1A) 1. Install the needle bearings (7) into the cover assembly using a suitable press or driver. 2. Install the needle bearing (16) into the body assembly (15) using a suitable press or driver. 3. If removed, install the retainer rings (10), idler gear 8. Install the drive and driven or idler gear assemblies into the pump assembly.
NOTE: When the original gears are reused, make sure to align the index marks made during disassembly.
9. Install the square key (18) onto the driveshaft (17). 10. Align and assemble the housing cover (6), gear
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01. 02. 03. 04. 05. 06. 07.
KEY Flange 08. Sealing Strip Body 09. O-ring Drive Gear 10. Plug Idler Gear 11. Dowels Capscrews 12. Washer Top Pressure Plate 13. Plug Bottom Pressure Plate 14. Teflon Back-up Ring FIGURE 1C - HYDRAULIC PUMP ON LATER VERSION
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15. Seal 16. Seal 17. Snap Ring 18. Capscrew 19. Relief Valve Block 20. Relief Valve Cartridge 21. O-ring ASSEMBLY
plate (9), and body assembly (15). Secure together with capscrews (2 and 3) and lockwashers (4 and 5). 11. Install the relief valve assembly (27). 12. Mate and secure the hydraulic pump to the electric motor assembly. The later version manual power supply pumps may be
assembled as follows: (Figure 1C)
IMPORTANT:
1. Prior to reassembly, all parts should be deburred by sanding or stoning; washed in a solvent, wiped with a clean lint free cloth and, if available, dried with compressed air. 2. All seals should be replaced each time the pump is assembled.
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1. Verify that all parts are clean and dry. 2. Place the body (2) installed on the work area, oriented so that the matching marks made during disassembly are facing you.

12. Install the top pressure plate (6) with the grooves up.
NOTES:
1. If new components are being installed, make sure that the side facing you is the same as the side marked on the old component. 2. Observe that the body has a wide and a narrow boss. The side having the wide boss is always the suction side.
3. Coat the inner bore of the body with clean hydraulic oil compatible with that in the trucks hydraulic system. 4. Install the bottom pressure plate (7) in the suction side in the bottom of the body with the rounded edge down.
IMPORTANT: The pumps have a trap relief on the surface facing the gear. The plate should be assembled so that the trap is off-centered toward the outlet or discharge port side of the pump.
13. Install the pressure balance seal strips (8) and Teflon back up rings (14) in the plate as outlined previously. 14. Lubricate the threads on the capscrews (5) and install with washers (12) into the body (2). 15. Install the seals (15 and 16) secured by the snap ring (17) into the body. 16. Install the mating O-ring (9) in the surface groove on the flange plate. Use clean, heavy grease to secure it in the groove temporarily. 17. Coat the splines on the driveshaft extension with heavy grease.

The one for this location has the radius on the outer edge that mates with the bottom of the gear bore.
5. Install the new pressure balance seal strips (8) into the grooves in the back of the plates, using heavy grease to hold in place. Install the Teflon back up rings (14) as shown. 6. With the bronze side facing up and the rounded trap slots toward the discharge side of the body, slide the pressure plate (7) down into the gear bores until it rests firmly on the bottom of the pump body.
NOTE: This is to prevent damage to the seal lips as the flange plate and seals are installed. Check the driveshaft for sharp edges. If necessary, use a seal guide or tape to protect the seal lips.
18. With the O-ring in the flange plate facing down, slide the flange plate (1) down over the studs and shafts until the plate makes contact with the pump body. 19. Tap gently into place with a plastic hammer or wooden mallet.
NOTE: Do not force the plate down the gear bores. If the plate binds on the way down, move it back and forth carefully until it slides freely into position.
7. Coat the drive gear (3) with clean hydraulic oil compatible with that in the trucks hydraulic system. 8. With the long splined end up, install the drive gear (3) into the bore nearest the mark that was made during disassembly. 9. Coat the idler gear (4) with clean hydraulic oil compatible with that in the trucks hydraulic system. 10. Install the idler gear (4) in the bore opposite the drive gear. 11. Install the dowels (11) in the body if removed.
IMPORTANT: If the flange stops the flange may have caught the pressure balance strips. Do not force into position. Lift the flange and position the seal strips away from the journal using a small screwdriver in the middle and ends until the flange drops into place without force. Do not drive the flange on with a hammer or the seal strips may be damaged.
20. Tighten the capscrews (5) in a crossing pattern in even increments to a final torque of 75 ft-lbs. (100 Nm). 21. Using an appropriate tool, turn the driveshaft. The movement of the shaft should be tight, but it should turn freely with a maximum of 5 to 10 ft-lbs. (7 to 14 Nm) of torque. NOTE: If this does not occur, disassemble the pump and examine the parts for burrs or foreign material caus-
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ing a build-up or interference between the parts.

22. If removed, remount the valve assembly onto the pump assembly. 23. Re-install the hydraulic pump (3, Figure 1B) assembly onto the electric motor assembly (1, Figure 1B) and secure.
INSTALLATION
The manual supply pump assembly may be installed as follows: 1. Place the pump assembly in position and secure with the mounting bolts. 2. Reconnect all hoses to the assembly. 3. Reconnect all 24 Vdc wires/cables. 4. Open the hydraulic fluid supply to the pump. 5. Bleed and test pump/system operation as outlined in the test instructions for the Steering System in Section 5 - Hydraulic System. 6. Install the cover over the pump.
KEY 01. Motor Driven Pump 02. Flatwasher 03. Capscrew 04. Locknut 05. Adapter Fitting 06. Pipe Coupling 07. Adapter Fitting 08. Check Valve 09. Adapter Fitting 10. Hose Assembly 11. Hose Assembly 12. Hose Assembly 13. Adapter Fitting 14. Adapter Fitting 15. Adapter Fitting 16. Adapter Fitting 17. Clamp Halves 18. Pressure Switch 19. Connector Fitting 20. Grip 21. Gasket 22. Adapter Fitting 23. Cartridge Check Valve 24. Pushbutton Switch 25. 24 Vdc Relay 26. Diode Assembly* 27. Electrical Terminal* 28. Electrical Terminal* 29. Electrical Terminal* 30. Electrical Terminal* 31. Electrical Terminal* 32. Electrical Wire* 33. Power Cable* * Items are not shown on the drawing.
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FIGURE 2 MANUAL POWER SUPPLY PUMP SYSTEM (A85187)
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FIGURE 2 MANUAL POWER SUPPLY PUMP SYSTEM (A85187 CONTINUED)
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HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
The hydraulic system provides power and assist for the steering, dumping, and brake systems as well as a number of lesser systems. Refer to the individual systems or component modules for detailed information. (2) If not at this minimum level, add sufficient amounts of the oil through the quick disconnect/pre-filtering system on the truck to obtain this level. b. Start the engine and allow to run at low idle speed. c. Allow all system accumulators in the steering and brake systems to fully reach operating pressure. d. Recheck the oil level. If it has disappeared below the lower sight plug (with the dump body in the fully lowered position) it may be necessary to refill as outlined previously prior to continuing this procedure. NOTE: This is especially true if the operating systems have been drained or not refilled since previous servicing. e. Operate each of the systems through sufficient cycles so that all air is bled from each system. f. With the dump body fully lowered and resting on the truck frame, the steering in straight ahead position and all brakes released, stop the engine, but leave the Master Switch ON. g. Recheck the oil level sight plugs. If the level is not to the full level, refill as outlined previously in these instructions. Be sure to leave the Master Switch ON for the entire filling process. NOTES: 1. Since a relief valve assembly regulates the pressure in the tank, it is not necessary to relieve entrapped pressure in the tank before adding hydraulic oil. 2. Operation of the truck with the oil level between the full and low levels when measured as indicated is permissible, but filling fully at this time will provide increased system capacity. 3. Do not overfill the tank above the full sight plug.
OPERATION
The hydraulic oil supply is drawn from the hydraulic reservoir (tank) to the pump assembly. The pumps develop the pressure and flow demanded by the individual systems. The oil is routed back to the reservoir after it completes the cycle in the system. The reservoir is maintained at a relatively constant pressure of 5 to 10 psi (35 to 70 kPa) at all times during normal operation using the internal pressure created through the operation of the trucks hydraulic system. A relief valve preset at 10 psi (70 kPa) prevents the pressure from exceeding this level. A hydraulic oil cooler system is included to assist in maintenance of cooler temperatures in the hydraulic system. Detailed information on this system, its operation, maintenance, and testing is included in the information on the Dump System in Section 5 Hydraulic System of the appropriate Mechanical Manual.

Periodic maintenance of the hydraulic system should include the following: 1. Test the operation of the dump, steering, brake, and any other hydraulic systems as outlined in the instructions in Section 5 - Hydraulic System. 2. Inspect the systems and each of the components for evidence of leakage, wear, or damage. Refer to the individual system or component modules in Section 5 - Hydraulic System for detailed information. 3. Check the oil level in the hydraulic tank. To verify the proper operating level it should be checked as follows: a. With the engine and Master Switch both Off, check the oil level in the sight plugs. (1) At a minimum, it should be above the level indicated by the bottom or low level plug.
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FIGURE 1 - HYDRAULIC SYSTEM SCHEMATIC (S1132)
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HYDRAULIC BRAKE SYSTEM

The hydraulic brake system consists of the following components: 1. Hydraulic fluid supply - the brake system receives its supply of pressurized fluid from the steering system pump and filter. 2. Brake manifold - aluminum manifold installed in the hydraulic component box on the superstructure behind the cab. 3. Accumulator drain valves - located in the brake manifold, which allow hydraulic pressure stored in the brake accumulator system to be released. The valves are for manual operation only. 10. Load brake solenoid valve - solenoid valve cartridge in the brake manifold which applies the rear brakes only when activated by a cab mounted switch. 11. Park brake solenoid valve - dual coil electric solenoid, detented valve mounted on the brake manifold that control the flow of pressurized oil to and from the park brake system.
NOTE: Detailed information on this valve is contained in Section 5 - Hydraulic System.

12. Park brake shut-off valve - electric solenoid operated check valve cartridge in the brake manifold that limits the flow of oil to the park brake calipers except when energized. 13. Park brake pressure reducing valve - A separate mechanical cartridge assembly in the brake system manifold used to limit the maximum pressure to the park brake caliper assemblies. 14. Steering manifold - metal manifold mounted above the steering filter, supplying oil to the brake system. 15. Venturi and flow control assembly - control valve assembly mounted to a port in the side of the steering manifold, that creates a reduced pressure on the return flow from the brake assembly to prevent the brakes from dragging. 16. Modulated hand brake valve - mechanical lever and cable assembly that operates the brake control valve in the hydraulic components box with a cab center console mounted lever. 17. Load brake switch - cab console mounted electrical switch that controls the operation of the load brake solenoid valve. 18. Park brake switch - cab dash mounted electrical switch that controls the operation of the park brake apply and release solenoid valves. 19. Park brake assembly - separate caliper or piston assembly mounted on the rear disc brakes.
NOTE: A needle valve assembly is installed that must

be manually opened or closed to release the accumulator pressure.
4. Accumulators - piston-type storage devices mounted on the rear of the hydraulic components box on the superstructure behind the cab. 5. Pressure switches - diaphragm-type switches to monitor various systems. a. Low brake pressure. b. Brake drag - front and rear - (optional). c. Auto(matic) brake application (auto apply) (optional). d. Park brake pressure. 6. Brake pilot valve - spool type valve mounted on the brake pedal in the cab. 7. Brake control valves - dual spool valve mounted in the hydraulic components box on the superstructure behind the cab. 8. Brake calipers - caliper assemblies mounted on the front axle assemblies and rear wheelmotors. 9. Auto(matic) apply solenoid - solenoid valve cartridge in the brake manifold which applies the brakes automatically, if supply pressure drops below preset level.
OPERATION (Figures 1 through 6)

The hydraulic brake system consists of two subsystems, supply and operation, which perform together to control the operation of the brake caliper assemblies.
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FIGURE 1 - BRAKE SYSTEM OPERATION - ALL BRAKES RELEASED
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FIGURE 2 - BRAKE SYSTEM OPERATION - PEDAL CONTROLLED SERVICE BRAKES APPLIED
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FIGURE 3 - BRAKE SYSTEM OPERATION - HAND BRAKE APPLIED
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FIGURE 4 - BRAKE SYSTEM OPERATION - LOAD BRAKE APPLIED
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FIGURE 5 - BRAKE SYSTEM OPERATION - AUTO APPLY SYSTEM APPLIED
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FIGURE 6 - BRAKE SYSTEM OPERATION - PARK BRAKES APPLIED
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SUPPLY
Hydraulic oil is drawn from the hydraulic reservoir into the steering pump assembly. The pump is a piston type pump with a moveable swashplate that is controlled in a pressure compensating mode. In this configuration, the pump stroke is controlled from 0 to maximum displacement per revolution to provide a flow sufficient to maintain constant pressure of approximately 3500 psi (24 130 kPa) in the system accumulators. The output of the pump is routed through a high pressure oil filter and steering manifold. It then passes through the brake manifold and on to the brake accumulators, which are kept at a constant state of charge. The brake manifold splits to the separate front and rear brake accumulators, which supply their respective brake systems.
the spools in the brake control valve. This results in application of the brake calipers in a manner similar to that used in brake pedal operation. Releasing the lever reverses the procedure and releases the brake calipers.
NOTES:
1. The brake control valve outputs are factory preset to regulate the front and rear brake pressure independently. 2. A separate switch and relay system allows for: a. Operation of a cab warning indicator. b. Interrupts propulsion enabling circuitry (AS circuit). c. Operates the trucks stop lights. 3. The modulated hand brake lever is spring loaded to the Release position. The brakes remain applied only when the lever is in the Activated position and held.
A load brake assembly provides a method of applying or releasing the rear brake only. This system is designed to be used during the loading or dumping portions of the cycle, is controlled through a manual switch located on the cab console. When the Load Brake switch is activated (or moved to the Apply position) pressurized oil is routed from the brake manifold to the pilot port for the rear brake spool in the brake control valve through the Load Brake Shuttle valve. This causes only the rear brakes to apply fully. Moving the switch to the Release position discontinues the pilot pressure and releases the brakes. An optional auto apply (automatic actuation) feature is available to activate the brakes in conditions where the supply system pressure decreases to a predetermined pressure. At this pressure, a pressure switch activates the auto apply solenoid valve, piloting the brake control valve through the Auto Apply shuttle valve. This causes the brake control valve to provide maximum system pressure to the caliper assemblies, stopping the truck. This application is not modulated, and should be used in emergency situations only. A Brake Drag Warning option is available to provide cab warning indications in the event of residual pressure remaining in the brake control circuitry (when all the brakes are fully released), causing the calipers to remain partially applied. The park brake system is used to assist in securing the truck when parked for long periods of time with the engine shut off, or when the operator leaves the cab or the truck unattended. The basic park brake assembly is mechanically (spring) applied and hydraulically released.
NOTE: The three accumulators (supply, front, and rear)

are plumbed independently so that the supply accumulator provides support to either the front or rear accumulator.
A low brake pressure switch is included to activate a cab warning indicator if the pressure in the supply brake accumulator decreases to a predetermined minimum level.
OPERATION
When the operator depresses the Brake pedal a pilot pressure, proportionate to the amount the pedal is depressed, is routed to the front and rear pilot ports on the brake control valve. This pilot pressure causes the spools in the brake control valve to shift, metering the operating pressure allowed to the individual caliper assemblies. Release of the pedal causes the pilot pressure to decrease to 0 psi (kPa). This releases the caliper operating pressure.
NOTE: A separate venturi and flow control system is incorporated into the steering manifold that creates a reduced pressure in the brake return line. This reduced pressure allows the return oil to have minimal back pressure, in spite of the 10 psi (70 kPa) pressure maintained in the trucks hydraulic tank.
A proximity switch on the pilot valve and separate relay assembly is used to operate the truck brake lights. When the modulated hand brake system is operated, moving the lever in the cab operates a push-pull cable with a lever on the end, which mechanically depresses
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UNIT RIG NOTE: The Load or Hand Brake controls must be fully applied to Apply or Release the park brakes.
In normal operation, to release the park brakes (supply pressure to the calipers); the operator moves the Park Brake switch to the Release position and holds for a minimum of two (2) seconds. This electrically shifts the park brake release solenoid valve to the open position, allowing oil to flow through. The park brake shut-off valve is also energized at this time, allowing the flow to by-pass the internal check valve portion of the cartridge and to flow to the caliper assemblies.

2. The system pressure switch interrupts propulsion and provides a warning indicator on the dash to light. Operation in dynamic retarding will not be affected.

Periodic maintenance should include the following steps: 1. Inspect all hoses and lines for evidence of damage or leakage. All hoses should be secured properly and torqued as per the instructions in Section 10 - Miscellaneous. Repair or replace as required. 2. Inspect each assembly component for evidence of wear, damage, or leakage. 3. Test the operation of the system as outlined in the operation test. 4. Check the operation of the hand brake system. If found difficult to move, adjust as in the indicated procedures.
NOTE:
1. On trucks equipped with an integral park brake pressure reducing valve in the brake system manifold, the pressure is reduced on all brake configurations.
The pressurized hydraulic fluid from the brake system then goes to the: 1. Calipers - causing them to release. 2. Pressure switch - causing it to switch, which turns the dash mounted indicator light off and completing the AS circuit path through the switch. When the calipers are released (and the indicator is off) the operator releases the Park Brake switch. This allows the spring loaded park brake shut-off valve to shift to the check position prohibiting further flow to the caliper assemblies. To apply the park brake, the operator moves Park Brake switch to the Apply position and holds for a minimum of two (2) seconds. This electrically shifts the park brake solenoid valve to the apply position allowing the trapped oil in the system to exhaust to tank. This release of fluid causes: 1. The calipers to apply. 2. The pressure switch to shift which turns the indicator light off and interrupts the AS circuit. 4. Verify that the trucks hydraulic tank is filled to the proper level with approved filtered hydraulic oil. 5. Verify that the valve in the hydraulic pump suction line is open. 6. Verify the nitrogen gas precharge pressures in the accumulators are as follows: a. Brakes (3 smaller) - 950 to 1050 psi (6 555 to 7 245 kPa) Follow the procedures outlined in the instructions for each
OPERATION TEST IMPORTANT: Prior to beginning this test, the steering system must be properly tested and adjusted.
Prior to engine start-up: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. Verify that the front wheels are not chocked and all equipment and personnel are clear of the area in which the tires will move while turning. 2. Release all entrapped pressure in the system. 3. Verify that all hose fittings are torqued per the procedures in Section 10 - Miscellaneous.
NOTE: When the park brakes are applied, releasing

the Park Brake switch does not affect their status.
In the event of fluid loss in the system during operation (e.g. hose damage, etc.): 1. The park brake release solenoid valve check feature prevents additional oil to the calipers, preventing undesirable leakage.
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style accumulator as outlined in the instructions in Section 5 - Hydraulic System.
g. Record the pressure reading.
Bleeding the Service Brake System NOTE: The accumulator must be fully drained of all
hydraulic pressure prior to checking gas pressure. This may be done by pulling the manual drain valves located on the brake manifold in the hydraulic components box on the superstructure.
7. Verify that the gauges, mounted in the hydraulic components box on the superstructure are all operational. 8. Pressurize the hydraulic tank to 10 +/- 1 psi (70 +/- 7 kPa). 9. Verify that if the pump has not been previously run, the steering pump case drain has been filled. 10. Using the appropriate means for the electrical propulsion system installed, disable the trucks propulsion system to prevent its operation when the Shifter is moved to the forward or reverse position. Air may be removed from the service brake system as follows:
NOTE: Prior to beginning the bleeding procedure, consult the appropriate assembly drawings for the correct bleeder port that should be used in this installation, usually the highest points. Also it is recommended that a hose be used to direct oil away from the discs and linings into a catch can.
1. With the engine still at low idle speed, fully depress the Brake pedal and hold. 2. Verify that the system pressures do not exceed 2500 psi (17 240 kPa) on the front and 1500 psi (10 340 kPa) on the rear brake system gauges. If the pressures do exceed these limits, immediately release the Brake Pedal. Reapply partially and repeat this procedure. 3. Slowly and carefully open each bleeder valve and allow the oil to flow until it is free of air bubbles. Close each valve tightly when complete. Repeat for each service brake caliper assembly both front and rear.
TEST AND ADJUSTMENTS

The operation of the hydraulic brake system may be tested as follows:
Accumulator Supply System

1. Reconnect and torque all hoses previously removed as outlined in the procedures in Section 10 - Miscellaneous. 2. Check the pressure in the brake accumulator supply system as follows: a. Turn the Master Switch on. b. Start the engine and allow to run at low idle speed. c. Verify that at approximately 2100 psi (14 480 kPa) the Low Brake Pressure indicator goes out.
IMPORTANT: Remember when opening each bleeder valve that considerable pressure may be built up behind it and as a result oil may squirt out rapidly. It is best to open each valve with a slow, steady motion.
4. Release the Brake pedal when the process is complete.
Bleeding the Park Brake System

Air may be removed from the park brake system as follows:
NOTE: This is an approximation test at this point. More detailed final testing will be done later.
d. Verify that the Supply Accumulator Pressure increases slowly to 3450 to 3550 psi (23 790 to 24 480 kPa), then stabilizes. e. With the engine still at low idle speed, fully depress and release the Brake pedal repeatedly. f. Verify that the supply pressure remains at 3450 to 3550 psi (23 790 to 24 480 kPa).
NOTE: The instructions for the use of the hose catch can and the opening of the bleeder valves outlined for the service brake calipers also apply for the park brake calipers.
1. Move the Park Brake switch to the Released position and hold. 2. Bleed each park brake assembly in a manner similar to that used on the service brake calipers. 3. Release the Park Brake switch.
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4. Move the Load Brake switch to the Release position.

clockwise (or to the non-threaded portion of the plunger) to lower the pressure.
Brake Pedal Control System Adjustment

The service brake pedal may be tested and adjusted as follows: 1. Fully depress the Brake pedal and hold. Verify that the: a. Foot brake pilot pressure (measured on the Load Brake gauge) is: 675 to 725 psi (4 655 to 5 000 kPa). b. Front brake pressure is: 2700 to 2900 psi (18 615 to 19 995 kPa). c. Rear brake caliper pressure is: 1350 to 1450 psi (9 310 to 10 000 kPa) d. Stop or brake lights are lit. Rear of truck On top of the cab (if option installed) 2. Release the Brake pedal. Verify that the: 4. Release the Brake pedal. Verify that the: a. Pilot, front, and rear brake pressures return to 0 psi (kPa). b. Stop or brake lights are off. 3. If the pressures found are not within the desired range, but are both too high or too low, it will be necessary to adjust the pilot pressure signal to the front and rear brake valve spools. This may be done as follows: a. Release the Brake pedal. b. Stop the truck engine. c. Drain all pressure from the brake accumulators, using the manual accumulator drain valves. d. Remove the Brake pedal and actuator assembly by loosening the locking nuts and washers securing the U-bolts to the assembly and removing the pivot pin. e. Loosen the setscrew securing the adjusting collar to the threads on the plunger. f. Move the adjusting collar counter-clockwise (or toward the ends of the threads) to raise the pressure or 6. If pressure remains in the system with the pedal released, adjust the pedal return stop behind the pedal assembly and retest. 7. Record the final pressure found - applied and released. a. Front and rear brake pressures return to 0 psi (kPa). b. Stop or brake lights are all off. 5. If the pressure of either the front or rear system is too high or too low, but the other system and the pilot pressures are within tolerances, the appropriate individual spool on the brake control valve should be adjusted in an manner similar to that used to adjust the brake pilot valve. k. Apply and release the brakes a number of times. Verify that the pressure settings do not change. If they do, repeat the above process as required. i. Reinstall the pedal/cam assembly to the spool section. j. Repeat the above steps until the adjustment is complete.
NOTE: Fine adjustments may require turning the valve in increments of as little as 1/8th turn.
g. Retest the pressure as before. Installing the pivot pin and using a flat screwdriver or equivalent as a lever will allow you to depress the actuator without reinstalling the pedal/cam assembly. h. Secure the collar by re-tightening the setscrew to 25 to 30 inch-lb. (2.8 to 3.4 Nm).
NOTE: When the assembly is new or has been serviced, it is not uncommon for the pressures to decrease slightly due to the seating effect of the components.
Brake System Pressure Release System

The front brake release system pressure vacuum may be tested as follows: 1. Stop the engine. 2. Release all pressure in the hydraulic tank.
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3. Connect a 0 to 10 psi (0 to 70 kPa) pressure gauge (or equivalent) on the special quick disconnect fitting on the return to the hydraulic tank assembly. 4. Pressurize the hydraulic tank to 10 +/- 1 psi (70 +/- 7 kPa). 5. Start the engine. When acceptable, accelerate the engine to 1900 rpm and hold. 6. Verify that the pressure on the gauge is 1 +/- 0.5 psi (7 +/- 3 kPa). If not adjust the flow controls to obtain this final setting.
8. Verify that the Brake Drag indicators are no longer lit.
Hand Brake System Adjustment

The operation of the Hand Brake System may be tested as follows: 1. Fully apply the Hand Brake and hold. Verify that the: a. Front and rear brake system pressures are as follows: Front: Rear: 2700 to 2900 psi (18 615 to 19 995 kPa). 1350 to 1450 psi (9 310 to 10 000 kPa)
NOTE: This is with the oil at normal operating temperatures. At other oil temperatures, this pressure will vary.
7. Slow the engine to low idle speed and stop. 8. Release all pressure in the hydraulic tank. 9. Remove the low pressure gauge. 10. Pressurize the hydraulic tank to 10 +/- 1 psi (70 +/- 7 kPa).
b. Hand Brake indicator is lit. 2. Release the Hand Brake. Verify that the: a. Front and rear brake pressures return to 0 psi (kPa). b. Hand Brake indicator is off. 3. If the pressures found are not within the normal operating ranges: a. Release the Hand Brake. b. If both the front and rear systems must be increased or decreased, adjust single adjustment screw on the bracket on the controller valve as required. c. If only the front or rear system requires adjustment, the individual spools should be adjusted as outlined in the instructions for the brake pedal controlled system earlier in this procedure.
Brake Drag System Test

The optional Brake Drag Monitoring System may be tested as follows:
NOTE: This test is for the system that incorporates a 6 second delay before the indicators light in response to an indicated brake drag condition.
1. Verify that the brake accumulators are at or near full charge. 2. Verify that the Brake pedal, Hand, and Load brake systems are all released. 3. Remove the wire from the appropriate ground to disable the Brake Drag Relay. 4. Apply the Hand Brake only. 5. Press the Press-to-Test or lamp Check switch on the overhead panel and hold. 6. Verify that both the front and rear Brake Drag Indicators light after an approximate 6 second delay. 7. Release the Press-to-Test or Lamp Check switch.
NOTE: This may affect normal previously adjusted brake pedal system operating pressures and should not be done unless absolutely necessary.
d. Reapply the Hand Brake and retest. e. If adjustments are made, retest the pedal controlled system. f. Secure the adjustment screw with jam nut when the adjustment is completed. g. Record the final pressures. 4. Verify that the hand brake switch is adjusted to cause the indicator on the control to light as the handle nears the detented fully applied position (last 1/3 of the travel) and is off the remainder of lever travel.
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The operation of the load brake system may be tested as follows: 1. Verify that the Brake pedal and Hand Brake system are released. 2. Move the Load Brake switch to the Apply position. 3. Verify that the: a. Front brake pressure remains a 0 psi (kPa). b. Rear brake pressure increase to 1350 to 1450 psi (9 310 to 10 000 kPa). c. Load Brake indicator lights.
HYDRAULIC BRAKE SYSTEM NOTE: The pressure will increase or decrease approximately 280 psi (5 400 kPa) for each full revolution of the adjusting screw.
e. Release the park brake calipers and retest as outlined in step 1. f. Adjust as outlined in step 2 and retest until the proper system pressure is obtained. g. Once testing and adjustment is complete, secure the valves adjusting screw with the locknut. 3. With the Hand Brake, Load Brake, and Brake pedal released, move the Park Brake switch to the Apply position, hold for a minimum of two seconds, and then release. Verify that the: a. Park brake calipers remain released.
4. Move the Load Brake switch to the Release position. 5. Verify that the: a. Front and rear brake pressures return to 0 psi (kPa). b. Load Brake indicator turns off. b. Park brake system pressure remains as outlined in step 1. c. Park Brake indicator on the control is not lit. 4. Fully apply the Load Brake. 5. Move the Park Brake switch to the Apply position, hold for a minimum of two seconds, and then release. Verify that the: a. Park brake calipers apply. 1. Verify that the park brake calipers are all in their released position and that the pressure to the system calipers is: 2850 to 2950 psi (19 650 to 20 350 kPa). 6. Release the Load Brake. 2. If the park brake system pressure is not in this operating range, and the truck is equipped with an integral pressure reducing valve in the manifold, it may be adjusted as follows: a. Fully apply the Hand or Load brake, and then apply the park brakes. b. Verify that the park brake system operating pressure is 0 psi (kPa). c. Loosen the locking nut securing the adjusting screw on the pressure reducing valve. d. Turn the adjusting screw inward (to raise the pressure) or outward (to lower the pressure) as required to obtain the desired pressure. 7. Move the Park Brake switch to the Release position, hold for a minimum of two seconds, and then release. Verify that the: a. Park brake calipers remain applied. b. Park brake system pressure remains 0 psi (kPa). c. Park Brake indicator on the control remains lit. 8. Apply the Load Brake. 9. Move the Park Brake switch to the Release position, hold for a minimum of two seconds, and then release. Verify that the: b. Park brake system pressure is 0 psi (kPa). c. The Park Brake indicator on the control lights.
Park Brake System Testing

The operation of the park brake system may be tested as follows:
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a. Park brake calipers are released. b. Park brake system pressure is again at the pressure outlined in step 1. c. Park Brake indicator on the control is not lit. 10. Stop the truck engine. 11. Using the same equipment used to bleed the brake calipers, slowly open one of the park brake caliper bleeders. Verify that the: a. Oil flows briefly then stops, verifying the operation of the Park Brake release solenoid valve. b. Park Brake indicator comes on when the park brake system pressure decreases to less than 1450 to 1550 psi (10 000 to 10 690 kPa). 12. Close the caliper bleed screw. 13. Record the switch actuation pressure. 14. Start the engine and allow to operate at low idle speed. Bleed any entrapped air from the caliper tested. 15. Release the park brakes. 16. Stop the engine.
monitoring the Brake Supply Accumulator Pressure and the front and rear brake system delivery pressures. 2. Verify that at 1350 to 1450 psi (9 310 to 10 000 kPa) pressure in the supply accumulator, the auto apply feature activates. This may be documented by the fact that the pressure on the brake systems do not return to 0 psi (kPa) when the pedal is released. 3. Record the actuation pressure. 4. Discontinue the pedal apply and release cycling.
Testing Brake Accumulator Drain Systems

Test the operation of the manual drain valves as follows: 1. Verify that there is pressure in the supply accumulator. If not start the engine and allow the system accumulators to recharge. 2. Open the rear brake accumulator drain valve. This may be done by opening the needle valve assembly or by pulling out the button and holding as applicable to the system. 3. Verify that the pressure in the supply accumulator decreases to 0 psi (kPa). 4. Close the drain valve as required. 5. Restart the engine and allow the accumulator system to recharge. 6. Repeat steps 2 through 5 with the front brake accumulator drain valve.
Low Brake Pressure Switch Test

The operation of the low brake pressure monitoring system may be tested as follows: 1. Repeatedly apply and release the Brake pedal to decrease the hydraulic pressure in the accumulators. 2. Verify that the Low Brake Pressure indicator lights when the pressure decreases to 2050 to 2150 psi (14 135 to 14 825 kPa) on the gauge monitoring the supply accumulator pressure. Record this pressure.
Propulsion System Interlock Testing

Verify the operation of the propulsion interlocks as follows:
NOTE: To properly test the system the:

1. Trucks 24 volt and propulsion electrical systems must be installed and operational. 2. Engine should be off to prevent accidental movement and to ease in determining operation. 3. Brakes should all be released.
NOTE: The brakes must be applied slowly as the accumulator pressure approaches the set point in order to adequately verify the pressure switch setting.
Optional Auto Apply System Test IMPORTANT: It may be necessary to discontinue testThe operation of the optional auto-apply system may be tested as follows: 1. Continue to apply and release the Brake pedal while
ing and restart the engine during this test to maintain adequate pressure to operate the brakes.
1. Move the Shifter to the Forward position.
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2. Depress the Throttle pedal. Verify that the contactors pick up and sequence. 3. Release the Throttle pedal. Verify that the contactors drop out. 4. Fully apply the Hand Brake lever and hold. 5. Depress the Throttle pedal. Verify that the contactors do not pick up. 6. Release the Throttle pedal. 7. Apply the Park Brakes. 8. Depress the Throttle pedal. Verify that the contactors do not pick up. 9. Release the Throttle pedal. 10. Release the Hand Brake lever. (Park brake remains applied.) 11. Depress the Throttle pedal. Verify that the contactors do not pick up. 12. Release the Throttle pedal. 13. Apply the Hand Brake. 14. Release the Park Brake and then release the Hand Brake.

15. Depress the Throttle pedal. Verify that the contactors pick up and sequence. 16. Release the Throttle pedal. Verify that the contactors drop out. 17. Apply the Load Brake system. 18. Depress the Throttle pedal. Verify that the contactors do not pick up. 19. Release the Throttle pedal. 20. Release the Load brake system. 21. Depress the Throttle pedal. Verify that the contactors pick up and sequence. 22. Release the Throttle pedal. Verify that the contactors drop out. 23. Install the covers removed on the hydraulic components box. 24. Install the wheelmotor covers.
SERVICE
For detailed service information, refer to the individual component modules in Section 5 - Hydraulic System.
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001. 002. 003. 004. 005. 006. 007. 008. 009. 010. 011. 012. 013. 014. 015. 016. 017. 018. 019. 020. 021. 022. 023. 024. 025. 026. 027. 028. 029. 030. 031. 032. 033. 034. 035. 036. 041. 042. 043. 044. 047. 048. 049. 052. 053. 054. 055. 058. 059. 062. 063.
Brake Pilot Valve Brake Controller Valve Adapter Fitting Control Lever Capscrew Lockwasher Locknut Adapter Fitting Lockwasher Input Lever Capscrew (Grade 8) Adapter Fitting Locknut Cotter Pin Flatwasher Machine Screw Hose Bracket Toothed Lockwasher Nut Grip Adapter Fitting Conduit Locknut Lockwasher Capscrew (Grade 8) Brake Manifold Assembly Low Brake Pressure Switch Not Used Adapter Fitting Adapter Fitting Not Used Brake Accumulator Flatwasher Capscrew Flatwasher Park Brake Pressure Switch through item 040. - Not Used Adapter Fitting Not Used Clamp Support Assembly through item 046. - Not Used Capscrew Cushion Clamp through item 051. - Not Used Clamp Support Assembly Not Used Capscrew through item 057. - Not Used Adapter Fitting through item 061. - Not Used Adapter Fitting through item 067. - Not Used
068. 069. 070. 071. 072. 075. 076. 077. 078. 079. 080. 081. 082. 083. 084. 085. 089. 090. 091. 092. 093. 094. 095. 096. 097. 101. 102. 103. 104. 105. 106. 107. 108. 109. 110. 111. 115. 116. 117. 118. 119. 120. 121. 122. 123. 124. 125. 126. 127. 128. 129.
KEY Adapter Fitting Not Used Capscrew Cushion Clamp through item 074. - Not Used Control Cable Clevis Load Brake Push-button Switch Switch Plate Shuttle Valve Capscrew Adapter Fitting Adapter Fitting Not Used Not Used Flatwasher through item 88. - Not Used Hydraulic Components Box Accumulator Bracket Rod Locknut Not Used Pressure Gauge Adapter Fitting Brake Control Cable Assembly through item 100. - Not Used Hose Assembly Hose Assembly Hose Assembly Tube Assembly Tube Assembly Tube Assembly Not Used Hose Assembly Tube Assembly Tube Assembly through item 114. - Not Used Hose Assembly Not Used Tube Assembly Tube Assembly Tube Assembly Tube Assembly Tube Assembly Not Used Not Used Tube Assembly Hose Assembly Not Used Tube Assembly Tube Assembly Not Used
A85896
130. 131. 132. 133. 134. 135. 136. 137. 138. 139. 140. 141. 142. 145. 146. 147. 148. 149. 150. 156. 157. 158. 159. 160. 161. 162. 163. 164. 165. 166. 167. 168. 169. 170. 171. 172. 173. 174. 175. 176. 177. 183. 184. 185. 191. 192. 193. 194. 195. 196.
Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Not Used Nameplate Nameplate through item 144. - Not Used Adapter Fitting Not Used Not Used Adapter Fitting Adapter Fitting through item 155. Not Used Adapter Fitting Plug Venturi Fitting Test Coupling O-ring O-ring Adapter Fitting Plug Adapter Fitting Not Used Clamp Support Assembly Adapter Fitting Tube Assembly Venturi Fitting Quick Coupling Not Used Adapter Fitting Adapter Fitting Adapter Fitting Adapter Fitting Not Used through item 182. Not Used Adapter Fitting Hose Assembly through item 190. Not Used Adapter Fitting Adapter Fitting Adapter Fitting Not Used Not Used Plug
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FIGURE 7 - BRAKE SYSTEM ASSEMBLY (A85896, SHEET 1 OF 10)
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20
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22
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24
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26
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SHUTTLE VALVE
SHUTTLE VALVE
The shuttle valve is a ball type metal valve used to control the movement of hydraulic fluid. It is typically mounted in the hydraulic components box on the superstructure behind the cab. Always release all hydraulic pressure in the system before loosening or removing any hydraulic lines. 3. Disconnect all hydraulic fittings from the valve. Cap or plug all openings. Label each to aid in installation. 4. Remove the capscrews that secure the valve to the mounting bracket. 5. Remove the valve.
The shuttle valve provides a means of automatically selecting between two input sources with a single, common output. The valve consists of a single ball placed between two check seats. Pressurized fluid enters through both the input ports (identified as 1 and 2). When one of the input lines is pressurized, the internal check ball is forced against the opposite seat, blocking that inlet and providing a flow path to the outlet port.
The shuttle valve may be disassembled as follows:
NOTE: During the disassembly and repair procedures,

it is always a recommended practice to carefully note the specific installation and orientation of components before and as they are removed to aid in proper reassembly. 1. Clean all oil, dirt and other contamination from the exterior of the valve. 2. Using the appropriate wrench, loosen the lock nut (3) from the body (1). 3. Again using the appropriate tool, loosen and remove the cartridge assembly from the body (1). 4. Remove the O-ring plugs using care to note the location from which they were removed to aid in the reassembly.
NOTE: The outlet flow is always from the source of the

highest pressure.

Periodic maintenance should include the following: 1. Inspect the valve, and associated components for evidence of damage or leakage. Repair or replace as required. 2. If problems are noted with the operation of the valve, remove, disassemble, and clean. Replace seals and check the condition of the check ball and seats. Repair or replace as required.

The manifold components may be serviced as follows: 1. Inspect, then remove and discard all of the previously used O-rings that have replacements included in the new seal kit. Evidence of damage to the ring should be investigated for cause as it may indicate problems in other areas. It is recommended that all O-rings and seals be replaced each time removed to ensure proper valve sealing and operation. 2. Clean all parts thoroughly with clean solvent and dry with compressed air. Do not use rags or solvents that will leave a residue.
REMOVAL
The shuttle valve may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Drain all pressure in the system as outlined in the procedures on system operation and testing in Section 5 - Hydraulic System. This includes both the steering and brake system accumulators.
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3. Remove any indicated burrs or high spots from any surfaces. This is especially true of the check ball and the check seats in the inner portion of the cartridge assembly. Repair, replace, or re-clean as required. 4. Inspect the valve body and all other components for evidence of wear or damage. Particular attention should be paid to the bores, mating surfaces, and thread areas. If found to be significant, the assembly must be replaced.
7. Install the cartridge assembly into the body using care not to damage the seals. . Tighten securely, but use care not to over tighten as the seal provided by the seal rings and not the mating surfaces. 8. Install the lock nut (3). Using the appropriate tools to hold the cartridge assembly and to tighten the lock nut (3), tighten the lock nut to a final torque of 575 inch-lb (65 Nm).
ASSEMLY (Figure 1)
The shuttle valve may be assembled as follows 1. Check that all parts are clean and free of defects. 2. Install the O-rings and back-up rings on all components as shown. 3. Lubricate all O-rings and bores in the valve body with clean hydraulic fluid compatible with that used in the trucks hydraulic system. 4. Install the check ball (7) into position in the cartridge.
INSTALLATION
The shuttle valve may be installed as follows: 1. Install the valve. Secure as required. 2. Connect all hydraulic lines. Torque each connection as outlined in the instructions in Section 10 Miscellaneous. 3. Bleed and test all systems as outlined in the procedures for the dump, steering, and brake systems in Section 5 - Hydraulic System.
NOTE: Entrapped air should be bled from all three

5. Install the lower portion of the cartridge. Tighten securely, but use care not to over tighten as the seal is provided by the seal rings and not the mating surfaces. 6. Apply thread lock compound to the threads on the upper portion of the cartridge (2) as appropriate. KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11.
56152
systems.
Body Cartridge Lock Nut O-ring Back-up Ring O-ring Check Ball O-ring Back-up Ring Back-up Ring O-ring
FIGURE 1 SHUTTLE VALVE (56152)
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Section 6. Pneumatics System
UNIT RIG
PNEUMATIC SYSTEM
PNEUMATIC SYSTEM
DESCRIPTION
There is no pneumatic system on the TMT 240,TMT 260AC, or MT 4400 trucks. All controls are handled by the 24 Vdc electrical system, or with hydraulic or mechanical linkages. Pressurized air, provided by the operation of the dump body through its normal movement is used to pressurize the hydraulic tank. For detailed information, refer to the information on this system in Section 5 - Hydraulic System.
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Section 7. Running Gear
TEREX|UNIT RIG
TIRE AND RIM ASSEMBLY

NOTE: This module contains information for 5-piece
style rims, available from a variety of sources. For other configurations, refer to Section 9 - Options or the appropriate manufacturers information.

Periodic maintenance should include the following:

The large rubber tire and metal rim assemblies support the truck. One tire and rim assembly is mounted to each front wheel. Dual tires and rims are mounted to both rear wheelmotors. Failure to follow all safety precautions when handling a tire and rim assembly could result in an explosion and serious injury.
IMPORTANT: Tire and rim servicing can be hazardous

unless correct procedures are practiced by trained personnel. The use of personal safety equipment such as hard hats, ear protection, safety glasses and shoes, etc., and proper tools and equipment is highly recommended. 1. Before performing any inspection and maintenance on the tire and rim assemblies, park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Check the tires for cuts, missing pieces, tread depth or other indications of damage. Repair or replace as required. 3. Check the tires for proper inflation pressures. Because these can vary due to a number of factors including load, haul profile, environmental considerations, etc., refer to the appropriate tire manufacturers recommendations for specific pressure requirements at your location.
OPERATION
Rubber tires support the vehicle weight, and transmit the propulsion, retarding, braking, and steering forces. The tires provide some cushioning due to their construction and hollow, pressurized inner core. Tires are available in several constructions and tread combinations. Refer to the appropriate manufacturers information for specific details. The metal rim secures the tire to the wheel, seals the hollow center core, and maintains the basic tire shape. Refer to the appropriate manufacturer for specific information concerning the rim assembly.
NOTE: Special rim assemblies are now available that

allow the tires to be changed without removing the rim assemblies, including the outer dual components, from the truck. If these are installed, the appropriate changes to these instructions must be made. Contact the rim manufacturer or your TEREX|UNIT RIG representative for detailed instructions. An optional device is available that releases the compressed gas in each of the assemblies if the temperature or pressure exceed preset limits.
NOTES:
1. Always verify that the side or lock rings are fully seated before adding air. 2. Never reinflate a flat tire on a vehicle. Replace the flat tire with spare or repair before continuing operations. Disassemble and inspect the flat tire and rim assembly thoroughly as outlined in the information in Inspection and Repair later in these instructions. 3. Over-inflation results in high cord stresses which reduce resistance to blowouts from impacts and increases the danger of rock cutting. Under-inflated tires are subject to more deflection and flexing. Operation under this condition will result in uneven tread wear, sidewall radial cracks, ply separation, and loose or broken cords inside the tire. 4. Never run a loaded truck on one tire and rim of a dual assembly. The carrying capacity of that single assembly may be greatly exceeded. Operation of a truck in this manner can cause serious damage to the rim and tire and may result in sudden, unexpected failure.
NOTE: One of these devices, known by the proper

name Defuzer, contains a rupture disc designed to release the pressure if the pressure exceeds 190 psi (1 310 kPa) or the temperature exceeds 200 F (93 C). See Figure 3.
TROUBLESHOOTING
For specific details concerning tire and rim assemblies, contact the appropriate component manufacturer or TEREX|UNIT RIG representative.
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4. Inspect the rim for proper assembly and evidence of damage or wear. Repair or replace as required. Never try to reseat rings or other components by hammering while the tire is partially or fully inflated. This may cause the assembly to unexpectedly come apart with great force. If misassembled components are found, deflate, inspect, and reassemble following the correct procedures.
2. The valves are supplied fully assembled as a sealed unit. They should be replaced as a complete assembly. 6. Verify that the stud/clamp assemblies are properly installed and torqued, typically to 525 to 550 ft-lb (710 to 745 Nm). 7. Verify that cover caps are installed on each valve stem.
IMPORTANT: Never add or remove any attachment or

modify a rim (especially by heating, welding, or brazing), unless the tire has been removed and approval has been received from TEREX|UNIT RIG and the rim manufacturer. 5. On rims equipped with Defuzer valves (or equivalent): a. Inspect the valve for evidence of damage or leakage. b. Replacement of the valve is recommended at one year intervals when operating under normal conditions. A more frequent replacement may be necessary due to corrosion, fatigue, temperature, or adverse operating conditions. This may need to be determined through actual operating experience. There is danger of tire explosion due to fire/ excessive heat in wheel area. Whenever the smell of burning rubber or excessively hot brakes is detected on the truck, there could be a distinct possibility of danger of a tire explosion. It could also occur when fire on the truck reaches the tire and wheel area. Under such conditions DO NOT APPROACH THE TRUCK OR ENTER THE DANGER AREA as shown in the illustration. Move the truck to a remote area only if it can be done without endangering the operator or other personnel in the area. Stay at least 500 feet (150 meters) away from the tread area and 1500 feet (460 meters) from the tire side wall. If it is absolutely necessary to reach the suspect tire, approach from the front or the back of the truck and use a large dozer blade as shield in
NOTES:
1. If a rupture disc is not replaced periodically when exposed to these conditions, premature rupturing of the disc may occur, releasing the pressure in the tire.
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front. If there is evidence of brake fire or smell of burning rubber, do not go near the truck. Fight these fires from a distant, remote location. Do not rush to the truck with hand-held fire extinguisher in an effort to control the blaze. Allow at least eight hours for the tire to cool before approaching the truck.

2. If the air flow is trapped, check the valve stem passage for obstruction by carefully running a piece of wire through the stem, taking care that the wire cannot injure you if there is a sudden release of pressure when the obstruction is moved. 4. Support the tire and rim with a forklift, overhead crane, or other suitable means.
REMOVAL
The tire and rim assembly may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system.
IMPORTANT: If removing dual tire assemblies, make

sure to brace both of the tire and rim assemblies so they cannot move until they are to be removed. 5. Remove the lug nuts and associated clamps.
NOTES:
Failure to follow all safety precautions when handling a tire and rim assembly could result in an explosion and serious injury. 2. Jack the truck until the tire assembly is clear of the ground. Block securely in this position before proceeding. 1. Some clamps contain provisions for using jackscrews to ease removal. 2. If the truck is equipped with the appropriate rim assemblies designed for tire removal on the truck, the clamps securing the rim to the wheel assembly should not be loosened. Always follow the specific instructions available from the rim manufacturer. 6. Remove the tire and rim from the wheel. When removing the front tires and rims, place a jack under the bottom of front axle assembly (trucks equipped with beam axles) or the lower frame crossmember (trucks with integrated suspension/ axle assemblies) and use a safety block under the front bumper. When removing the tires and rims, place a jack under the axlebox lower rear suspension mount. Always install blocking as a safety precaution. 3. Completely deflate the tire. If it is a rear dual tire, deflate both tires before loosening any clamps. Failure to follow all safety precautions when handling a tire and rim assembly could result in an explosion and serious injury. Always completely deflate the tire (to zero pressure) before loosening the lug nuts. When removing a rear tire and rim, always deflate both tires even if only one tire needs service. A broken or damaged rim or component under pressure may rupture or be propelled by the pressure.
If inflated tires are kept in storage, they should be contained in a safety cage.

The tire and rim assembly may be disassembled as follows:
NOTE: Refer to the appropriate manufacturers

publication for specific details on the disassembly and assembly of the tire and rim assembly. Use the following procedure only as a guide. 1. Verify that the tire is completely deflated, and the valve core removed. 2. Depress the bead seat ring until both the lock ring and O-ring can be removed.
NOTES:
1. When releasing the pressure from the tire assembly, remove the valve core from the valve stem. Stand clear during the deflation to avoid particles in the high speed air flow.
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IMPORTANT: When unseating the tire beads, always

use the proper tools, keep fingers clear of any pinch or injury points, and stand to one side. This is especially true when removing the lock ring and O-ring assemblies. 3. Press the rim base out of the tire.
a. The valve assembly is supplied fully assembled. If the valve disc ruptures, leaks, or requires replacement for any reason, the entire assembly should be replaced. b. If replacement is required: (1) Park the truck in SAFE POSITION. It must be secured by means other than the trucks friction brake system. (2) If the tire and rim assembly remains on the truck, make sure that it is secure so that the assembly cannot move. (3) Make sure that the tire is completely deflated and the valve core assembly has been removed. There must be no residual pressure in the tire if it is still on the rim assembly. (4) Using the appropriate wrench on the flats on the outside of the valve, remove the valve assembly. Inspect and then discard. (5) Clean and inspect the threads in the rim assembly. They must be free of grit, dirt, or other foreign material to form a proper seal.
IMPORTANT: Always use lifting devices and

mechanical aids when handling heavy tires, rims, or components.

Refer to the appropriate manufacturers information for detailed procedures. These should include instructions to: 1. Always clean the dirt and rust from all wheel parts to ease and improve the inspection process and to aid in proper component reassembly. This is especially important for the interlocking parts of the multi-piece rim components, particularly the gutter section that secures the lock ring in place. 2. Once the parts are clean, thoroughly inspect them for evidence of pitting from corrosion, cracking, bending, wear, or other damage. Replace as required, and then repaint to prevent corrosion.
NOTE: The threads are Inch NPT.

(6) Inspect the new valve assembly to be: (a) Of the correct pressure and temperature rating for the application. This is stamped on the valve body. (b) Free of damage, especially to the internal rupture disc. (c) Clean and inspect the threads on the valve. They must be free of grit, dirt, or other foreign material to form a proper seal. (7) Coat the threads with the appropriate sealing material for the application. (8) Using the appropriate wrench on the flats on the outside of the valve, install the valve assembly. Torque to 75 to 90 ft-lb (100 to 120 Nm).
IMPORTANT: Never attempt to rework, weld, heat, or

braze any rim base or components under any circumstances. If repairable, repairs can be performed by the rim manufacturer or an authorized dealer or distributor of the rim manufacturer. Replace with new parts or parts that are not cracked, broken, or damaged and which are of the same size, type, and manufacturer. 3. Never reinflate a tire that has been run flat or seriously under-inflated without first disassembling and inspecting the tire and rim assembly. a. Check the rim for cracks and other damage. b. Double check the side ring, flange, bead seat band, lock ring, and O-ring for damage. c. The tire should be inspected by the tire manufacturer before remounting. d. During reassembly, make certain that all components fit properly and the lock ring is secure in the rim gutter section. 4. On trucks equipped with Defuzer valves on the rims:
NOTES:
1. Do not remove the protective cap on the valve. Use the inlet hex only for tightening. 2. Do not attempt to dismantle or replace the rupture disc.
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FIGURE 1 - TYPICAL FRONT TIRE AND RIM ASSEMBLY (12199)
FIGURE 2 - TYPICAL REAR TIRE AND RIM ASSEMBLY (12200)
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4. Place the tire on the rim. 5. Place the bead seat ring and side ring on the tire. 6. Press the bead seat ring down until the O-ring and lock ring can be installed.
IMPORTANT:
Do not hammer on the rim or components with steel hammers. These may damage or distort the rim or components, causing improper fitting of parts or premature failure. If it is necessary to tap uninflated components during assembly, use a rubber, lead, plastic, or brass faced mallet. If the components are correctly matched and assembled as designed, they will seat without tapping during inflation.
FIGURE 3 TIRE DEFUZER (57043) 3. Care should be taken during assembly and installation to ensure that nothing sharp protrudes into the inlet or outlet cavities. A rupture disc that has been scratched, dented, or damaged in any way may result in premature failure.
Do not pressurize the tire prior to mounting on the truck.
INSTALLATION
The tire and rim assembly may be installed as follows:
ASSEMBLY (Figures 1 and 2)

The tire and rim assembly may be assembled as follows: 1. Verify that all components are of the correct size, model, and manufacturer of parts for the assembly being worked on.
Failure to follow all safety precautions when handling a tire and rim assembly could result in an explosion and serious injury.
NOTES: If the truck is equipped with the appropriate

rim assemblies designed for tire removal/installation on the truck, the clamps securing the rim to the wheel assembly should not have been loosened. Always follow the specific instructions available from the rim manufacturer. 1. Using a forklift or crane, lift the tire and rim and install it on the wheel. 2. Install the clamps and lug nuts.
Never intermix components from different manufacturers or even different models from the same manufacturer without the express written permission and instructions of the rim manufacturer and TEREX|UNIT RIG.
NOTE: Refer to Loctite procedure for wheel studs, in

Failure to follow all safety precautions when handling a tire and rim assembly could result in an explosion and serious injury. 2. If the assemblies are equipped with Defuzer valves, inspect and service as outlined in other portions of the information in this module. 3. Place the side ring on the rim base. Section 7 - Running Gear. 3. Gradually tighten the lug nuts 180 apart from each other in even increments. Do not tighten them to full torque at once. 4. Tighten the nuts to 525 to 550 ft-lb (710 to 750 Nm) final torque. 5. Install the valve core.
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6. Install safety cage or equivalent restraining device to the tire and rim assembly. 7. Have specifically trained personnel inflate the tire slightly, typically to 3 psi (21 kPa) then halt the inflation.

10. Lower the truck to the ground. 11. Fill the tire to the predetermined required pressure for the application and equipment. If not available contact the TEREX|UNIT RIG representative for detailed information. 12. Remove inflation equipment. 13. Replace the cover cap on the valve stem. 14. Inspect the tire for evidence of leakage or damage. 15. After the truck has been in operation for one or two loads, recheck the lug bolts and re-torque as required. Repeat several times until the rims remain tight.
IMPORTANT: It is recommended that:

1. The inflation equipment have a filter to remove oil, moisture, and dirt from the air source. The moisture can cause corrosion of the rim and components, leading to difficult disassembly or premature failure. The filter should be periodically checked to ensure that it is functioning properly. 2. Always use a remote air valve with a clip-on air chuck and an in-line gauge and pressure regulator assembly to allow the tire mechanic to remain away from the tire during the inflation process. Always stand away from the tire to minimize possible contact should problems develop. 3. All personnel must remain out of potential component trajectories during the inflation process. 8. Recheck that all side or lock rings are properly installed. If an assembly is not fitting as designed, deflate and reassemble. Never attempt to seat rings or components by hammering when the tire is even partially inflated, because it may become dislodged and fly apart. 9. When the installation is okay at the 3 psi (21 kPa) pressure level, fully inflate and seat the tire to the recommended air pressure.
NOTE: When the truck is first driven after changing

the tires, it is recommended they be observed to verify that they are properly installed and running true. If not, repeat the procedures under Removal and Installation and correct the error. For other configurations, refer to Section 9 - Options or the appropriate manufacturers information.
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FRONT WHEEL ASSEMBLY (GREASE LUBRICATED BEARINGS)

The front wheel assembly consists of the large saucershaped disc found inside each of the front tire and rim assemblies and the associated bearing and rim mounting hardware. secured to the wheel by means of multiple clamps attached to the outer perimeter of the wheel. A speed sensor system is incorporated to provide actual truck ground speed input to the AC drive system to assist in controlling the truck in propulsion and dynamic retarding.
OPERATION NOTE: Details of the systems operation and testing is

The front wheel assembly functions as a connecting link between the front axle and the tire and rim assembly. The wheel rotates around the rigid front axle on a pair of tapered roller bearings. The tire and rim assembly is contained in the vendors maintenance manual for the drive system.
TROUBLESHOOTING
PROBLEM
Wheel loose
POSSIBLE CAUSES
Bearings improperly adjusted - too many shims
CORRECTIVE ACTION
Ins p e c t b e a r i ng a nd r e s hi m a s o ut li ne d i n M a i nt e na nc e a nd Adjustment. Verify brakes are released. If not, see i nstructi ons i n S ecti on 8 - Brake System. Ins p e c t b e a ri ng s a nd re s hi m a s o ut li ne d i n M a i nt e na nc e a nd Adjustment.
Wheel dragging or not rotating freely
Brakes dragging (not fully released)
Bearings rough or damaged Bearings shimmed too tightly - binding the wheel Tire not running true (straight) Rim bent
Ins p e c t t i r e a nd r i m a s s e m b l y. Replace as required. Inspect the rim's position on the wheel. Adjust as required. Ins p e c t t he w he e l f o r d a m a g e . Replace if necessary. Follow recommended lubricati on practices. Shim the bearing as outlined in the p ro c ed ure s i n Ma i nte na nc e a nd Adjustment. Check operating conditions and load. Correct as required. 12615
Rim not properly seated on wheel
Wheel damaged
Short bearing life
Improper lubrication
Bearings improperly adjusted
Bearing overloaded or damaged in service
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FIGURE 1 - FRONT WHEEL ASSEMBLY

Periodic maintenance includes the following steps: 1. Inspect the wheel for evidence of damage. Repair or replace as required.
b. A driver or multiple lug nuts tightened onto the stud to function as a driver may be needed to assist in the removal and installation of the wheel studs. 3. In either case, it is recommended that Loctite 242 (liquid), 248 (stick) or equivalent, is applied to the threads to secure in place. 2. At 500 hour intervals: a. Check that the wheel clamps are properly torqued to 525 to 550 ft-lb (710 to 745 Nm). b. Test the operation of the speed sensor assembly during normal drive system testing and maintenance as outlined in the procedures in the vendors maintenance manual. Clean, adjust, repair, or replace as required.
NOTES:
1. Newer stud assemblies incorporate: a. A shoulder on the threaded area to provide proper installation depth. b. A hex shape on the open end allowing the direct use of the appropriate tools to assist in the removal and installation of the stud. 2. On older assemblies (without the shoulder or hex): a. Installation depth is a measurement of the length of the stud that extends out of the wheel casting.
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FIGURE 2 SPEED SENSOR INSTALLATION 3. Inspect the front wheel bearings for proper lubrication and preload setting. (See procedure in the information in these procedures.) FRONT WHEEL BEARING ADJUSTMENT (Figures 1 6) Each time the front axle, wheels, or wheel bearings are removed or replaced, the following procedure should be employed to properly set the bearing preload.
NOTE: This procedure may be accomplished with tire

and rim assemblies either on or off. If removal of the tires is desired, refer to the instructions on tire removal in Section 7 - Running Gear.
NOTE: This information is important and will be used

in several steps in the following procedure. 1. Measure retainer (6) thickness using a 1 to 2 inch (25 to 50 mm) micrometer. Stamp this dimension on the retainer for future use.
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2. Inspect the inner wheel and hub area for damage and foreign material. It is very important that this area be clean and free of any debris. 3. If the bearing assembly has been replaced, install the bearing cups. Seat the cups against the shoulders in the bearing bores.
grease and the cavity from the small diameter of the outer bearing cup to the small diameter of the inner bearing cup. 10. Place the wheel on the front axle, using a forklift truck, crane or other suitable means. 11. Slide the outer bearing (5) onto the spindle.
NOTES:
1. Check that the cups are fully seated against the shoulders using a 0.002 inch (0.5 mm) feeler gauge. Insert the gauge in between the cup edge and the shoulder in a minimum of three places around the bore. If the gauge will fit in the gap, continue to seat until the gap is gone. 2. Use the proper tools and taking extra care not to damage or contaminate the bearings, seals or other components during the process. 4. If the speed sensor wheel (2) has been removed, it may be reinstalled on the wheel assembly as follows: (All in this step (4) refer to Figure 2.) a. Inspect the I.D. of the sensor wheel (2) and mating surface of the truck wheel to be free of dirt, grease, or other contamination or other damage or high spots. b. Evenly warm the sensor wheel (2) to a final temperature of 300o F (148o C). c. Install the sensor wheel (2) onto the surface on the truck wheel. Make sure that it is installed straight and is fully seated in place. 5. Install the expansion plug (20) (if it was previously removed). Make sure that there is clearance between the end of the spindle and the end of the stud. 6. Install the seal (3) and fill the cavity between the seal and the inner bearing cup partially with grease. 12. Lubricate the six drilled head capscrews (12) with wheel bearing grease. 13. Install the retainer (6) (with no shims) using the six drilled head retainer capscrews (12). 14. Alternately tighten the retainer capscrews (12) to: 250 ft-lb (340 Nm) in 50 ft-lb (70 Nm) increments.
NOTE: Rotate the wheel while tightening to properly

seat the bearing rollers. 15. Loosen the four drilled head retainer capscrews (12) to take the preload off the bearing. 16. Remove the retaining capscrews as indicated in Figure 3. 17. Alternately retighten the capscrews to: 110 ft-lb (150 Nm) in 20 ft-lb (25 Nm) increments.

seat the bearing rollers. 18. Using the depth micrometer, measure the distance from the end of the axle to the outer face of the bearing retainer. 19. To determine the shim requirements, subtract the thickness of the bearing retainer (6) (measured previously) from this latter measurement. 20. Prepare a shim stack equal to the dimension obtained in step 19. Always clean all shims and measure individually. 21. Remove bearing retainer (6) and outer bearing (5). 22. Pack the outer bearing (5) and cavity with grease (as outlined previously) and install shim stack (7, 8, 9, 10, and 11) bearing (5), and bearing retainer (6). 23. Alternately tighten all six drilled head capscrews (12) to:
NOTE: The seal lip should be facing the rotating wheel

assembly. 7. Pack the inner bearing (4) only with grease. Make sure that the grease is forced between the rollers. Apply a generous coat of grease to the outside of the rollers.
NOTE: The outer bearings must not be lubricated at

this time to ensure proper bearing preload. 8. Install the cone of the inner bearing (4) on the spindle and seat it against the wheel bearing spacer/rub ring (2). 9. Partially fill the void between the back of the inner bearing (4) and the wheel bearing spacer/rub ring (2) with
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FIGURE 3 - FRONT WHEEL BEARING RETAINERS
FIGURE 4 INSTALLATION OF SAFETY WIRE 560 ft-lb (760 Nm) in 100 ft-lb (135 Nm) increments. 26. Install and adjust the speed sensor assembly as follows: (Refer to Figure 2.) a. Install the roll pins (6) into the brake spider. b. Install the speed sensor (1) into the bracket (3). c. Install the bracket/sensor assembly on the roll pins as illustrated, securing with capscrew (4), lockwasher (5), and hardened flatwasher (7).
NOTE: Rotate the wheel (1) while tightening to properly

seat the bearing rollers. 24. Lockwire the retainer capscrews in place using safety wire (13). 25. Install the hubcap and secure with capscrews.
NOTE: To provide an improved seal, first make sure that all mating surfaces are smooth and clean and then apply a thin coat of RTV sealant between the hubcap and the wheel. 02/15/2005
NOTE: Do not fully tighten the mounting hardware at

this time.
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FIGURE 5 STANDARD HUBCAP ASSEMBLY d. Place a 0.035 inch (0.88 mm) feeler gauge between the sensor nose and the sensor wheel, adjusting the position of the bracket to obtain this clearance. FIGURE 6 HUBODOMETER HUBCAP ASSEMBLY e. Rotate the wheel assembly a complete revolution to verify that this 0.035 inch (0.88 mm) clearance is the minimum clearance at any point. f. Secure the bracket assembly in place by tightening and torquing the capscrew (4). The hydraulic brake system is a high pressure system. Relieve all pressure before disconnecting any lines. 3. Raise the truck until the tires clear the ground, then securely block in this position. 4. If desired, remove the tire and rim assembly as outlined in the instructions in Section 7 - Running Gear. 5. Disconnect the brake hydraulic supply line at the caliper assemblies. Install a clean plug on the hydraulic lines and a clean cap on each of the calipers. 6. Remove the speed sensor (and if desired the bracket assembly) from the brake spider to prevent damage. 7. Remove the hydraulic line between the caliper housings. Install clean plugs and caps on all open fittings. 8. Remove the caliper assemblies as outlined in the procedures in Section 8 - Brake System.
NOTE: Use care to prevent the incidental moving of

the bracket. Verify the clearance once the bracket has been secured. g. After tightening the hardware, repeat step e to verify the 0.035 inch (0.88 mm) minimum clearance. Readjust and recheck if required. 27. If the tire and rim assembly has been removed, install as instructed in the procedures in Section 7 - Running Gear.
REMOVAL (Figure 1)
The front wheel may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all pressure in the steering and brake systems as outlined in the procedures in Section 5 Hydraulic system.
NOTE: Retain the shims and identify the location removed from. The shims may be reinstalled with the caliper assembly to center the caliper with the disc. If new
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pads, discs, or bearings are installed, it will require reshimming the caliper assembly. 9. Remove the hubcap as shown in Figures 5 and 6. 10. Support the wheel adequately to prevent accidental movement and remove the capscrews (12), retainer (6), shims (7, 8, 9, 10, and 11), and bearing (5). 11. Slide the wheel off the axle spindle, being careful to protect the inner bearing (4), seal (3), and spacer or rub ring (2). 12. Remove the seal (3) and bearing (4) from the inner portion of the wheel. 13. If necessary, remove the disc by removing the capscrews attaching the disc to the wheel.
FRONT WHEEL ASSEMBLY (GREASE LUBRICATED BEARINGS) NOTES:

Newer stud assemblies incorporate: 1. A shoulder on the threaded area to provide proper installation depth. 2. A hex shape on the open end allowing the direct use of the appropriate tools to assist in the removal and installation of the stud. Older assemblies (without the shoulder or hex): 1. Stud installation depth is a measurement of the length of the stud that extends out of the wheel casting. 2. A driver or multiple lug nuts tightened onto the stud to function as a driver may be needed to assist in the removal and installation of the wheel studs. a. Using suitable tooling, remove the old wheel stud.
NOTE: In instances where hand tools alone will not

operate; apply localized heat to the stud or casting to warm to approximately 485o F (250o C). Taking the appropriate measures, remove while hot. b. Clean and inspect the threads in the wheel casting. Repair as required. c. Clean and prepare the threads in the wheel casting and on the stud using the appropriate cleaner/primer for the locking compound to be used.

The disassembled wheel may be serviced as follows: 1. Thoroughly clean the axle spindle, bearing and wheel hub with clean solvent. Dry with clean, dry compressed air. 2. Inspect the inner seal for excessive wear or damage. Repair or replace as required. 3. Inspect the wheel bearing spacer or seal wear ring (2) for evidence of damage or wear. Repair or replace as required. 4. Inspect the inner and outer bearings and races for evidence of damage, spalling, and rough spots. If the bearing races are defective, replace the bearing and races, both inner and outer. 5. Check that the bearing races are properly seated by attempting to force a 0.001 inch (0.03 mm) feeler gauge between the race back face and the wheel shoulder. Reposition as required. 6. Using magnetic particle, dye-check or other suitable methods, check the radius on the base of each side of the disc mounting bolting flange on the inboard side of the wheel for evidence of damage or cracking. If defects are found replace as required. Contact your TEREX|UNIT RIG representative for more detailed information. 7. Inspect the wheel studs for proper installation and evidence of wear or damage. If loose or damaged and require replacement, it may be done as follows:
NOTE: They both must be free of contamination and

oil, wax, paint, rust inhibitor, or any other preservative treatment. It is important to use solvents that do not leave any residual materials or film. d. Coat the threads on the stud that will engage the threads in the casting with several drops of Loctite 242 (liquid) or sufficient 248 (stick) material or equivalent.
NOTE: More detailed instructions on the proper preparation and use of Loctite are contained in Section 7 Running Gear. e. Install the studs: (1) On trucks equipped with the new stud, insert the threaded end of the stud into the threaded hole. Tighten until the shoulder contacts the wheel assembly. A final light torque of 15 to 20 ft-lb (20 to 27 Nm) should suffice. (2) On trucks equipped with the older stud assembly, install the long threaded ending into the casting until the exposed threaded length is 2-5/16 +/- 1/16 inch (59 +/- 1.5 mm) from the machined edge to the wheel.
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f. Allow the adhesive to harden per its listed instructions.
NOTE: Full strength typically requires 24 hours. In

some installations, special accelerants may be used to decrease this time, but may adversely affect overall total strength. Check/test before using. 8. Inspect the wheel speed sensor, sensor mounting bracket, and sensor wheel for evidence of contamination or damage. Clean, repair, or replace as required.

The wheel may be installed as follows: 1. Pack the interior of the wheel hub one-half to threefourths full of grease. 2. Pack the inner bearing with grease.
NOTE: The outer bearing must not be lubricated at

this time to ensure proper bearing preload. 3. Replace brake disc (if removed) and mounting adapter. Torque the bolts as outlined in the instructions in Section 8 - Brake System. 4. Install and shim the wheel assembly (including the speed sensor assembly) as outlined in the instructions in Maintenance and Adjustment. 5. After the wheel has been installed, reinstall and bleed the brake caliper assemblies as outlined in Section 8 Brake System. 6. Install the tire and rim assembly as outlined in Section 7 - Running Gear.
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WHEELMOTORS
WHEELMOTORS
The wheelmotors are cylindrical shaped electric motor drive power packages attached to the side of the axlebox inside each of the rear dual tire assemblies. must be removed. Refer to the instructions in Section 2 - Structure.
NOTE: Each wheelmotor assembly weighs* in excess

of: WHEELMOTOR GE GEB23 GE GEB25 lb* 15,000 26,800 kg* 6 575 12 155
OPERATION
AC electrical power from the alternator and control circuits is converted to mechanical power (torque) in the armature assembly. The torque output of the armature is then multiplied by a compound planetary gear reduction system that is transmitted through the torque tube to the dual rear tires. For a more complete explanation of the operation of a wheelmotor, refer to the appropriate wheelmotor manufacturers information.
*Add approximately 700 to 1000 lb (315 to 455 kg) if brakes are to be left installed. Be sure the lifting mechanism is sufficient to safely lift this weight. Also be sure the wheelmotor assembly is supported as recommended by the wheelmotor manufacturer. 7. Remove the capscrews that connect the motor to the axlebox. Move it straight out until the inner edges and equipment are clear of the axlebox before lifting. 8. Set the wheelmotor on blocking as recommended by the manufacturer. Be sure it is sufficient to support the weight and will not damage the wheelmotor. 9. If required, remove the brakes as instructed in Section 8 - Brake System.
TROUBLESHOOTING, MAINTENANCE AND ADJUSTMENT

Refer to the appropriate wheelmotor manufacturers information for detailed troubleshooting and maintenance procedures.
REMOVAL
The wheelmotor may be removed as follows: 1. Park the truck in a SAFE POSITION on level terrain and secure so that it cannot move, even if the brakes are released. 2. Jack the truck and remove the tire and rim assemblies as outlined in Section 7 - Running Gear. 3. Drain all oil from the wheelmotor gearbox sump. 4. Disconnect all cables and hoses connected to the motor inside the axlebox. Label each to aid in reconnection. 5. Remove the dump body mounted tire rock knockers or secure them out of the way. 6. Support the wheelmotor by forklift, crane, wheel dolly or other suitable means.
SERVICE
Periodic maintenance of the wheelmotors should include the following: 1. Daily, inspect the wheelmotor and attached brakes for evidence of leakage or damage. Repair or replace as required. 2. If the wheel studs are found to be damaged, they may be replaced as followed:
NOTES:
1. Newer stud assemblies incorporate a hex shape on the open end allowing the direct use of the appropriate tools to assist in the removal and installation of the stud. 2. On older assemblies (without the hex), a driver or multiple lug nuts tightened onto the stud to function as a driver may be needed to assist in the removal and installation of the wheel studs. a. Using suitable tooling, remove the old wheel stud.
NOTE: If an overhead crane is to be used either a

suitable special fixture must be used or the dump body
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operate, apply localized heat to the stud or casting to warm to approximately 485o F (250o C). Taking the appropriate measures, remove while hot. b. Clean and inspect the threads in the wheelmotor. Repair as required following the directions in the appropriate manufacturers service publication. c. Clean and prepare the threads in the wheelmotor and on the stud using the appropriate cleaner/primer for the locking compound to be used. d. Coat the threads on the stud that will engage the threads in the casting with several drops of Loctite 242 (liquid) or sufficient 248 (stick) material (or equivalent).
a. 1250 - 1400 ft-lb (1700 - 1900 Nm) on trucks with GEB23 or 25 wheelmotors with 1-1/4 inch capscrews. 3. Connect the hoses and cables to the wheelmotor as marked. Bleed entrapped air and contaminants from the brakes as instructed in Section 8 - Brake System.
NOTE: If the brakes were removed, reinstall them as

instructed in Section 8 - Brake System. 4. Fill the wheelmotor gear sump to the appropriate level with the required fluid. Refer to the manufacturers manual for the specific type and amount of lubricant. 5. Reinstall the tire and rim assembly as instructed in Section 7 - Running Gear. 6. Follow the procedure recommended by the manufacturer for testing prior to placing the wheelmotor back into service.
NOTE: More detailed instructions on the proper

preparation and use of Loctite is contained in Section 7 Running Gear. e. Insert the cone end of the stud into the threaded hole. Tighten until the cone end contacts the bottom of the hole. A final light torque of 15 to 20 ft-lb (20 to 27 Nm) should suffice. f. Allow the Loctite to cure as required before installing the tires and rims and tightening the wheel clamps.

some installations, special accelerants may be used to decrease this time, but may adversely affect overall total strength. Check/test before using. 3. Refer to the appropriate manufacturers manual for detailed information and service procedure.
INSTALLATION
The wheelmotor may be installed as follows: 1. Lift the assembly and maneuver it into position on the axlebox. Threaded studs, 6 or 8 inches (150 or 200 mm) long, screwed into three of the tapped holes in the axlebox will aid in the assembly process.
IMPORTANT: Because of the limited clearance

between the wheelmotor gear case sump and the axlebox, use care during the mating process. 2. Install the capscrews and hardened washers that connect the assembly to the axlebox, lubricating the threads and washers. Torque to:
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WHEELMOTORS
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.
KEY Wheelmotor Stud Bolt Hardened Flatwasher Capscrew (Grade 8) Special Flanged Nut Wheel Clamp Dual Spacer Spin-On Air Filter Breather Adapter Pipe Fitting Adapter Fitting Pipe Fitting Pipe Fitting Hose Clamp Heater Hose Drain Valve Pipe Fitting Pipe Fitting Pipe Fitting Pipe Fitting Pipe Fitting Reducer Bushing Pipe Fitting Pipe Plug
FIGURE 1 - TYPICAL WHEELMOTOR INSTALLATION (A83829)
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REAR SUSPENSION - NITROGEN/OIL

This version of the TEREX|UNIT RIG nitrogen/oil rear suspension is identified externally by the location of the charge ports on the side of the outer tube assembly. It is a cylindrical, telescoping unit that suspends the rear part of the truck. The suspensions are mounted on the rear of each rail of the main frame, directly under the dump body and above the rear of the axlebox assembly.
NOTE: An optional split bellows assembly with a zipper

is available that allows its replacement without removing the suspension or mounting pins. 2. Check all retaining hardware for evidence of damage or looseness. Repair or replace immediately if found loose, defective, or broken.
OPERATION
The rear suspensions consist of two major assemblies that move in relationship to each other. The outer tube assembly is pivoted on the main frame. The inner tube, attached to the axlebox at its lower end, slides inside the outer tube. The rear suspensions serve two separate functions - spring and shock absorber. The spring function is provided by the compression of the nitrogen gas. The shock absorber function is handled by controlling the flow of oil between the inner and outer chambers in the suspensions. In a static condition, compressed nitrogen gas in the internal cavity creates sufficient force to support the truck. When the tire strikes something (a hole, rock, etc.) the resultant forces cause the inner tube to slide upward in the outer tube. This compresses the nitrogen, absorbing the impact energy. At the same time, oil flows through the passages in the piston rod wall from the main chamber to the dampening chamber (annular volume between the piston rod outside diameter and the outer tube inner diameter). After the impact has been absorbed, the increased gas pressure begins to force the inner tube downward to its original position. As it does, oil flows from the dampening chamber back into the main chamber. However, a portion of the passages are now closed, restricting flow in this direction. This difference in flow characteristics provides dampening/rebound control.
Prior to loosening any capscrews, always jack and support the truck to remove its weight from the suspension, release all gas pressure and secure the suspension by appropriate means. Under some conditions, these members support the weight of the truck and failure to remove the weight and pressure could result in personal injury or equipment damage. 3. Inspect the exterior of the suspension for evidence of fluid leakage. If there is leakage, repair or replace as required and recharge with oil as outlined in the procedures later in these instructions.
NOTE: For detailed instructions on checking and/or

charging the suspension oil level, refer to the procedures later in this portion of the module. 4. Check the relative operating condition of the suspension as follows: a. Operate the truck for a sufficient period of time to allow both suspensions to equalize at normal operating temperatures. b. With the empty truck resting on a smooth, flat surface, measure the distance between the center of the upper and lower mounting pins as shown in Figure 1. The measurement should be approximately (+/- 1/2 inch (13 mm)): MK30B MT 2700/3000 MT 3300/3300AC BD 220 MT 3600B BD 240/270 MT 3700B/3700AC MT 4000 MT 4000AC MT 4400/4400AC MT 5500 58-3/4 inches (1 495 mm) 58-3/4 inches (1 495 mm) 58-3/4 inches (1 495 mm) 58-3/4 inches (1 495 mm) 67-7/16 inches (1 715 mm) 67-7/16 inches (1 715 mm) 67-7/16 inches (1 715 mm) 67 inches (1 705 mm) 61-7/8 inches (1 570 mm) 61-7/8 inches (1 570 mm) 61-7/8 inches (1 570 mm)

Periodic maintenance should include the following steps: 1. Clean the unit. Inspect for evidence of wear, damage, or leakage especially in the area of the exposed portion of the inner tube and charging valves. Repair or replace as required.
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If the suspension is not within these limits, check and adjust the nitrogen precharge pressure as outlined in the procedures that follow later in this section. Items that may indicate that the suspension may now or will soon require servicing internally include: (1) Evidence of oil leakage around the suspension. (2) Frequent changes in ride height requiring recharging with nitrogen gas.
Also only dry nitrogen gas should be used for charging. CHARGING WITH OIL (Original or refill after significant servicing)
NOTES:
1. This procedure is recommended if the suspensions have experienced a fluid loss due to some other reason than an external leak. If an external leak develops, the suspension should be removed and replaced. Return the suspensions to TEREX|UNIT RIG for repair as unauthorized repair may affect their warranty. 2. To modify or customize ride characteristics, contact your local TEREX|UNIT RIG representative for detailed instructions, detailing the suspension part number, mine location, and truck model and serial number. 3. Suspensions are delivered with the proper amount of oil and should not require checking when new or rebuilt. The oil level of the suspensions mounted on a truck may be checked and adjusted as follows:
NOTES:
1. A decrease in the ride height usually accompanies a loss of gas. Loss of gas can only occur around the charge valve or TEREX|UNIT RIG Weigh or Two-Speed Overspeed System transducers. 2. Increased deflection with a normal ride height indicates a loss of oil. (3) Harsh or bouncy ride are indications that the suspensions are repeatedly operating at the end of their travel strokes. 5. On trucks equipped with either or both the TEREX|UNIT RIG Weigh and Two-Speed Overspeed Systems, visually inspect all components, and wiring for evidence of wear or damage. Repair or replace as required. CHARGING PROCEDURE - NITROGEN/OIL REAR SUSPENSION
NOTE: During truck operation, the nitrogen precharge

in the strut tends to mix with the oil. This appears as an oily froth that comes out of the suspension when the nitrogen pressure is released. To accurately measure the oil level, the nitrogen must be removed from the oil. This is done by drawing a vacuum on the gas portion of the suspension assembly or by supporting the frame adequately with blocking and opening and leaving open the upper charge valves for 24 hours. The only time that this need be done is if external leakage is evident (indicating the need for repair) or when the empty to loaded deflection seems excessive.
NOTE: The suspension is to be charged with nitrogen

only after being installed on a truck. Prior to removing from a truck, the nitrogen charge should be decreased to less than 100 psi (690 kPa) and blocked in the extended position.
NOTE: On trucks equipped with later versions of the

suspension, a setscrew/drain plug combination is installed at the bottom to allow the easy draining of the oil if so desired. Always release all residual pressure in the system prior to beginning to drain the suspensions by any means. If the plugs are removed, they should be reinstalled as outlined in the Assembly instructions in this publication.
The main bodies of the suspensions are to be charged with dry nitrogen only. Use of oxygen, compressed air or other gases may result in a violent explosion.
NOTE: The procedure assumes that the suspensions

are mounted on a truck. If not, suitable support and means of securing the suspensions should be in place before proceeding. 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system.
The struts contain gas and oil under high pressure. Extra care must be taken when adjusting or servicing the struts. Since internal pressures can exceed 2000 psi (13 800 kPa), it is important to open the charge valves slowly and allow the pressures to be fully released before working on the struts.
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2. Raise the truck until the suspensions are fully extended. Secure in this position with suitable blocking. MK30B MT 2700/3000 MT 3300/3300AC BD 220 MT 3600B BD 240/270 MT 3700B/3700AC MT 4000 MT 4000AC MT 4400/4400AC MT 4400AC MT 5500 62-3/8 inches (1 585 mm) 62-3/8 inches (1 585 mm) 62-3/8 inches (1 585 mm) 62-3/8 inches (1 585 mm) 71-1/8 inches (1 807 mm) 71-1/8 inches (1 807 mm) 71-1/8 inches (1 807 mm) 72 inches (1 830 inches) 64-7/8 inches (1 650 mm) 64-7/8 inches (1 650 mm) 64-7/8 inches (1 650 mm) 64-7/8 inches (1 650 mm)

9. Release any residual gas pressure in the suspension as outlined previously. 10. Remove the weigh system transducer port adapter fitting near the top of the suspension and replace with the appropriate charging adapter. 11. Open the port and observe if oil flows from the vent hole in the adapter. If not, the oil level is low and charging as outlined below is required. 12. Attach the oil charging kit to this port. 13. Connect the suction line of the charging pump to a supply of clean, good quality SAE 10W hydraulic/ transmission fluid (Conoco Power Tran III or equivalent). The approximate volumes of oil required for the initial filling of each suspension is: MK30B MT 2700/3000 MT 3300/3300AC BD 220 MT 3600B BD 240/270 MT 3700B/3700AC MT 4000AC MT 4400/4400AC MT 5500 7.8 gallons (29.5 liters) 7.8 gallons (29.5 liters) 7.8 gallons (29.5 liters) 7.8 gallons (29.5 liters) 11.5 gallons (43.5 liters) 11.5 gallons (43.5 liters) 11.5 gallons (43.5 liters) 8.9 gallons (33.7 liters) 8.9 gallons (33.7 liters) 12.5 gallons (47.3 liters)
3. Remove the protective covers over the charge valves and carefully open both valves, releasing the gas charge. 4. Connect a vacuum pump to one of the charge valve assemblies to allow a vacuum to be drawn.
NOTE: To draw this vacuum, special pneumatic valves

and electric pump assemblies are available from TERX|UNIT RIG. 5. Verify that the other charging valve is closed. 6. Start the vacuum process and monitor its progress until all gas has been extracted. This is indicated by the oil in the suspension turning a smoother, darker color.
NOTE: In arctic conditions it is recommended that a NOTES:

1. Do not allow liquid oil to be drawn from the suspension. 2. Typically this process will take approximately 15 minutes (with a vacuum of 29 inches Hg (98 kPa)) to 30 minutes (with a vacuum of 10 inches Hg (34 kPa)). 7. Stop the vacuum process. 8. Remove the blocking and slowly lower the truck frame until the distance between the upper and lower mounting pins are approximately (+/- 1/2 inch (13 mm)): MK30B MT 2700/3000 MT 3300/3300AC BD 220 MT 3600B BD 240/270 MT 3700B/3700AC MT 4000 MT 4000AC MT 4400/4400AC MT 5500 56-1/8 inches (1 425 mm) 56-1/8 inches (1 425 mm) 56-1/8 inches (1 425 mm) 56-1/8 inches (1 425 mm) 65-3/8 inches (1 660 mm) 65-3/8 inches (1 660 mm) 65-3/8 inches (1 660 mm) 64-1/2 inches (1 640 mm) 59-5/8 inches (1 515 mm) 59-5/8 inches (1 515 mm) 59-5/8 inches (1 515 mm) 14. Connect the charge kit pump to an air supply source, 90 psi (620 kPa) minimum. 15. Start the charging pump and add oil until it comes out of the drain hose. Stop the pump. synthetic fluid (Conoco Syncon Synthetic R & O or equivalent) be substituted. The fluid should have the properties: ISO 46 Viscosity Grade -70 o F (-55 o C) Pour Point PAO Synthetic May be used with common seals.
NOTE: During the filling operation, loosen the charge

valve body slightly to remove pressure and to check the oil level. Oil and gas under minimum pressure will escape through the vent hole. 16. When the process is complete, remove the oil charging kit and charging fittings. 17. Reinstall the weigh system transducer port adapter previously removed with new sealing washers. Torque to
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14 +/- 1 ft-lb (19 +/- 1 Nm). 18. Charge the suspensions with nitrogen as outlined in the separate procedures. CHARGING THE SUSPENSION WITH GAS (NITROGEN)
NOTE: Use care to protect the pressure gauge against

over-pressurization. Pressures in excess of 2000 psi (13 790 kPa) are easily obtainable. 5. Open the charge valve and charge the suspension until the distance between the centers of the upper and lower mounting pins is approximately (+/- 1/2 inch (15 mm)):
The suspensions are only to be charged with nitrogen to a pressure of more than 100 psi (690 kPa) when mounted on a truck. Use only dry nitrogen. Do not use oxygen or compressed air as their use or other gases may result in a violent explosion.
NOTES:
1. During the filling process, gas should be added slowly enough and the flow stopped periodically to allow the suspensions to equalize. The exact process will vary slightly with equipment, material, and operator. 2. If the rear suspensions are being charged together, open the shut off valves first, then the gas pressure regulator. MK30B MT 2700/3000 MT 3300/3300AC BD 220 MT 3600B BD 240/270 MT 3700B/3700AC MT 4000 MT 4000AC MT 4400/4400AC MT 5500 58-3/4 inches (1 495 mm) 58-3/4 inches (1 495 mm) 58-3/4 inches (1 495 mm) 58-3/4 inches (1 495 mm) 67-7/16 inches (1 715 mm) 67-7/16 inches (1 715 mm) 67-7/16 inches (1 715 mm) 67 inches (1 705 mm) 61-7/8 inches (1 570 mm) 61-7/8 inches (1 570 mm) 61-7/8 inches (1 570 mm)
IMPORTANT: The supply cylinder must be of the type

that vaporizes the nitrogen when it is withdrawn. Do not charge with liquid nitrogen or any other gas.
NOTE: Use a gas regulator on the nitrogen bottle (not

furnished with the TEREX|UNIT RIG charging kit) to protect the pressure gauge. An accurate reliable pressure gauge is essential to proper suspension adjustment.
NOTE: When removing the protective caps from the charging valves, allow for the residual gas pressure, if present, to escape before fully removing the cap.
1. Park the truck in a SAFE POSITION in a level place. It must be secured by means other than the trucks friction brake system.
NOTES:
1. If the resulting empty ride height is not correct, repeat the above procedure raising or lowering the charge pressure in 20 psi (140 kPa) increments. The important parameter is to charge the suspensions to provide the correct empty ride height. 2. If the truck will be operated in ambient conditions significantly colder than that in the work area, it is recommended that the adjusted empty truck ride height be increased 1/2 to 1 inch (12 to 25 mm) to compensate for the effects to the reduced temperatures. 6. Close the individual shut off valves and then the gas pressure regulator. 7. Remove the charging equipment and check for leaks using a soap solution.
NOTE: All dirt and other foreign material should be

removed from the frame and dump body before charging the suspensions. 2. Carefully remove the charging valve protective covers, as residual gas pressure may be present. 3. Connect the gas charging kit to the charging valves on the suspensions (with the shut-off valves closed) and to the regulator on the nitrogen supply bottle. a. Connect the shorter hose assemblies to the two suspensions at the charge valves. b. Connect the longer supply hose to the nitrogen supply. 4. Adjust the pressure regulator to approximately 600 psi (4 140 kPa).
NOTE: If a leak is found in the charge valve core area:

1. Check the torque on the valve core. It should be torqued to 3 to 4 in-lb (0.35 to 0.45 Nm). 2. If this does not stop the leak it may be necessary to check the valve core area for damage or contamination or replace the valve core. It is important that all pressure
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FIGURE 1 - SUSPENSION CHARGING EQUIPMENT AND INFORMATION in the suspension be relieved prior to removal of the valve core using the charging unit. 8. Install the protective covers. Torque to 40 to 50 in-lb (4.5 to 5.5 Nm). 9. Remove the blocking and lower the truck to the ground. 10. Operate the truck for approximately 24 hours, and then repeat the empty ride height checking process. Adjust as required.
REMOVAL (Figure 3)
The suspensions may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Raise the rear of the truck until both suspensions are at full travel and the tires are clear of the ground. Secure the axlebox assembly in this position with adequate
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blocking, and then lower the truck slightly to remove the load from the suspension and pins. Block the main frame in this position. 3. Reduce the nitrogen (gas) pressure in both of the rear suspensions to less than 100 psi (690 kPa) as outlined in the instructions in Maintenance and Adjustment. 4. On trucks equipped with either or both the TEREX|UNIT RIG Weigh and Two-Speed Overspeed Systems, disconnect the wiring from the pressure transducers. 5. Support the suspension unit adequately before removal of the connecting pins.
NOTES:
1. On trucks equipped with later versions of the suspension, a setscrew/drain plug combination is installed at the bottom to allow the easy draining of the oil if so desired. If the plugs are removed, they should be reinstalled as outlined in the Assembly information in this module. 2. The expected oil volumes involved are in a chart in the Maintenance and Adjustment information in this module. 2. Remove the guard assembly (3) secured by capscrew (1) and lockwasher (2). 3. Remove the charge valve (23) and plug (24) or transducers, if not removed previously. Temporarily replace with plugs. 4. Using a crane and suitable handling and support fixtures, invert the suspension and secure in place with the outer barrel or tube (5) at the bottom. 5. Remove the bellows (17 or 18).
Each suspension unit weighs in excess of: MK30B 1250 lb (565 kg) MT 2700/3000 1250 lb (565 kg) MT 3300/3300AC 1250 lb (565 kg) BD 220 1250 lb (565 kg) MT 3600B 1650 lb (750 kg) BD 240/270 1650 lb (750 kg) MT 3700B/3700AC 1650 lb (750 kg) MT 4000 1650 lb (750 kg) MT 4000AC 1650 lb (750 kg) MT 4400/4400AC 1650 lb (750 kg) MT 5500 2320 lb (1 050kg) 6. Remove the capscrews (7), lockwashers (8), and pin retainers (5). 7. Using a softhead mallet, tap the end of the pin opposite of the capscrew holes and remove one pin at a time. Slight movement of the suspensions may be required to minimize the forces on the pins. Be cautious when handling the pins. There may be some pressure on the pins caused by supporting the suspension.
NOTES:
1. In some installations, removal of the bellows over the lower mount assembly may not be possible. In those installations, it should be moved and secured to the lower mounting point for later removal. 2. An optional split bellows assembly with a zipper is available that allows its replacement without removing the suspension or mounting pins. 6. Remove the grade 8 capscrews (22) and hardened washers (21) secure the stuffing box to the outer tube assembly. 7. Carefully raise the lower plunger tube/stuffing box assembly from the outer tube assembly (5) using care not to damage the surfaces on any of the components. This assembly can now be positioned horizontally on a clean work surface for additional disassembly, if desired. 8. Remove the grade 8 capscrews (6) and hardened washers (7) securing the piston (8) onto the plunger tube assembly. Remove the piston from the plunger tube assembly.
Take care not to bind the connecting pins in the lugs. 8. Carefully remove the suspension unit from the vehicle.
The suspension may be disassembled as follows: 1. Using the appropriate means, remove the oil from the suspension.
NOTE: In some installations, particularly those with

steel piston assemblies, a non-metallic guide bearing is installed in a special groove in the piston. New bearings are provided with the seal kits and these should be inspected, removed and replaced each time the suspension is disassembled and serviced.
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9. Remove the ball or balls (9) from the bore in the plunger tube. 10. Carefully remove the stuffing box (13) from the plunger tube (10), again using care not to damage the surfaces on any of the components. 11. Inspect, then remove the O-ring (11) and back-up ring (12) from the grooves on the outer surface area of the stuffing box (13). 12. Inspect then remove the wiper (16), seal (15), and buffer (14) from the grooves in the inner bore of the stuffing box (13). 13. Drain all oil from the outer barrel or tube assembly and move as required.

(2) Inspect the bore in the frame/axlebox for evidence of wear or damage. It must be free of defects and within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth.
NOTE: If defects are found or the bore is not within

tolerances, contact the local TEREX|UNIT RIG Service Representative for detailed repair recommendations. (3) Install the new sleeves as follows:
IMPORTANT: Sleeves with high interference fit may

be installed using either of the methods outlined here. The liquid nitrogen method typically provides a more consistent installation. Liquid Nitrogen Method

The disassembled suspension may be serviced as follows: 1. Inspect all component parts both inside and outside. They must be smooth and polished. Remove all nicks, chipped or cracked finishes, and rust spots. Remove all oil and other contamination. If rust is evident in the vicinity of the seals, clean the surface with 400 grit emery cloth. 2. Inspect the self-aligning bearings in the frame and axlebox for evidence of wear and/or damage. They must be free of defects and still properly installed. If they require replacement, this may be done as follows: (Figure 3) a. Remove the bushing retainers by the appropriate means, exercising special care to prevent damage to the frame/axlebox or sleeve bores. b. If required, use air arc or other appropriate means to split and remove the entire bushing assembly. Again exercise care not to damage the mounting bore and/or sleeve in the frame/axlebox. c. Inspect the inner bore of the sleeve in the frame/ axlebox for evidence of wear or damage. It must be free of defects and within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth. Otherwise the sleeve should be replaced. This may be done as follows: (1) If so equipped, carefully remove the damaged sleeve, exercising care not to damage the bore in the frame/axlebox. Due to the cold temperatures of both the liquid nitrogen cooling medium and the parts being cooled, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (a) Using all of the appropriate precautions because of the cold temperatures of the materials involved, gently immerse the sleeve into a pool of liquid nitrogen. (b) After allowing sufficient time to fully cool, carefully remove from the liquid nitrogen and install in the appropriate bore properly oriented. (c) Allow the sleeve to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.
IMPORTANT: The use of externally applied heat to

speed up the process may result in uneven cooling and warping of or damage to the sleeve. Heating Method
Due to the cold temperatures of both the liquid nitrogen cooling medium and the parts being cooled and the heat applied to the receiving component area, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure.
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(a) Using all of the appropriate precautions because of the cold temperatures of the materials involved, carefully cool the sleeve to a temperature of 40o to -70o F (-40o to -57o C). (b) Evenly heat the bore into which the sleeve is to be installed to 300o to 350o F (150o to 175o C).
(3) Allow the bearing assembly to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.

speed up the process may result in uneven cooling and warping of or damage to the bearing or bore. (4) Secure with the new retainers using care not to contaminate the new bushings.
IMPORTANT: Heat the massive side of the lug additionally to ensure that the bore is heated and expanded evenly.
(c) Once both components are at the proper temperatures, carefully remove the sleeve from the cooling medium and install in the appropriate bore properly oriented. (d) Allow the sleeve to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.
ASSEMBLY (Figure 2)
The suspension may be assembled as follows: (Figure 2) 1. Lubricate each seal and the OD of the plunger tube (10), and the inner bore of the outer tube assembly (5) with oil compatible with that to be used to fill the suspension assembly. 2. Install wiper (16), seal (15), and buffer (14) into the appropriate grooves in the inner bore of the stuffing box (13).
IMPORTANT: The use of externally applied heat to speed up the process may result in uneven cooling and warping of or damage to the sleeve.
(e) Verify that with the sleeve properly installed, it is within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth. d. Install the self-aligning bushings as follows:
NOTE: In some seal kits, a special O-ring is provided

to assist in properly securing the sealing components in the seal (15) in their proper operating orientation, particularly in unusual operating environments. 3. Install the O-rings (11) and back-up rings (12) into the appropriate grooves on the outer surface area of the stuffing box (13).
IMPORTANT: Steel spherical bearings should not

come in direct contact with dry ice and should not be immersed in liquid nitrogen. Either of these actions could result in the change of the metallurgical character of the bearing affecting subsequent fit and operation.
NOTE: The back-up rings (12) are installed in the

groove first, on the side of the groove toward the lower or larger end of the stuffing box. The O-rings (11) are installed toward the smaller, high pressure end of the stuffing box groove. 4. Install the bellows (17), small end first toward the lower mounting clevis, onto the lower plunger tube assembly.
Due to the cold temperatures of both the dry ice or other cooling medium and the parts being cooled, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (1) Using all of the appropriate precautions because of the cold temperatures of the materials involved, carefully cool the bearing assembly to a temperature of -40o to -70o F (-40o to -57o C). (2) Once both components are at the proper temperatures, carefully remove the bearing from the cooling medium and install properly oriented into the appropriate bore.

(18) is available that allows its replacement without removing the suspension or mounting pins. 5. Using the appropriate seal expander or equivalent to prevent damage to the seals, carefully install the stuffing box (13) onto the plunger tube (10), large end first. 6. Install the ball or balls (9) into the bore in the plunger tube.
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10.
KEY 11. O-ring 21. Capscrew (Grade 8) 12. Back-up Ring 22. Lockwasher 13. Stuffing Box 23. Valve Guard 14. Buffer 24. Locknut 15. Seal 25. Outer Tube or Barrel Assembly 16. Wiper 26. Capscrew (Grade 8) 17. Bellows 27. Hardened Washer 18. Bellows with Zipper (Option) 28. Piston 29. 19. Adjustable Fastener Clamp Ball 20. Banding Clamp Plunger Tube Assembly FIGURE 2 - REAR SUSPENSION ASSEMBLY (55896)
55896
Hardened Flatwasher Capscrew (Grade 8) Charge Valve Charge Valve Core Charge Valve Cap Plug O-ring Boss Plug O-ring Setscrew
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NOTE: A small amount of clean grease may be used

to assist in temporarily holding it in place during the remainder of the assembly process. 7. Install the piston (8) onto the plunger tube assembly, securing with grade 8 capscrews (6) and hardened washers (7). Tighten evenly to the final torque listed below in a crossing pattern in increments of 50 ft-lb (65 Nm). 5/8 - 11NC 160 ft-lb (215 Nm) 3/4 - 10NC 280 ft-lb (380 Nm)
13. Install the charge valve (23) and plug (24) or transducers, if removed previously. Torque the: a. Pressure transducers to 14 +/- 1 ft-lb (19 +/- 1 Nm). b. Charge valve to 37 +/- 7 ft-lb (50 +/- 10 Nm) in increments of 10, 20, and 37 ft-lb (14, 27, and 50 Nm).
NOTE: If removed, reinstall the valve cores and

protective covers. 1. Torque the valve cores to 3 to 5 in-lb (0.35 to 0.45 Nm). 2. Torque the protective covers to 40 to 50 in-lb (4.5 to 5.5 Nm). 14. Install the guard assembly (3) secured by capscrew (1) and lockwasher (2) for protection. 15. On suspensions equipped with the setscrew/drain plug combination: a. After coating the threads with the appropriate thread sealant, install the setscrew (29). Tighten securely, but do not over-tighten to damage the threads. Make sure that the setscrew is installed to a sufficient depth to allow proper installation of the outer plug. b. Install the drain plug assembly (27) into the plunger tube assembly. Tighten the special O-ring boss plug until the bosses make metal-to metal contact with the suspension. This should slightly compress the O-ring seal (28), but not cause it to distort. 16. Switch the suspension from the inverted position to a normal vertical operating position. 17. Secure in place and fill with oil as outlined in the procedures in Maintenance and Adjustment in this module.
NOTE: In some installations, particularly those with

steel piston assemblies, a non-metallic guide bearing is installed in a special groove in the piston. New bearings are provided with the seal kits and these should be carefully lubricated and installed each time the suspension is disassembled and serviced. An appropriate seal compressor or installation tool will ease the installation process. 8. Using a crane and suitable handling and support fixtures, invert the outer barrel or tube assembly and secure in place with the mounting end at the bottom. 9. Using appropriate tools and precautions, raise the lower plunger tube assembly and install into the outer barrel or tube assembly (5) over the lower plunger tube assembly until it is far enough for the installation of the stuffing box. 10. Using a seal compressor or equivalent to prevent damage to the seals, carefully install the stuffing box (13) into the outer tube assembly with the bolt holes in each properly aligned. 11. Secure the stuffing box to the outer tube assembly, securing with grade 8 capscrews (22) and hardened washers (21). Tighten evenly to the final torque listed below in a crossing pattern in increments of 50 ft-lb (65 Nm). 5/8 - 11NC 160 ft-lb (215 Nm) 3/4 - 10NC 280 ft-lb (380 Nm) 12. Install the bellows (17), securing to the stuffing box and outer tube assembly as needed. Secure with banding clamp (20) and adjustable fastener clamp (19).
The rear suspensions may be installed as follows: 1. Clean and smooth all mating surfaces on the suspension and the frame. 2. On trucks equipped with pressure transducers, use extra care to prevent damage to system components. 3. Raise the suspension assembly into position making sure the charge valves are located to the rear of the truck.

(18) is available that allows its replacement without removing the suspension or mounting pins.
10
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12.
A85063
Rear Suspension Suspension Pin Self-Aligning Bushing/Spherical Bearing Not Used Pin Retainer Dirt Ring Capscrew (Grade 8) Lockwasher Not Used Bore Bearing Sleeve Internal Retaining Ring External Retaining Ring
FIGURE 3 - REAR SUSPENSION INSTALLATION ALL EXCEPT MT 5500 TRUCKS (A85063) 6. Install the neoprene dirt rings (6) in between the suspension and the lugs. Secure with tie wraps. Each suspension unit weighs in excess of: MK30B 1250 lb (565 kg) MT 2700/3000 1250 lb (565 kg) MT 3300/3300AC 1250 lb (565 kg) BD 220 1250 lb (565 kg) MT 3600B 1650 lb (750 kg) BD 240/270 1650 lb (750 kg) MT 3700B/3700AC 1650 lb (750 kg) MT 4000 1650 lb (750 kg) MT 4000AC 1650 lb (750 kg) MT 4400/4400AC 1650 lb (750 kg) MT 5500 2320 lb (1 050kg) 4. Align the holes in the suspension and in the lugs and install the suspension pins (2). 5. Install the pin retainers (5) and secure with lockwashers (8), and Grade 8 capscrews (7). 7. On trucks equipped with either or both the TEREX|UNIT RIG Weigh and Two-Speed Overspeed System: a. Install the pressure transducer if not installed previously. Torque to 14 +/- 1 ft-lb (19 +/- 1 Nm).
NOTE: The joint indicated in item 4 of Figure 5 must

be watertight. It is recommended to use liquid pipe sealant on the threads and apply RTV sealant around the clearance hole to prevent moisture seepage and pooling. Also make sure to install the appropriate sealing grip (3) on the cable end of the transducer, using the body nut as a locknut. b. Install all wiring, making sure to allow sufficient freedom for the travel of the suspension. 8. Remove the blocking and lower the truck to the ground.
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11
KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12.
A85288
Rear Suspension Suspension Pin Self-Aligning Bushing/Spherical Bearing Not Used Pin Retainer Dirt Ring Capscrew (Grade 8) Hardened Flatwasher Not Used Bore Bearing Sleeve Internal Retaining Ring External Retaining Ring
FIGURE 4 - REAR SUSPENSION INSTALLATION MT 5500 TRUCKS (A85288) 9. Charge the suspension with dry nitrogen gas as outlined in the instructions in Maintenance and Adjustment in this module. 10. Check operation of the suspension as outlined in Maintenance and Adjustment before placing back into operation. 11. If so equipped, check the operation of the TEREX|UNIT RIG Weigh or Two-Speed Overspeed System. KEY 01. 02. 03. 04. Suspension Pressure Transducer Grip Watertight Joint
FIGURE 5 PRESSURE TRANSDUCER INSTALLATION (A84726)
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FRONT SUSPENSION - NITROGEN/OIL

This version of the TEREX|UNIT RIG nitrogen/oil front suspension is identified externally by the location of the charge ports on the side of the outer tube assembly. It is a cylindrical, telescoping unit that suspends the front axle from the main frame assembly. The suspensions are mounted outside of the main frame, between the ends of the superstructure support and directly under the superstructure support frame crossmember and the ends of the front axle assembly. resultant forces cause the inner tube to slide upward in the outer tube. This compresses the nitrogen, absorbing the energy. At the same time, oil flows through the passages in the piston rod wall from the main chamber to the dampening chamber (annular volume between the piston rod outside diameter and the outer tube I.D.). After the impact has been absorbed, the increased gas pressure begins to force the inner tube downward to its original position. As it does, oil flows from the dampening chamber back into the main chamber. However, a portion of the passages are now closed, restricting flow in this direction. This difference in flow characteristics provides dampening/rebound control.
NOTE: There have been two basic front axle/wheel/ suspension configurations used on the MT 3300AC trucks. 1. Some trucks were equipped with a smaller front axle assembly. These utilized the original design front suspension and wheel assemblies. They can be identified quickly visually by the fact that the two steering arms are symmetrical and interchangeable. Typically these were earlier production trucks and later units built for fleet compatibility and are identified as such in this material. 2. Other trucks used a larger front axle assembly. These utilized new design shorter front suspension and different wheel assemblies that incorporated larger components. They can be identified quickly visually by the fact that the two steering arms are asymmetrical and not interchangeable. Typically these were later production trucks and are identified as such in this material. It is important to determine which configuration the truck has before beginning servicing the components as there are differences between the two. OPERATION
The front suspensions consist of two major assemblies that move in relationship to each other. The outer tube assembly is pivoted on the main frame upper crossmember. The inner tube, attached to the axle at its lower end, slides inside the outer tube. The front wheel, steering, and brake assemblies mount on the axle. The front suspensions serve as both spring and shock absorber. The spring function is provided by the compression of the nitrogen gas. The shock absorber function is handled by controlling the flow of oil between the inner and outer chambers in the suspensions. In a static condition, compressed nitrogen gas in the internal cavity creates sufficient force to support the truck. When the tire strikes something (a hole, rock, etc.) the
NOTE: Earlier versions of the suspension incorporated

a configuration with two large check balls. Later versions were configured with four inch (13 mm) check balls. This earlier/later designation does not necessarily coincide with the earlier/later (longer/shorter) configuration of the suspension on the MT 3300AC trucks outlined elsewhere in this module.
MAINTENANCE AND ADJUSTMENT NOTES:

1. As outlined in Description and Location, MT 3300AC trucks may have either of two distinct suspension configurations: a. Earlier configurations were longer. They can be visually identified by the vendor part number, (1380 or 1380M, for 2 or 4 check ball configuration, stamped into it) or by the increased length of plunger tube exposed below the bellows. b. Later configurations are shorter, with the difference in length in the plunger tube. They can be visually identified by the vendor part number, (1380S or 1380SM, for 2 or 4 check ball configuration, stamped into it) or by the decreased length of plunger tube exposed below the bellows. 2. A more definitive method of identification involves measuring the overall fully extended length - from the center of one mounting pin to the center of the other mounting pin. a. If the suspension is not mounted, this may be done by extending the suspension manually until it is mechanically stopped. b. If the suspensions are mounted, this may be done by jacking or lifting the truck by the front points until the tires are lifted from the ground. c. Overall extended lengths are:
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(1) Earlier configuration (longer) suspensions 68-1/4 inches (1 735 mm) (2) Later configuration (shorter) suspensions 64-5/8 inches (1 640 mm) Periodic maintenance should include the following steps: 1. Clean the unit. Inspect for evidence of wear, damage, or leakage especially in the area of the exposed portion of the inner tube and the charging valves. Repair or replace as required.

is available that allows its replacement without removing the suspension or mounting pins. 2. Check all retaining screws for evidence of damage or looseness. Repair or replace immediately if found loose, defective, or broken.
MK30B 64-1/4 inches (1 630 mm) MT 2700/3000 64-1/4 inches (1 630 mm) MT 3300 64-1/4 inches (1 630 mm) MT 3300AC Earlier configuration (longer) 64-1/4 inches (1 630 mm) Later configuration (shorter) 60-5/8 inches (1 540 mm) BD 220 Earlier configuration (longer) 64-1/4 inches (1 630 mm) Later configuration (shorter) 60-5/8 inches (1 540 mm) MT 3600B 58-3/8 inches (1 485 mm) BD 240 & 270 58-3/8 inches (1 485 mm) MT 3700B/3700AC 58-3/8 inches (1 485 mm) MT 4000AC 69-1/8 inches (1 755 mm) MT 4400/4400AC 69-1/8 inches (1 755 mm) MT 5500 69-1/8 inches (1 755 mm) If the suspension is not within these limits, check and adjust the nitrogen precharge pressure as outlined in the procedures that follow. Items that may indicate that the suspension may now or will soon require servicing internally include: (1) Evidence of oil leakage around the suspension. (2) Frequent changes in ride height requiring recharging with nitrogen gas.
Prior to loosening any capscrews, always jack and support the truck to remove its weight from the suspension, release all gas pressure and secure the suspension by appropriate means. Under some conditions, these members support the weight of the truck and failure to remove the weight and pressure could result in personal injury or equipment damage. 3. Inspect the exterior of the suspension for evidence of fluid leakage. If there is leakage, repair or replace as required and recharge with oil as outlined in the procedures later in these instructions.
NOTES:
1. A decrease in the ride height usually accompanies a loss of gas. Loss of gas can only occur around the charge valve or TEREX|UNIT RIG Weigh or Two-Speed Overspeed System transducers. 2. Increased deflection with a normal ride height indicates a loss of oil. (3) Harsh or bouncy ride are indications that the suspensions are repeatedly operating at the end of their travel strokes. 5. On trucks equipped with the TEREX|UNIT RIG Weigh System, visually inspect all components and wiring for evidence of wear or damage. Repair or replace as required. CHARGING PROCEDURE - NITROGEN/OIL FRONT SUSPENSION (Figure 1)
NOTE: For detailed instructions on checking/charging the suspension oil level, refer to the procedures later in this portion of the module.
4. Check the relative operating condition of the suspension as follows: a. Operate the truck for a sufficient period of time to allow both suspensions to equalize at normal operating temperatures. b. With the empty truck resting on a smooth, flat surface, measure the distance between the center of the upper and lower mounting pins as shown in Figure 1. The measurement should be approximately (+/- 1/2 inch (13 mm)):
NOTE: The following procedure describes how to service

the suspension with both nitrogen and oil. During factory
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or rebuild assembly of the suspensions they are to be filled with oil only. They are to be charged with nitrogen only after being installed on a truck. Prior to removing from a truck, the nitrogen charge should be decreased to less than 100 psi (690 kPa) and blocked in the extended position.

hours. The only time that this need be done is if external leakage is evident (indicating the need for repair) or when the empty to loaded deflection seems excessive.
NOTE: On trucks equipped with most of the later

versions of the suspension, a setscrew/drain plug combination is installed at the bottom to allow the easy draining of the oil if so desired. If the plugs are removed, they should be reinstalled as outlined in the Assembly instructions in this publication.
The main bodies of the suspensions are to be charged with dry nitrogen only. Use of oxygen, compressed air or other gases may result in a violent explosion.
NOTE: The procedure assumes that the suspensions

are mounted on a truck. If not, suitable support and means of securing the suspensions should be in place before proceeding. 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Raise the truck until the suspensions are fully extended. Secure in this position with suitable blocking. MK30B 68-1/4 inches (1 735 mm) MT 2700/3000 68-1/4 inches (1 735 mm) MT 3300 68-1/4 inches (1 735 mm) MT 3300AC Earlier configuration (longer) 68-1/4 inches (1 735 mm) Later configuration (shorter) 64-5/8 inches (1 640 mm) BD 220 Earlier configuration (longer) 68-1/4 inches (1 735 mm) Later configuration (shorter) 64-5/8 inches (1 640 mm) MT 3600B 64 inches (1 570 mm) BD 240 & 270 64 inches (1 570 mm) MT 3700B/3700AC 64 inches (1 570 mm) MT 4000AC 72-3/4 inches (1 850 mm) MT 4400/4400AC 72-3/4 inches (1 850 mm) MT 5500 72-3/4 inches (1 850 mm) 3. Remove the protective covers over the charge valves and carefully open both valves, releasing the gas charge. 4. Connect a vacuum pump to one of the charge valve assemblies to allow a vacuum to be drawn.
The struts contain gas and oil under high pressure. Extra care must be taken when adjusting or servicing the struts. Since internal pressures can exceed 2000 psi (13 800 kPa), it is important to open the charge valves slowly and allow the pressures to be fully released before working on the struts. Also only dry nitrogen gas should be used for charging. CHARGING WITH OIL (Original or refill after significant servicing)
NOTES:
1. This procedure is recommended if the suspensions have experienced a fluid loss due to some other reason than an external leak. If an external leak develops, the suspension should be removed and replaced. Return the suspensions to TEREX|UNIT RIG for repair as unauthorized repair may affect their warranty. 2. To modify or customize ride characteristics, contact your local TEREX|UNIT RIG representative for detailed instructions, detailing the suspension part number, mine location, and truck model and serial number. 3. Suspensions are delivered with the proper amount of oil and should not require checking when new or rebuilt. The oil level of the suspensions mounted on a truck may be checked and adjusted as follows:
NOTE: During truck operation, the nitrogen precharge in the strut tends to mix with the oil. This appears as an oily froth that comes out of the suspension when the nitrogen pressure is released. To accurately measure the oil level, the nitrogen must be removed from the oil. This is done by drawing a vacuum on the gas portion of the suspension assembly or by supporting the frame adequately with blocking and opening and leaving open the upper charge valves for 24 01/10/2006
NOTE: To draw this vacuum, special pneumatic valves

and electric pump assemblies are available from TEREX|UNIT RIG. 5. Verify that the other charging valve is closed.
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6. Start the vacuum process and monitor its progress until all gas has been extracted. This is indicated by the oil in the suspension turning a smoother, darker color.
The approximate volumes of oil required for the initial filling of each suspension is: MK30B MT 2700/3000 MT 3300 MT 3300AC Earlier configuration (longer) Later configuration (shorter) BD 220 Earlier configuration (longer) Later configuration (shorter) MT 3600B BD 240 & 270 MT 3700B/3700AC MT 4000AC MT 4400/4400AC MT 5500 8.6 gallons (32.6 liters) 8.6 gallons (32.6 liters) 8.6 gallons (32.6 liters) 8.6 gallons (32.6 liters) 7.8 gallons (29.5 liters) 8.6 gallons (32.6 liters) 7.8 gallons (29.5 liters) 9.8 gallons (37.1 liters) 9.8 gallons (37.1 liters) 9.8 gallons (37.1 liters) 9.7 gallons (36.7 liters) 9.7 gallons (36.7 liters) 9.7 gallons (36.7 liters)
NOTES:
1. Do not allow liquid oil to be drawn from the suspension. 2. Typically this process will take approximately 15 minutes (with a vacuum of 29 inches Hg (98 kPa)) to 30 minutes (with a vacuum of 10 inches Hg (34 kPa)). 7. Stop the vacuum process. 8. Remove the blocking and slowly lower the truck frame until the distance between the upper and lower mounting pins are approximately (+/- 1/2 inch (13 mm)): MK30B 58-1/4 inches (1 480 mm) MT 2700/3000 58-1/4 inches (1 480 mm) MT 3300 58-1/4 inches (1 480 mm) MT 3300AC Earlier configuration (longer) 58-1/4 inches (1 480 mm) Later configuration (shorter) 54-5/8 inches (1 390 mm) BD 220 Earlier configuration (longer) 58-1/4 inches (1 480 mm) Later configuration (shorter) 54-5/8 inches (1 390 mm) MT 3600B 51 inches (1 295 mm BD 240 & 270 51 inches (1 295 mm) MT 3700B/3700AC 51 inches (1 295 mm) MT 4000AC 62-3/4 inches (1 595 mm) MT 4400/4400AC 62-3/4 inches (1 595 mm) MT 5500 62-3/4 inches (1 595 mm) 9. Release any residual gas pressure in the suspension as outlined previously. 10. Remove the weigh system transducer port adapter fitting near the top of the suspension and replace with the appropriate charging adapter. 11. Open the port and observe if oil flows from the vent hole in the adapter. If not, the oil level is low and charging as outlined below is required. 12. Attach the oil charging kit to this port.
NOTE: In arctic conditions it is recommended that a

synthetic fluid (Conoco Syncon Synthetic R & O or equivalent) be substituted. The fluid should have the properties: ISO 46 Viscosity Grade -70 o F (-55 o C) Pour Point PAO Synthetic May be used with common seals. 14. Connect the charge kit pump to an air supply source, 90 psi (620 kPa) minimum. 15. Start the charging pump and add oil until it comes out of the drain hose. Stop the pump.
NOTE: During the filling operation, loosen the charge

valve body slightly to remove pressure and to check the oil level. Oil and gas under minimum pressure will escape through the vent hole. 16. When the process is complete, remove the oil charging kit and charging fittings. 17. Reinstall the weigh system transducer port adapter previously removed with new sealing washers. Torque to 14 +/- 1 ft-lb (19 +/- 1 Nm). 18. Charge the suspensions with nitrogen as outlined in the separate procedures. CHARGING THE SUSPENSION WITH GAS (NITROGEN)
13. Connect the suction line of the charging pump to a supply of clean, good quality SAE 10W hydraulic/ transmission fluid (Conoco/Phillips Power Tran III or equivalent).
The suspensions are only to be charged with nitrogen to a pressure in excess of 100 psi (690 kPa)
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when mounted on a truck. Use only dry nitrogen. Do not use oxygen or compressed air as their use or other gases may result in a violent explosion.

pressure gauge is essential to proper suspension adjustment.
NOTE: When removing the protective caps from the IMPORTANT: The supply cylinder must be of the type
that vaporizes the nitrogen when it is withdrawn. Do not charge with liquid nitrogen or any other gas. charging valves, allow for the residual gas pressure, if present, to escape before fully removing the cap. 1. Park the truck in a SAFE POSITION in a level place. It must be secured by means other than the trucks friction brake system.
NOTE: Use a gas regulator on the nitrogen bottle (not

furnished with the TEREX|UNIT RIG charging kit) to protect the pressure gauge. An accurate reliable
FIGURE 1 - SUSPENSION CHARGING EQUIPMENT AND INFORMATION
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NOTE: All dirt and other foreign material should be

removed from the frame and dump body before charging the suspensions. 2. Carefully remove the charging valve protective covers, as residual gas pressure may be present. 3. Connect the gas charging kit to the charging valves on the suspensions (with the shut-off valves closed) and to the regulator on the nitrogen supply bottle. a. Connect the shorter hose assemblies to the two suspensions at the charge valves. b. Connect the longer supply hose to the nitrogen supply. 4. Adjust the pressure regulator to approximately 600 psi (4 140 kPa).
NOTES:
1. If the resulting empty ride height is not correct, repeat the above procedure raising or lowering the charge pressure in 20 psi (140 kPa) increments. The important parameter is to charge the suspensions to provide the correct empty ride height. 2. If the truck will be operated in ambient conditions significantly colder than that in the work area, it is recommended that the adjusted empty truck ride height be increased 1/2 to 1 inch (12 to 25 mm) to compensate for the effects to the reduced temperatures. 6. Close the individual shut off valves and then the gas pressure regulator. 7. Remove the charging equipment and check for leaks using a soap solution.
NOTE: If a leak is found in the charge valve core area:

1. Check the torque on the valve core. It should be torqued to 3 to 4 in-lb (0.35 to 0.45 Nm). 2. If this does not stop the leak it may be necessary to check the valve core area for damage or contamination or replace the valve core. It is important that all pressure in the suspension be relieved prior to removal of the valve core using the charging unit. 8. Install the protective covers. Torque to 40 to 50 in-lb (4.5 to 5.5 Nm). 9. Remove the blocking and lower the truck to the ground. 10. Operate the truck for approximately 24 hours, and then repeat the empty ride height checking process. Adjust as required.
NOTE: Use care to protect the pressure gauge against

over-pressurization. Pressures in excess of 2000 psi (13 790 kPa) are easily obtainable. 5. Open the charge valve and charge the suspension until the distance between the centers of the upper and lower mounting pins is approximately (+/- 1/2 inch (13 mm)):
NOTE: During the filling process, gas should be added

slowly enough and the flow stopped periodically to allow the suspensions to equalize. The exact process will vary slightly with equipment, material, and operator. MK30B 64-1/4 inches (1 630 mm) MT 2700/3000 64-1/4 inches (1 630 mm) MT 3300 64-1/4 inches (1 630 mm) MT 3300AC Earlier configuration (longer) 64-1/4 inches (1 630 mm) Later configuration (shorter) 60-5/8 inches (1 540 mm) BD 220 Earlier configuration (longer) 64-1/4 inches (1 630 mm) Later configuration (shorter) 60-5/8 inches (1 540 mm) MT 3600B 58-3/8 inches (1 485 mm) BD 240 & 270 58-3/8 inches (1 485 mm) MT 3700B/3700AC 58-3/8 inches (1 485 mm) MT 4000AC 69-1/8 inches (1 755 mm) MT 4400/4400AC 69-1/8 inches (1 755 mm) MT 5500 69-1/8 inches (1 755 mm)
REMOVAL (Figure 4)
The suspensions may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Raise the front of the truck until both suspensions are at full travel and the tires are clear of the ground. Secure the frame assembly in this position with adequate blocking then lower the truck slightly to remove the load from the suspension and pins. Block the main frame in this position. 3. Release the nitrogen (gas) pressure in both of the front suspensions to less than 100 psi (690 kPa) as outlined in the instructions in Maintenance and Adjustment in this module.
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TEREX|UNIT RIG NOTE: On trucks equipped with most of the later

versions of the suspension, a setscrew/drain plug combination is installed at the bottom to allow the easy draining of the oil if so desired. If the plugs are removed, they should be reinstalled as outlined in the Assembly information in this module. 4. On trucks equipped with the TEREX|UNIT RIG Weigh System, disconnect the wiring from the pressure transducers. 5. Support the suspension adequately before removal of the connecting pins.
FRONT SUSPENSION - NITROGEN/OIL NOTES:

1. On trucks equipped with most of the later versions of the suspension, a setscrew/drain plug combination is installed at the bottom to allow the easy draining of the oil if so desired. If the plugs are removed, they should be reinstalled as outlined in the Assembly information in this module. 2. The expected oil volumes involved are in a chart in the Maintenance and Adjustment information in this module. 2. Remove the guard assembly (3) secured by capscrew (1) and lockwasher (2). 3. Remove the charge valve (23) and plug (26) or transducers, if not removed previously. Temporarily replace with plugs.
Each suspension unit weighs in excess of: MK30B 1250 lb (565 kg) MT 2700/3000 1250 lb (565 kg) MT 3300 1250 lb (565 kg) MT 3300AC 1250 lb (565 kg) BD 220 1250 lb (565 kg) MT 3600B 1900 lb (860 kg) BD 240 & 270 1900 lb (860 kg) MT 3700B/3700AC 1900 lb (860 kg) MT 4000AC 1900 lb (860 kg) MT 4400/4400AC 1900 lb (860 kg) MT 5500 1960 lb (890 kg) 6. Remove the capscrews (7), flatwasher (8), and pin retainers (5) from both the upper and lower pin assemblies. 7. Using a soft head mallet, tap the end of the pin opposite of the capscrew holes and remove one pin at a time. Slight movement of the suspensions may be required to minimize the forces on the pins. Be cautious when handling the pins. There may be some pressure on the pins caused by supporting the suspension.
4. Using a crane and suitable handling and support fixtures, invert the suspension and secure in place with the outer barrel or tube (5) at the bottom. 5. Remove the bellows (17 or 18).
NOTE: In some installations, removal of the bellows

over the lower mount assembly may not be possible. In those installations, it should be moved and secured to the lower mounting point for later removal. 6. Remove the Grade 8 capscrews (22) and hardened washers (21) that secure the stuffing box to the outer tube assembly. 7. Carefully raise the lower plunger tube/stuffing box assembly from the outer tube assembly (5) using care not to damage the surfaces on any of the components. This assembly can now be positioned horizontally on a clean work surface for additional disassembly, if desired. 8. Remove the grade 8 capscrews (6) and hardened washers (7) securing the piston (8) onto the plunger tube assembly. Remove the piston from the plunger tube assembly. 9. Remove the two balls (9) from the bores in the plunger tube. 10. Carefully remove the stuffing box (13) from the outer tube assembly (5) using care not to damage the surfaces on any of the components. 11. Inspect, then remove the O-ring (11) and back-up ring (12) from the grooves on the outer surface area of the stuffing box (13).
Take care not to bind the connecting pins in the lugs. 8. Carefully remove the suspension unit from the vehicle.

The suspension may be disassembled as follows: 1. Using the appropriate means, remove the oil from the suspension.
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12. Inspect then remove the wiper (16), seal (15), and buffer (14) from the grooves in the inner bore of the stuffing box (13). 13. Drain all oil from the outer barrel or tube assembly and move as required.

be installed using either of the methods outlined here. The liquid nitrogen method typically provides a more consistent installation. Liquid Nitrogen Method

The disassembled suspension may be serviced as follows: 1. Inspect all component parts both inside and outside. They must be smooth and polished. Remove all nicks, chipped or cracked finishes, and rust spots. Remove all oil and other contamination. If rust is evident in the vicinity of the seals, clean the surface with 400-grit emery cloth. 2. Inspect the self-aligning bearings in the frame and axlebox for evidence of wear and/or damage. They must be free of defects and still properly installed. If they require replacement, this may be done as follows: a. Remove the bushing retainers by the appropriate means, exercising special care to prevent damage to the frame/front axle or sleeve bores. b. If required, use air arc or other appropriate means to split and remove the entire bushing assembly. Again exercise care not to damage the mounting bore and/or sleeve in the frame/front axle. c. Inspect the inner bore of the sleeve in the frame/ front axle for evidence of wear or damage. It must be free of defects and within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth. Otherwise the sleeve should be replaced. This may be done as follows: (1) If so equipped, carefully remove the damaged sleeve, exercising care not to damage the bore in the frame/front axle. (2) Inspect the bore in the frame/front axle for evidence of wear or damage. It must be free of defects and within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth. Due to the cold temperatures of both the liquid nitrogen cooling medium and the parts being cooled, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (a) Using all of the appropriate precautions because of the cold temperatures of the materials involved, gently immerse the sleeve into a pool of liquid nitrogen. (b) After allowing sufficient time to fully cool, carefully remove from the liquid nitrogen and install in the appropriate bore properly oriented. (c) Allow the sleeve to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.

speed up the process may result in uneven cooling and warping of or damage to the sleeve. Heating Method
Due to the cold temperatures of both the liquid nitrogen cooling medium and the parts being cooled and the heat applied to the receiving component area, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (a) Using all of the appropriate precautions because of the cold temperatures of the materials involved, carefully cool the sleeve to a temperature of 40o to -70o F (-40o to -57o C). (b) Evenly heat the bore into which the sleeve is to be installed to 300o to 350o F (150o to 175o C).

tolerances, contact the local TEREX|UNIT RIG Service Representative for detailed repair recommendations. (3) Install the new sleeves as follows:
IMPORTANT: Heat the massive side of the lug

additionally to ensure that the bore is heated and expanded evenly.
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FRONT SUSPENSION - NITROGEN/OIL ASSEMBLY (Figures 2 and 3)

The suspension may be assembled as follows: 1. Lubricate each seal and the OD of the plunger tube (10), and the inner bore of the outer tube assembly (5) with oil compatible with that to be used to fill the suspension assembly. 2. Install wiper (16), primary seal (15), and buffer seal (14) into the appropriate grooves in the inner bore of the stuffing box (13). 3. Install the O-ring (11) and back-up ring (12) into the appropriate grooves on the outer surface area of the stuffing box (13).
IMPORTANT: The use of externally applied heat to speed up the process may result in uneven cooling and warping of or damage to the sleeve.
(e) Verify that with the sleeve properly installed, it is within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth. d. Install the self-aligning bushings as follows:
NOTE: The back-up rings (12) are installed in the groove

first, on the side of the groove toward the lower or larger end of the stuffing box. The O-rings (11) are installed toward the smaller, high pressure end of the stuffing box groove. 4. Install the bellows (17), small end first toward the lower mounting clevis, onto the lower plunger tube assembly.


Due to the cold temperatures of both the dry ice or other cooling medium and the parts being cooled, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (1) Using all of the appropriate precautions because of the cold temperatures of the materials involved, carefully cool the bearing assembly to a temperature of -40o to -70o F (-40o to -57o C). (2) Once both components are at the proper temperatures, carefully remove the bearing from the cooling medium and install properly oriented into the appropriate bore. (3) Allow the bearing assembly to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed. (18) is available that allows its replacement without removing the suspension or mounting pins. 5. Using the appropriate seal expander or equivalent to prevent damage to the seals, carefully install the stuffing box (13) onto the plunger tube (10), large end first. 6. Install the balls (9) into the bores in the plunger tube.
NOTES:
1. On trucks equipped with the later inch diameter balls, there are four balls per suspension. On earlier versions with larger balls, there are 2 balls per suspension. The correct number and diameter ball for the application must be used. 2. A small amount of clean grease may be used to assist in temporarily holding them in place during the remainder of the assembly process. 7. Install the piston (8) onto the plunger tube assembly, securing with grade 8 capscrews (6) and hardened washers (7). Tighten evenly to the final torque listed below in a crossing pattern in increments of 50 ft-lb (65 Nm). 5/8 - 11NC 160 ft-lb (215 Nm) 3/4 - 10NC 280 ft-lb (380 Nm)

speed up the process may result in uneven cooling and warping of or damage to the bearing or bore. (4) Secure with the new retainers using care not to contaminate the new bushings.
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. Capscrew (Grade 8) Lockwasher Valve Guard Locknut Outer Tube or Barrel Assembly Capscrew (Grade 8) Hardened Flatwasher Piston Ball Plunger Tube Assembly 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. O-ring Back-up Ring Stuffing Box Buffer Seal Primary Seal Wiper Bellows Bellows with Zipper (Optional) Adjustable Fastener Clamp Banding Clamp 21. 22. 23. 24. 25. 26. 27. 28. 29.
57110
Hardened Flatwasher Capscrew (Grade 8) Charge Valve Charge Valve Core Charge Valve Cap Plug ORing Boss Drain Plug O-ring Setscrew
FIGURE 2 - FRONT SUSPENSION ASSEMBLY LATER CONFIGURATION ASSEMBLIES (57110)
10
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09.
55895
Capscrew (Grade 8) 10. Plunger Tube Assembly 19. Adjustable Fastener Clamp Lockwasher 11. O-ring 20. Banding Clamp Valve Guard 12. Back-up Ring 21. Hardened Flatwasher Locknut 13. Stuffing Box 22. Capscrew (Grade 8) Outer Tube or Barrel Assembly 14. Buffer Seal 23. Charge Valve Capscrew (Grade 8) 15. Primary Seal 24. Charge Valve Core Hardened Flatwasher 16. Wiper 25. Charge Valve Cap Piston 17. Bellows 26. Plug Ball 18. Bellows with Zipper (Option) FIGURE 3 - FRONT SUSPENSION ASSEMBLY EARLIER CONFIGURATION ASSEMBLIES (55895)
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11
8. Using a crane and suitable handling and support fixtures, invert the outer barrel or tube assembly and secure in place with the mounting end at the bottom. 9. Using appropriate tools and precautions, raise the lower plunger tube assembly and install into the outer barrel or tube assembly (5) over the lower plunger tube assembly until it is far enough for the installation of the stuffing box. 10. Using a seal compressor or equivalent to prevent damage to the seals, carefully install the stuffing box (13) into the outer tube assembly with the bolt holes in each properly aligned. 11. Secure the stuffing box to the outer tube assembly, securing with grade 8 capscrews (22) and hardened washers (21). Tighten evenly to the final torque listed below in a crossing pattern in increments of 50 ft-lb (65 Nm). 5/8 - 11NC 160 ft-lb (215 Nm) 3/4 - 10NC 280 ft-lb (380 Nm) 12. Install the bellows (17), securing to the stuffing box and outer tube assembly as needed. Secure with banding clamp (20) and adjustable fastener clamp (19).
securely, but do not over-tighten to damage the threads. Make sure that the setscrew is installed to a sufficient depth to allow proper installation of the outer plug. b. Install the drain plug assembly (27, Figure 2) into the plunger tube assembly. Tighten the special O-ring boss plug until the bosses make metal-to metal contact with the suspension. This should slightly compress the O-ring seal (28), but not cause it to distort. 16. Switch the suspension from the inverted position to a normal vertical operating position. 17. Secure in place and fill with oil as outlined in the procedures in Maintenance and Adjustment in this module.
The front suspensions may be installed as follows: 1. Clean and smooth all mating surfaces on the suspension and the frame. 2. On trucks equipped with pressure transducers, use extra care to prevent damage to system components. 3. Raise the suspension assembly into position making sure the charge valves are located to the outboard side of the suspension.

(18) is available that allows its replacement without removing the suspension or mounting pins. 13. Install the charge valve (23) and plug (26) or transducers, if removed previously. Torque the: a. Pressure transducers to 14 +/- 1 ft-lb (19 +/- 1 Nm). b. Charge valve to 37 +/- 7 ft-lb (50 +/- 10 Nm) in increments of 10, 20, and 37 ft-lb (14, 27, and 50 Nm).
NOTE: If removed, reinstall the valve cores and protective covers. 1. Torque the valve cores to 3 to 5 in-lb (0.35 to 0.45 Nm). 2. Torque the protective covers to 40 to 50 in-lb (4.5 to 5.5 Nm).
14. Install the guard assembly (3) secured by capscrew (1) and lockwasher (2) for protection. 15. On suspensions equipped with the setscrew/drain plug combination: a. After coating the threads with the appropriate thread sealant, install the setscrew (29, Figure 2). Tighten
Each suspension unit weighs in excess of: MK30B 1250 lb (565 kg) MT 2700/3000 1250 lb (565 kg) MT 3300 1250 lb (565 kg) MT 3300AC 1250 lb (565 kg) BD 220 1250 lb (565 kg) MT 3600B 1900 lb (860 kg) BD 240 & 270 1900 lb (860 kg) MT 3700B/3700AC 1900 lb (860 kg) MT 4000AC 1900 lb (860 kg) MT 44004400AC 1900 lb (860 kg) MT 5500 1960 lb (890 kg) 4. Align the holes in the suspension and in the lugs and insert the suspension pins from the center toward the tires. 5. Install the pin retainers (5) and secure with hardened flatwashers (8) and Grade 8 capscrews (7). 6. Place the neoprene dirt rings (6) in between the suspension and the lugs. Secure with tie wraps.
12
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KEY 01. 02. 03. 04. 05. Front Suspension Mounting Pin Self Aligning Bushing Not Used Pin Retainer 06. 07. 08. 09. 10. Dirt Ring Capscrew Hardened Flatwasher Not Used Not Used 11. 12. 13. 14.
A85225
Sacrificial Sleeve (Axle Assembly) Internal Retaining Ring External Retaining Ring Sacrificial Sleeve (Frame Assembly)
FIGURE 4 - FRONT SUSPENSION MOUNTING ASSEMBLY (A85225)
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13
7. On trucks equipped with the TEREX|UNIT RIG Weigh System: a. Install the pressure transducer if not installed previously. Torque to 14 +/- 1 ft-lb (19 +/- 1 Nm).
KEY 01. Suspension 02. Pressure Transducer 03. Grip 04. Watertight Joint
NOTE: The joint indicated in item 4 of Figure 5 must

be watertight. It is recommended to use liquid pipe sealant on the threads and apply RTV sealant around the clearance hole to prevent moisture seepage and pooling. Also make sure to install the appropriate sealing grip (3) on the cable end of the transducer, using the body nut as a locknut. b. Install all wiring, making sure to allow sufficient freedom for the travel of the suspension. 8. Remove the blocking and lower the truck to the ground. 9. Charge the suspension with dry nitrogen gas as outlined in the instructions in Maintenance and Adjustment in this module. 10. Check operation of the suspension as outlined in Maintenance and Adjustment before placing back into operation. 11. If so equipped, check the operation of the TEREX|UNIT RIG Weigh System.
FIGURE 5 PRESSURE TRANSDUCER INSTALLATION (A84726)
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AXLEBOX
AXLEBOX
The axlebox is the large housing located at the rear of the truck directly under the frame and dump body, which serves as the mounting for the wheelmotors. It is made of high strength steel and is attached to the frame at four locations. The nosecone bearing assembly at the front of the axlebox serves as one attachment point. It consists of a large spherical bearing, which attaches to the lower crossmember on the main frame. A radius or panhard rod connects the upper axlebox to the frame. Its purpose is to limit lateral movement of the axlebox while permitting vertical movement and oscillation. The rear of the axlebox connects to the lower portion of the rear suspension assemblies. The upper portion of the rear suspensions attaches to the rear of the main frame. 3. Verify that the axlebox access door is in good condition, and forms a good seal. Repair or replace as required. Use a 3M Rubber Adhesive (or equivalent) to attach the rubber seal to the inside of the door. 4. Inspect axlebox structure for evidence of damage. 5. Every 500 hours visually inspect the following for damage, excessive wear, proper installation and lubrication, and freedom from contamination with dirt or other material. a. Nosecone bearing cap, capscrews, and washers b. Radius Rod c. Suspensions and mounts d. Grease seals 6. Every 2500 hours check nosecone pivot bearing clearance as follows: a. Be certain the nosecone bearing cap attaching bolts are properly torqued. b. Locate the jacks aft of the rear wheel centerline as shown in Figure 1. Jack the truck until the rear tires clear the ground. Secure in place with adequate blocking. c. Attach two dial indicators to the axlebox as indicated in Figure 1, using magnetic attaching blocks. Orient the indicators to measure vertical clearance. d. Measure bearing vertical clearance by raising and lowering with a small jack under the nosecone assembly. After determining the clearance, use the jack to center the bearing. e. Reposition the dial indicators to measure horizontal clearances. f. Using blocking and a pry bar, port-a-power or other suitable device, move the nosecone from side to side to determine horizontal clearance.
OPERATION
The axlebox assembly serves as a mounting support for the electric wheelmotor assemblies and rear suspensions, a mounting point and protection for necessary brake and drive system components, and as a plenum chamber for cooling air to the wheelmotor assemblies. During operation, the acceleration, retarding, and braking forces generated by the rear wheelmotors are transmitted to the truck through the nosecone portion of the axlebox. The radius or panhard rod allows vertical motion and oscillation of the axlebox especially when the truck is loaded, but limits lateral movement. The rear suspension axlebox connections limit but allow some vertical movement of the axlebox. Shock caused during vehicle operation is absorbed in the suspension.

Periodic maintenance should include the following steps: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Clean the assembly.
NOTE: When bearing vertical clearance exceeds 0.125

inch (3.2 mm) or horizontal clearance exceeds 0.437 inch (11.1 mm) the bearing should be replaced as outlined in the instructions later in this module.
g. Remove all measuring equipment.
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h. Remove jacks and blocking and lower to the ground.
REMOVAL (Figure 1)
The axlebox may be removed as follows:
7. Support the axlebox adequately to hold the weight. Disconnect the rear suspensions as outlined in the instructions in Section 7 - Running Gear.
NOTE: Total removal of the suspensions will aid in the

removal of the axlebox assembly.
8. Remove the radius or panhard rod assembly by removing the retainers and the pins securing to the frame and axlebox.
NOTE: If only the nosecone pivot bearing is being removed or replaced, it is not necessary to remove the radius or panhard rod, suspensions, wheelmotors, or other components. Verify that the D-rings and suspensions do not bind during this procedure.
NOTE: The rod must be level when removing. NOTE: The axlebox assembly may be removed with or
without the wheelmotors installed. If it is necessary or desirable to remove the wheelmotors, follow the procedures outlined in Section 7 -Running Gear. Additional information on the brakes and other hardware is contained in Section 5 -Hydraulic System, and Section 8 - Brake System.
1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brakes and rear wheels. 2. Jack or lift the truck until the tires are clear of the ground. 3. Support the frame at the dump cylinder attachment points. Support the axlebox adequately to allow controlled movement, without allowing it to move by itself. 9. Remove the capscrews in the bearing cap. 10. Using a come-along on the eye of the bearing cap for support, remove the cap.
NOTE: Handle the cap with care to prevent the bearing

from falling out or being damaged.
11. Using cables and the come-along, lower the nose of the axlebox, then move the entire axlebox down and rearward out.
NOTE: If only the nosecone pivot bearing is being replaced, it is necessary to move the axlebox to the rear only enough to gain operating clearance.
12. Remove all remaining components. Secure the axlebox to prevent movement for safe repair.
NOTE: It is recommended that the assembly be lifted

at the D-rings assembly point with clamps, slings, or other suitable means.
4. If desired, (if the axlebox is to be removed) remove the tires and wheelmotors as outlined in the instructions in Section 7 - Running Gear. 5. Disconnect all cables and hoses from the axlebox and pull them through their entry holes. Unclamp them from the nose portion of the axlebox.

The axlebox may be inspected/repaired as follows: 1. Inspect all structural components for evidence of wear or damage. Repair or replace as required using the welding procedures outlined in Section 10 - Miscellaneous. 2. Inspect the nosecone pivot bearing surfaces for evidence of wear or damage. Repair or replace as required.
NOTE: The top and bottom sections of the nosecone

pivot bearing are a matched set.
The hydraulic brake system is a high pressure system. Relieve all pressure before disconnecting any lines. 3. Inspect all remaining seals as required for evidence of wear or damage. Repair or replace as required using 3M Rubber Adhesive (or equivalent) to attach. 4. Inspect the self-aligning bushings in the panhard or radius assembly and the suspension mounting points for evidence of wear or damage. They may be changed as follows:
NOTE: Label each cable and hose to assist in the

assembly procedures. Cap or plug all openings.
6. Loosen the clamps on the cooling air inlet hose on the axlebox nose. Remove the flexible air coupling.
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a. Removing the retainers and bearings using air arc, grinding or other suitable means. b. Inspect the inner bore of each sleeve in the assemblies for evidence of wear or damage. It must be free of defects and within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth. Otherwise the sleeve should be replaced. This may be done as follows: (1) If so equipped, carefully remove the damaged sleeve, exercising care not to damage the bore in the frame/front axle. (2) Inspect the bore in the frame/front axle for evidence of wear or damage. It must be free of defects and within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth. Heating Method
AXLEBOX
Due to the cold temperatures of both the liquid nitrogen cooling medium and the parts being cooled and the heat applied to the receiving component area, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (a) Using all of the appropriate precautions because of the cold temperatures of the materials involved, carefully cool the sleeve to a temperature of 40o to 70o F ( -40o to 57o C). (b) Evenly heat the bore into which the sleeve is to be installed to 300o to 350o F (150o to 175o C).

tolerances, contact the local Unit Rig Service Representative for detailed repair recommendations.
(3) Install the new sleeves as follows:
IMPORTANT: Heat the massive side of the lug additionally to ensure that the bore is heated and expanded evenly.

be installed using either of the methods outlined here. The liquid nitrogen method typically provides a more consistent installation.
Liquid Nitrogen Method

Due to the cold temperatures of both the liquid nitrogen cooling medium and the parts being cooled, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (a) Using all of the appropriate precautions because of the cold temperatures of the materials involved, gently immerse the sleeve into a pool of liquid nitrogen. (b) After allowing sufficient time to fully cool, carefully remove from the liquid nitrogen and install in the appropriate bore properly oriented. (c) Allow the sleeve to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.
speed up the process may result in uneven cooling and warping of or damage to the sleeve.
(e) Verify that with the sleeve properly installed, it is within 0.001 inch (0.025 mm) of round. Small ridges or grooves may be repaired with emery cloth. c. Install the self-aligning bushings as follows:


speed up the process may result in uneven cooling and warping of or damage to the sleeve.
Due to the cold temperatures of both the dry ice or other cooling medium and the parts being cooled, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure.
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(1) Using all of the appropriate precautions because of the cold temperatures of the materials involved, carefully cool the bearing assembly to a temperature of 40o to 70o F ( -40o to 57o C). (2) Once both components are at the proper temperatures, carefully remove the bearing from the cooling medium and install properly oriented into the appropriate bore. (3) Allow the bearing assembly to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.
mating surfaces on the two halves of the bearing cap to prevent the ingestion of dirt or other contamination. Use care not to allow the material to enter the bearing area so that it might be drawn into the bearing assembly.
7. Install the nosecone grease seal as shown in Figure 1 using 3M Rubber Adhesive (or equivalent). a. Make sure to position to the rear of the crosstube: (1) Splice in the seal. (2) Screw in the clamp. b. Make sure that the exposed edge on the rubber seal is oriented downward to avoid the ingress of water and other contamination. 8. Reinstall all hoses, cables, etc. removed previously. Verify all items entering the axlebox are sealed on both the inside and outside. 9. Install the panhard or radius rod as follows:

speed up the process may result in uneven cooling and warping of or damage to the bearing or bore.
(4) Secure with the new retainers (7) using care not to contaminate the new bushings.
INSTALLATION
The axlebox may be installed as follows: a. Position the rod in the near horizontal position. 1. Verify that the bearing and threaded surfaces are clean and free of damage or burrs. 2. Install the lower nosecone pivot bearing section in the nosecone. 3. Insert the upper nosecone pivot bearing section in the bearing cap assembly. 4. Liberally coat the surfaces of the spherical inner bearing with clean chassis grease. 5. Move the axlebox into position. 6. Install the upper bearing cap, aligning the two sections with the coiled spring or roll pin (35) (on trucks so equipped). a. Make sure that on trucks so equipped the bearing is secured with the anti-rotational stop (34). b. Secure with hardened flatwashers and Grade 8 capscrews coated with Loctite 242 (or equivalent). c. Tighten in 50 ft-lbs. (68 Nm) increments using a standard cross tightening technique to a final torque of 280 ft-lbs. (380 Nm). b. Position the axlebox to align the rod assembly with the mounting points in the frame and axlebox. c. Install the pin on each end of the rod installing the neoprene rings on each side of the self-aligning bushings. d. Secure each pin with the retainer, capscrews, and flatwashers. 10. Install the rear suspensions as outlined in the instructions in Section 7 - Running Gear. 11. Install the wheelmotors and tires as outlined in the instructions in Section 7 - Running Gear. 12. Connect all remaining lines. 13. Lubricate all components. 14. Lower the unit to the ground. 15. Check or test each system as outlined in the appropriate instructions prior to operating the truck. 16. Recheck the torque on the nosecone bearing cap capscrews after the first 125 hours of operation each time the bolts are removed. Then return to the normal 500 hour inspection, 2500 hour retorque routine.
NOTES: It is recommended that a bead of RTV or

equivalent be spread completely around the edges of the
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AXLEBOX
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12.
KEY A85221 Axlebox 13. Adjustable Clamp 25. Acorn Nut Nosecone Pivot Bearing 14. Banding Clamp 26. Cellular Rubber Seal Radius (Panhard) Rod 15. Rubber Adhesive 27. Capscrew Pin 16. Access Cover Door 28. Capscrew Self Aligning Bushing 17. Hinge Bracket 29. Hardened Flatwasher Bearing Bore Sleeve 18. Capscrew 30. Not Used Internal Retaining Ring 19. Locknut 31. Not Used External Retaining Ring 20. Hardened Flatwasher 32. Not Used Pin Retainer 21. Eye Bolt 33. Heavy Duty Hose Clamp Dirt Ring 22. Eye Bracket 34. Anti Rotational Key Bearing Spacer 23. Clevis Pin 35. Roll/Coil Spring Pin Bearing Seal 24. Speed Ball Handle FIGURE 1 - AXLEBOX ASSEMBLY (A85221, SHEET 1 OF 4)
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12.
A85221
Axlebox 13. Adjustable Clamp 25. Acorn Nut Nosecone Pivot Bearing 14. Banding Clamp 26. Cellular Rubber Seal Radius (Panhard) Rod 15. Rubber Adhesive 27. Capscrew Pin 16. Access Cover Door 28. Capscrew Self Aligning Bushing 17. Hinge Bracket 29. Hardened Flatwasher Bearing Bore Sleeve 18. Capscrew 30. Not Used Internal Retaining Ring 19. Locknut 31. Not Used External Retaining Ring 20. Hardened Flatwasher 32. Not Used Pin Retainer 21. Eye Bolt 33. Heavy Duty Hose Clamp Dirt Ring 22. Eye Bracket 34. Anti Rotational Key Bearing Spacer 23. Clevis Pin 35. Roll/Coil Spring Pin Bearing Seal 24. Speed Ball Handle FIGURE 1 - AXLEBOX ASSEMBLY (A85221, SHEET 2 OF 4)
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AXLEBOX
FIGURE 1 - AXLEBOX ASSEMBLY (A85221, SHEET 3 OF 4)
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KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12.
A85221
Axlebox 13. Adjustable Clamp 25. Acorn Nut Nosecone Pivot Bearing 14. Banding Clamp 26. Cellular Rubber Seal Radius (Panhard) Rod 15. Rubber Adhesive 27. Capscrew Pin 16. Access Cover Door 28. Capscrew Self Aligning Bushing 17. Hinge Bracket 29. Hardened Flatwasher Bearing Bore Sleeve 18. Capscrew 30. Not Used Internal Retaining Ring 19. Locknut 31. Not Used External Retaining Ring 20. Hardened Flatwasher 32. Not Used Pin Retainer 21. Eye Bolt 33. Heavy Duty Hose Clamp Dirt Ring 22. Eye Bracket 34. Anti Rotational Key Bearing Spacer 23. Clevis Pin 35. Roll/Coil Spring Pin Bearing Seal 24. Speed Ball Handle FIGURE 1 - AXLEBOX ASSEMBLY (A85221, SHEET 4 OF 4)
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STEERING LINKAGE
STEERING LINKAGE
DESCRIPTION AND LOCATION (Figures 2 and 3)
The steering linkage consists of the following components: 1. Steering cylinders - double acting hydraulic cylinders (with clevis type ends) with the base end attached to the anchor on the front axle assembly and the rod end attached to the arm on the front spindle assembly. 2. Drag link - adjustable link (turnbuckle style) connected between the arms on the two spindle assemblies.

Periodic maintenance should include the following steps: 1. Inspect all components for evidence of wear or damage. Repair or replace as required. Never allow a truck to operate with defective components. 2. Verify that all components are properly lubricated and that all seals are in generally good condition. Repair or replace as required. 3. Check the front wheel toe-in and adjust as outlined below. ADJUSTING FRONT WHEEL TOE-IN (Figure 1) The trucks toe-in (deviation from parallel) should be checked regularly. Proper toe-in adjustment will improve tire and component life, and improve the trucks steering control. Adjustment should be done as follows:
OPERATION
The function of the mechanical steering linkage assembly is to control the movement of the front axle spindle assemblies and thus steer the truck. Movement of the linkage assemblies is regulated by the steering cylinders. For a detailed explanation of this portion of the system refer to the information in Section 5 - Hydraulic System. When the steering wheel is moved to make a turn, one steering cylinder extends and the other retracts. This relative motion causes the two spindles to turn on their respective kingpins allowing the tires to steer. The drag link ties the relative motion of the two spindle assemblies together to aid in coordination during steering and to maintain the desired toe-in adjustment.
NOTE: The truck must be empty and parked on a level

surface in an area which will permit both forward movement of at least two truck lengths. The tires should be pointed as straight ahead as possible. 1. Verify that the front wheel bearings are properly adjusted. Refer to the information in Section 7 - Running Gear.
FIGURE 1 - FRONT AXLE TOE-IN ADJUSTMENT
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2. Verify that both the front and rear Nitrogen/Oil suspensions are at the proper recommended empty ride height. 3. Adjust the drag link to obtain an initial length of 188 inches (4 775 mm) between the pin centers. 4. Adjust the yokes on the cylinder rods to an initial setting of as few exposed threads as possible on each cylinder assembly. 5. After driving the truck forward on the smooth, level surface, park it in a SAFE POSITION with the front wheels directed straight forward. It must be secured by means other than the trucks friction brake system.
Y = X - 3/4 inches (19 mm) 12. Adjust the drag links equally as required to obtain the required dimension.
NOTE: Remember that because of steering geometry

the required adjustment will be approximately 1/2 of the calculated change as the opposite side of the tire is moving an equal distance in the opposite direction to that being measured. 13. When the adjustment is complete, recheck by backing the truck past the original position (step 1 of this procedure) and repeating the measurements and adjustments until correctly completed. 14. Tighten the clamping bolts on the various cylinders and drag links to secure the final settings. 15. Start the truck in a normal manner. Turn the wheels completely in both directions to ensure that the steering cylinders and linkages are reaching the end of their travel. Readjust as required.
NOTES:
1. There should be sufficient distance in front of the truck to allow it to be moved almost a full tire rotation forward without interference. 2. To ensure the consistency of all measurements the last movement of the truck must always be forward. 6. Place a thumb tack in each tire located as follows: a. To the rear of the tire; b. At the center of the tread (side to side); c. As high and equidistant above the ground level as possible to permit clearance of all truck components by a tape measure or other suitable device strung between the tacks parallel to the ground.
NOTE: To double check the centering of cylinder length

adjustments, make left and right turning circles at low speeds (5 mph (8 kph)). They should be within 3 to 5 feet (1 to 1.7 m) of equal if all is adjusted properly. If not, they should be re-centered and re-adjusted as required.
REMOVAL
The steering linkage components may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. If removal of the steering cylinder is desired, follow the instructions in Section 5 - Hydraulic System. 3. Remove the steering tie rod as follows: a. Remove the capscrew and hardened flatwasher. b. Remove the pin retainer. c. After carefully securing the rod so it will not move until it is lifted, remove the pins from each end of the rod. d. Lift the rod clear of the steering arms.
NOTE: They should be as close to the height of the

centerline of the hub as possible. 7. Record the distance between the tacks (X) and the distance above the ground. 8. Start the truck in a normal manner and drive straight forward until the tacks are low enough to the ground for the tape to clear all components and are about the same distance above the ground in front of the tire as they were to the rear in step 7. Again the final direction of travel must be forward. 9. Secure the truck in a SAFE POSITION. It must be secure by means other than the trucks friction brake system. The final direction of travel must be forward. 10. Record the distance between the tacks (Y). 11. Determine the trucks correct front wheel toe setting as follows:
4. Remove the steering arm as follows:
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UNIT RIG
a. Remove the steering cylinder and yoke assembly as outlined in the information in Section 5 - Hydraulic System. b. Remove the steering rod yoke as outlined in step 3 above. c. Remove the tapered nuts securing to the spindle assembly. d. Remove the steering arm. Note the side it is removed from to aid in reassembly.
STEERING LINKAGE
1. Install the steering arm as follows: a. Select the correct assembly for the side of the axle being assembled, noting that there is a left and a right arm assembly. b. Verify that the mating surfaces on both the arm and the spindle assembly are clean and free of grease, debris, or other foreign objects. c. Install the properly oriented steering arm assembly. d. Secure with the tapered nuts with the taper toward the mounting surface. Torque each sequentially to a final torque listed in the chart in Section 10 - Miscellaneous. 2. Install the steering cylinder on the steering arm as outlined in the instructions in Section 5 - Hydraulic System. Note that there should be a minimal amount of thread showing on the cylinder rod end. 3. Install the steering tie rod assembly as follows: a. Position the yoke assembly over the self-aligning bushing. Note that the larger bore hole is at the top. b. Install the pin. Secure with pin retainer, capscrews, and hardened flatwashers. c. Repeat with the other side. d. Install the grease/dirt seals above and below the self-aligning bushings at each end. e. Adjust the tire toe-in as outlined in Maintenance and Adjustment. Tighten the clamping bolts on the various cylinders and drag links to secure the final settings.

The various steering components may be serviced as follows: 1. Inspect and repair all components in and on the steering cylinder as outlined in the information in Section 5 Hydraulic System. 2. Inspect the self-aligning bushings for evidence of wear or damage. If the bushings need to be replaced: a. Remove retaining ring and self-aligning bushing. b. Install new self aligning bushing and retaining ring. 3. Inspect the studs in the spindle of evidence of wear or damage. If they need replacement: a. Remove the old studs. Applying heat to the assembly should assist in breaking previous adhesive bonds. b. Apply a coating of Loctite 242 (or equivalent) to the threads of the new stud that are to be installed into the spindle. c. Install the stud until 2 +/- 1/16 inches (51 +/- 1.7 mm) remains exposed from the spindle assembly. d. Allow the adhesive to dry before continuing. 4. Inspect all remaining components for evidence of wear or damage. Repair or replace as required.
INSTALLATION NOTE: Figure 2 reflects trucks equipped with expander

type pins. Figure 3 reflects configurations with the pin/ nut assembly. The steering linkage components may be installed as follows:
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KEY MHA86052 01. Steering Arm 12. Retaining Ring (Internal) 23. Expander Washer 02. Steering Arm 13. Capscrew 24. Capscrew (Metric) 03. Stud (Grade 8) 14. Locknut 25. Grease Seal 04. Taper Nose Nut (Grade 8) 15. Capscrew 26. 28. Not Used 05. Steering Cylinder 16. Hardened Flatwasher 29. Pin Retainer 06. Tie Rod 17. Self-Aligning Bushing 30. 34. Not Used 07. Steering Yoke (LH Threads) 18. Retaining Ring (Internal) 35. Expander Pin Assembly 08. Steering Yoke (RH Threads) 19. Expander Pin (Includes items 19, 22, 23, and 24) 09. Steering Yoke 20. Not Used 36. Expander Pin Retainer 10. Self Aligning Bushing 21. Bearing Spacer 37. Flatwasher 11. Expander Pin 22. Expander Sleeve 38. Capscrew FIGURE 2 - STEERING COMPONENT INSTALLATION ASSEMBLY EXPANDER PIN CONFIGURATION (MHA86052)
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UNIT RIG
STEERING LINKAGE
FIGURE 3 - STEERING COMPONENT INSTALLATION ASSEMBLY STRAIGHT PIN/NUT CONFIGURATION
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TEREX|UNIT RIG
FRONT AXLE
FRONT AXLE
The front axle has a long, box configuration curved at each end. It is mounted under the frame and in between the front wheel assemblies. Verify that any residual pressure in the steering accumulators is released before working near the front tire and rim assemblies. b. Measure the radial run-out of the kingpin assembly as follows: (1) Install dial indicators on the inside of the top and bottom bosses of the front spindle assembly to measure movement of the spindle bosses relative to the front axle assembly directly toward and away from the center of the truck. See Note A on Section C C of Figure 1.
OPERATION
The front axle is a major structural component of the truck. It provides a: 1. Mounting and pivot point for the spindles in the front wheel assemblies. 2. Series of mounting points for the steering assembly. 3. Connection point for the suspension assemblies. The front suspension strut assemblies control the oscillation of the axle. Four parallel radius rods are included to control the fore and aft and twisting movements. A transverse radius rod is employed to limit its lateral movement while maintaining its ability to oscillate at various heights.
NOTES:
1. In this application, dial indicators with a mushroom shaped head, provide more accurate readings. Use of a pointed head tends to read the contour of the surface and not to provide accuracy. 2. The contact area of the pointer must be clean, smooth, and free of irregularities throughout the dial indicators operating range. 3. The indicator should be adjusted to an initial reading of 0 inches (mm) and set so that they can accurately measure a minimum of 0.040 to 0.050 inches (1.0 to 1.3 mm) movement in either direction. (2) Using jacks or other suitable means of lifting the frame or front axle without contacting either front tire, wheel or spindle assembly, raise the truck until the tires are clear of the floor. Secure in this position, with the tire, wheel, and spindle assemblies free. (3) Read and record the measured movement on each of the dial indicators. (a) If either measurement is between 0.035 to 0.040 inches (0.88 and 1.0 mm), the clearances shown significant wear but if no other problems are noted are still acceptable to be placed back into normal service. However, it is recommended that the operation and wear be more closely monitored.

Periodic maintenance of the front suspension should include the following: 1. Check for cracks in the axle structure and radius rods. Repairs should be made as per the structural welding instructions in Section 10 - Miscellaneous. 2. Check the various pins and other wear points for evidence of proper lubrication. Correct as required. 3. Check the kingpin assembly for evidence of wear, damage, or slack in the kingpin assemblies. At normal inspections this may be done visually. However, at regularly scheduled intervals, (typically 500 hours) a detailed inspection is recommended. This may be done as follows:
NOTE: This measurement may be taken on each front

wheel separately or simultaneously depending upon the availability of measurement and lifting equipment. a. Park the empty truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. The tires should be positioned straight ahead and the engine and Master Switch should both be off.
NOTE: Typically this would involve a significant

decrease in the time between normal inspections. For example, if the normal inspection period is 500 hours, checking at lesser intervals, depending upon the length of time over which the original wear occurred.
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(b) If either measurement exceeds 0.040 inches (1.0 mm), the wear is considered excessive and the assemblies should be disassembled and repaired or replaced as required. Detailed service information is included later in this module.
are serviced or replaced. If not then the extra clearance from the initial assembly cannot be included in the monitoring of wear. d. After the check is complete: (1) Remove the dial indicators.
Failure to service the component assemblies will result in increased rates of wear and eventually to malfunctioning of the front axle/spindle assemblies. (4) Repeat the procedure if required on the other side. (5) After the check is complete: (a) Remove the dial indicators. (b) Remove the blocking securing the truck and components. (c) Lower the truck to the ground. c. Measure the vertical play of the kingpin assembly as follows:
(2) Remove the blocking securing the truck and components. (3) Lower the truck to the ground.
NOTE: Trucks with Serial Numbers MH102 and up and

earlier trucks modified by Engineering Bulletin EB 1327B are as shown in the illustration. Earlier trucks using different bearing assemblies do not include the roll pins (38) securing the bearing housing (9) and bronze thrust bearing (8) or their installation provisions. Refer to the appropriate TEREX|UNIT RIG Parts Manual or Engineering Bulletin for assistance in identifying the configuration installed. 4. Check the radius rod pins for evidence of slack or damage. Repair or replace as required. 5. Check that the capscrews retaining the radius rod pins are properly tightened.
NOTE: This measurement serves to provide a means

of monitoring the wear condition of the kingpins bottom thrust washer and related items. (1) Using feeler gauges, measure the clearance between the lower face of the top portion of the spindle and the top surface of the upper thrust ring. See Note B on Section C-C in Figure 1.
REMOVAL
The front axle assembly may be removed as follows:
NOTE: Removal of the front tire and rim, wheel, and/or

assemblies is not required to remove the axle. Typically, however, it is desirable for them to be removed to minimize the weight and size of the assembly being handled. 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Raise the truck and secure the truck frame and front axle with adequate blocking to prevent unwanted movement. 3. Verify that: a. All brakes are released. b. All pressure has been released from the steering and brake accumulators and the hydraulic tank systems.
NOTE: To obtain the most accurate measurement,

the feeler gauges should be carefully inserted to ensure they are on top of the thrust ring and against the kingpin. (2) Record the clearance measured, including the date and operating hours. (3) The kingpin assembly should be disassembled, inspected, and components replaced as required if the measured clearance is greater than the initial clearance plus 0.160 inches (4.05 mm).
NOTES:
1. The wear measurements should be taken at both the front and rear of the assembly, approximately 180o apart. 2. The recorded and monitored measurement should be an average of the two measurements. 3. It is imperative that an initial measurement be taken and recorded whenever kingpin assembly components
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TEREX|UNIT RIG
FRONT AXLE
orientation of the pin removed from each location, particularly the eccentric style pins that are found in the ends of the upper link assemblies. This will also aid in installation. 13. Remove the axle from under the frame. 14. Remove any material remaining on the axle required to effect repairs as outlined in the instructions in Section 5 - Hydraulic System, Section 7 - Running Gear, or Section 8 - Brake System. 15. If removal of the spindles is required proceed as instructed in the disassembly instructions in this module.
It is important that all pressure in the hydraulic steering and brake systems be released prior to working on any components or loosening any hydraulic fittings. 4. Remove the tire and rim assemblies as outlined in the instructions in Section 7 - Running Gear. 5. Remove the front wheel (and brake assemblies) as outlined in the instructions in Section 7 - Running Gear and Section 8 - Brake System.
NOTE: Again this may not be absolutely necessary,

but it will reduce the weight and mass of the material being moved if handling equipment is limited. 6. Disconnect and cap the hydraulic hoses from the steering cylinders and brake and automatic or manual lube assemblies. 7. Discharge all nitrogen precharge pressure in the front suspension struts as outlined in the procedure in Section 7 - Running Gear. 8. Raise the truck until the suspension is fully extended. Stop before the axle begins to lift. Secure the suspension in this position. 9. Remove the capscrews, washers, lock, and pin from the suspension lug on the front axle as outlined in the instructions in Section 7 - Running Gear. Secure the suspension out of the way. 10. Resecure the truck frame and front axle assemblies. 11. Remove capscrews, washers, and locks from the radius rod pins. Using air-arc or other suitable means, remove the lock on the upper axle end radius rod pin retainers. 12. Remove the pins and the radius rods marking the positions removed from to aid in installation.
DISASSEMBLY
The spindle/kingpin assembly may be removed as follows: 1. Secure the axle assembly and spindles to prevent undesired movement of any components. 2. Remove the capscrews (12) and washers (13) from the kingpin cover (11). Remove the cover. 3. Remove the setscrew (14) that anchors the kingpin (3) from the side of the axle. 4. While supporting the spindle assembly, pull the kingpin from the axle.
Each spindle weighs approximately 2000 lb (910 kg). 5. Remove the spindle and remaining components from the axle.

The assemblies may be serviced as follows: 1. Inspect radius rods, spindle, and axle for cracks, chips, or other abnormalities. Repair or replace as required. Structural field welding procedures are included in Section 10 - Miscellaneous.
Each large upper radius rod weighs approximately 425 lb (190 kg). Each large lower radius rod weighs approximately 650 lb (230 kg). The smaller transverse radius rod weighs approximately 230 lb (105 kg).
NOTE: Do not attempt to repair or weld on these

components without first consulting a TEREX|UNIT RIG representative. 2. Inspect the bearings, bushings, machined surfaces, and kingpins for scratches, wear spots, or other imperfections. Repair or replace as required.
NOTE: While removing the pins, pay attention to the 07/30/2004
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NOTE: Be careful not to scratch or damage machined

surfaces. 3. Verify that the roll pins (38) used to secure the bronze thrust bearing (8) and bearing housing (9) are properly installed and in good repair. Replace as required.
(a) Inspect the new sleeve for evidence of damage, burrs, etc. Repair as required. (b) Using all of the appropriate precautions because of the cold temperatures of the materials involved, gently immerse the sleeve into a pool of liquid nitrogen. (c) After allowing sufficient time to fully cool, carefully remove from the liquid nitrogen and install in the appropriate bore properly oriented. (d) Allow the sleeve to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.
NOTE: Trucks with Serial Numbers MH102 and up and earlier trucks modified by Engineering Bulletin EB 1327B are as shown in the illustration. Earlier trucks using different bearing assemblies do not include the roll pins (38) securing the bearing housing (9) and bronze thrust bearing (8) or their installation provisions. Refer to the appropriate TEREX|UNIT RIG Parts Manual or Engineering Bulletin for assistance in identifying the configuration installed. RADIUS ROD BUSHINGS
The self-aligning bushings in the ends of the radius rods may be changed as follows: 1. Using the appropriate tools, remove the retainer rings (30, 32) from the bearing. 2. Remove the old bearing. 3. Inspect the sleeve in the bore. If found damaged, repair if possible. If it must be replaced, this may be done as follows: a. Using the appropriate cutting and related tools, remove the damaged sleeve from the bore. b. Inspect the bores condition and repair as required. c. Install the new sleeve as follows:

speed up the process may result in uneven cooling and warping of or damage to the sleeve. (2) Heating Method
Due to the cold temperatures of both the liquid nitrogen cooling medium and the parts being cooled and the heat applied to the receiving component area, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (a) Inspect the new sleeve for evidence of damage, burrs, etc. Repair as required. (b) Using all of the appropriate precautions because of the cold temperatures of the materials involved, carefully cool the sleeve to a temperature of 40o to -70o F (-40o to -57o C). (c) Evenly heat the bore into which the sleeve is to be installed to 300o to 350o F (150o to 175o C).
IMPORTANT: Sleeves with high interference fit may be installed using either of the methods outlined here. The liquid nitrogen method typically provides a more consistent installation.
(1) Liquid Nitrogen Method
IMPORTANT: Heat the massive side of the lug

additionally to ensure that the bore is heated and expanded evenly. (d) Once both components are at the proper temperatures, carefully remove the sleeve from the cooling medium and install in the appropriate bore properly oriented. (e) Allow the sleeve to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.
Due to the cold temperatures of both the liquid nitrogen cooling medium and the parts being cooled, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure.
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TEREX|UNIT RIG IMPORTANT: The use of externally applied heat to speed up the process may result in uneven cooling and warping of or damage to the sleeve.
4. Install the new bearings into the sleeves/bores as follows:
FRONT AXLE
damage the inner surfaces of the kingpin assembly. 3. Verify that the inner bore surface of the kingpin assembly is free from edges, knicks, or other damage that will interfere with the installation of the new bushings. 4. Freeze the complete new bushings in dry ice or equivalent to shrink the outer diameter. 5. Install the bottom bushing (7), chamfered end first, into the bore (from the bottom) until seated. The end of the bushing should be even with or slightly below the end of the kingpin bore. 6. Install the bearing spacer (34) with the split positioned to clear the socket head setscrew (14). 7. Install the top bushing (6) until the flange is seated on the end of the kingpin housing.

Due to the cold temperatures of both the dry ice or other cooling medium and the parts being cooled, it is important to take extra precautions that neither comes in contact with skin, clothing, or other items during the entire procedure. (a) Inspect the new bushing/bearing for evidence of damage, burrs, etc. Repair as required. (b) Using all of the appropriate precautions because of the cold temperatures of the materials involved, carefully cool the bearing assembly to a temperature of -40o to -70o F ( -40o to -57o C). (c) Once both components are at the proper temperatures, carefully remove the bearing from the cooling medium and install properly oriented into the appropriate bore. (d) Allow the bearing assembly to warm slowly and evenly to ambient temperature, making sure that the retaining rings may be properly installed.
NOTE: If either of the bushings stick or do not install

properly, remove before they have a chance to equalize temperatures and stick in place. Otherwise they may be damaged in the removal/reinstallation phase. 8. Allow to equalize to room temperature before continuing with the assembly process. 9. Install the relief fitting, if so equipped.
NOTE: The relief valve is not used on trucks equipped

with anti-rotational provisions on the bearing housing and thrust ring.
ASSEMBLY
The spindle/kingpin assembly may be assembled as follows: 1. Fit the bearings in the top (4) and bottom (5) of the spindle.
IMPORTANT: The use of externally applied heat to speed up the process may result in uneven cooling and warping of or damage to the bearing or bore.
(e) Install the retaining rings to secure the bearings.
NOTES:
1. The bottom bearing (5) must be flush with the bottom of the spindle (2). 2. Install the parting split on the top bearing (4) inboard (toward the truck frame). Install the parting split on the bottom bearing (5) outboard (away from the truck frame). 2. Install the thrust washer (10) in position.
KINGPIN BUSHINGS
The upper and lower bushings in the kingpin assembly may be changed as follows: 1. Verify that the upper bearing (4) is removed. 2. Knock out the old upper and lower bushings (6 and 7) with a long punch taking extra care not to contact or
3. Install the thrust bearing (8) in the bearing housing (9), securing each with the roll/coil spring pins (38).
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FIGURE 1 - FRONT AXLE ASSEMBLY (A85224, SHEET 1 OF 4)
NOTE: Trucks with Serial Numbers MH102 and up and earlier trucks modified by Engineering Bulletin EB 1327B are as shown in the illustration. Earlier trucks using different bearing assemblies do not include the roll pins (38) securing the bearing housing (9) and bronze thrust bearing (8) or their installation provisions. Refer to the appropriate TEREX|UNIT RIG Parts Manual or Engineering Bulletin for assistance in identifying the configuration installed.
4. Align the bearing housing assembly (9), spindle assembly, and axle (1). 5. Align the countersink in the kingpin (3) with the hole in the side of the axle. Insert the kingpin into place.
If the clearance exceeds this amount, the axle should be disassembled and the appropriate thicker alternative bearing housing (9) installed. Then repeat the assembly procedure as outlined previously.
NOTES:
1. The alternate bearing housings include 82836M (0.063 inch (1.60 mm)) oversize and 82836N (0.125 inch (3.18 mm)) oversize. 2. If these bearing housings are required on earlier, unmodified trucks, it is recommended that TEREX|UNIT RIG Engineering Bulletin EB 1327B installing roll pins to prevent the rotation of the components also be performed. 7. Apply Loctite 242 or equivalent to the setscrew (14) and install. Torque to 500 ft-lb (680 Nm).
NOTE: Be careful not to scratch or damage machined

surfaces. 6. Verify that there is a maximum of 0.065 inches (1.65 mm) clearance between the bottom of the upper kingpin assembly (3) and the top of the upper thrust washer (10).
NOTES:
1. Before installation, coat the outboard inch (19 mm) of the threads with Loctite 242 (or equivalent). 2. After installation and final torquing, the setscrew should be flush (+/- inch (6.3 mm)) with the surface of the axle.
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FRONT AXLE
KEY 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13.
A85224
27. Pin Spacer Front Axle Assembly 14. Setscrew, Grade 8, Cone Point 28. Self-Aligning Bushing Front Spindle Assembly 15. Lower Radius Rod 29. Pin Kingpin 16. Upper Radius Rod 30. Internal Retaining Ring Upper Bearing 17. Transverse Radius Rod 31. Bearing Bore Sleeve Lower Bearing 18. Self-Aligning Bushing 32. External Retaining Ring Upper Bushing 19. Radius Rod Pin Lower Bushing 20. Internal Retaining Ring 33. Bearing Spacer Bronze Thrust Bearing 21. Eccentric Pin 34. Bushing Spacer Bearing Housing 22. Bearing Bore Sleeve 35. Pin Retainer Thrust Ring 23. Self-Locking External Retaining Ring 36. Capscrew Kingpin Cover 24. Pin Spacer 37. Hardened Flatwasher Capscrew, Grade 8 25. Dirt Ring 38. Roll/Coil Spring Pin Hardened Flatwasher 26. Pin Retainer FIGURE 1 - FRONT AXLE ASSEMBLY (A85224, SHEET 2 OF 4) 1. Position the axle assembly under the main frame, perpendicular to the main frame rails. 2. Beginning with either of the lower parallel links, install the radius rods as follows: a. Position the rod with the double end toward the axle and the lube holes pointed upward. b. Move the radius rod into position on the axle end.
3. After the setscrew is installed and properly torqued, apply Loctite 242 (or equivalent) to the perimeter of the setscrew/threads to seal against water and corrosion. 8. Install the kingpin cover (11) and secure it with capscrews (12) and washers (13).
The front axle assembly may be installed as follows:
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FIGURE 1 - FRONT AXLE ASSEMBLY (A85224, SHEET 3 OF 4) c. Align the bores and install the radius rod pins (29). d. Repeat step c. on the frame end. b. Move the radius rod into position on the axle end. a. Position the rod with the double end toward the axle and the lube holes pointed downward.
NOTE: Use the standard pins only. The eccentric pins

are used only in a designated location and will be installed last. e. Install the retainers and secure with the capscrews and washers. 3. Repeat steps 2a. e. on the other bottom link. 5. Install the right side upper link as follows: 4. Install the left hand upper link as follows: c. Align the bores and install the radius rod pins (29). d. Install eccentric pins (21) in both ends with the slot vertical and the eccentric portion of the pins up.
IMPORTANT: Do not install the retainers at this time.
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FRONT AXLE
FIGURE 1 - FRONT AXLE ASSEMBLY (A85224, SHEET 4 OF 4) a. Install the frame end eccentric pin as outlined in steps 4a.-d. b. Rotate the eccentric pins in the three upper links until the pin bore in the remaining link is aligned with the bore sufficiently to allow installation of the other eccentric pin. Install the pin. 6. Weld the retainers (26) of the eccentric pins to the bosses on all upper pin assemblies with a 1/4 fillet weld 1 inch (25 mm) long on both sides of the retainers. 7. Install the transverse radius rod as outlined in steps 2a.-e. 8. Install the dirt seals (25) on each side of each selfaligning bearing. Secure with the tie-wrap. 9. Install the front suspension strut assemblies as outlined in the instructions in Section 7 - Running Gear. 10. Install the front wheel and brake assemblies (if removed) as outlined in the instructions in Section 7 Running Gear and Section 8 - Brake System.
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11. Install the tire and rim assemblies as outlined in the instructions in Section 7 - Running Gear. 12. Recharge the front suspensions as outlined in the instructions in Section 7 - Running Gear. 13. Service and test the steering and brake systems as outlined in the instructions in Section 5 -Hydraulic System. 14. Remove the blocking and lower the truck to the ground. 15. Complete servicing and testing the truck system.
NOTE: It is recommended that each time the front

axle kingpin assembly has been serviced, particularly when components are repaired or replaced, a recheck of the final amount of clearance be made to serve as a starting point for measuring wear of the components. Detailed instructions are included in the Maintenance and Adjustment instructions in this module. 16. Check the front wheel alignment as outlined in the procedure on the steering linkage in Section 7 - Running Gear.
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LOCTITE PRECEDURE FOR WHEEL STUDS
LOCTITE PROCEDURE FOR WHEEL STUDS

PURPOSE
It is the intention of these procedures to provide a satisfactory means of installing and removing wheel studs using adhesive Loctite 242 (liquid), 248 (stick), or equivalent. This procedure is exclusive to front and rear wheel studs for the purpose of maintaining the studs in a stationary position in the steel during nut installation and removal. REAR WHEELS On all models, lightly seat the stud in the wheelmotor and torque to 15 to 20 ft-lb (20 to 27 Nm). GENERAL 1. All methods are intended for adhesive application only on the portion of the stud in the wheel. 2. The adhesive is not to be applied to the nut portion of the stud assembly.
SURFACE CONDITIONS
1. The parts must be dry and free of oil, wax, grease, paint, rust inhibitor, or other surface preservative treatment. 2. If cleanliness of parts is in question, use an appropriate solvent that will not leave any residue.
STUD REMOVAL
1. If the studs have been installed without primer, approximately 300 to 350 ft-lb (415 to 485 Nm) may be required to remove the stud. 2. To ease removal, apply 485 to 500o F (250 to 260o C) heat to the threaded area and remove the stud while the parts remain hot. Tempsticks, pyrometers, or equivalent methods should be used to measure the applied heat.
STUD INSTALLATION/APPLICATION
Newer stud assemblies incorporate: 1. A shoulder on the threaded area to provide proper installation depth. 2. A hex shape on the open end allowing the direct use of the appropriate tools to assist in the removal and installation of the stud. On older assemblies (without the shoulder or hex): 1. Installation depth is a measurement of the length of the stud that extends out of the wheel casting. On most installations this dimension is 2-5/16 inches (58.7 +/1.5 mm) (See Figure 1). 2. A driver or multiple lug nuts tightened onto the stud to function as a driver may be needed to assist in the removal and installation of the wheel studs. 3. The proper end of the stud to be coated may be identified by a trucks front or rear wheel assembly drawing (in the TEREX|UNIT RIG Assembly Parts Manual). FIGURE 1 - FRONT WHEEL STUD INSTALLATION POSITION (#12925)
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FRONT WHEEL ASSEMBLY (OIL LUBRICATED WHEEL BEARINGS)

DESCRIPTION AND LOCATION (Figures 1A, 1B,
and 2) The front wheel assembly consists of the large saucer shaped disc found inside each of the front tire and rim assemblies and the associated bearing and rim mounting hardware. friction in the sealing gap. The lubricant is admitted to the gap by capillary action and centrifugal force in the normal course of rotation of the wheel assembly. Slight seepage of the seal assembly in this area should be considered normal. b. Verify that each wheel lug clamp is in good repair.
OPERATION
The front wheel assembly functions as a connecting link between the front axle and the tire and rim assembly. The wheel rotates around the rigid front axle on a pair of tapered roller bearings, lubricated by a constant bath of gear oil lubricant. The tire and rim assembly is secured to the wheel by means of multiple clamps attached to the outer perimeter of the wheel. The face type seal consists of two metallic seal rings that have the same geometric contour and are flexibly located in the O-rings. These O-rings act like springs and maintain axial sealing pressure on the rings, providing a static seal between the seal ring and the housing bore and transmit frictional torque. A speed sensor system is incorporated to provide actual truck ground speed input to the AC drive system to assist in controlling the truck in propulsion and dynamic retarding.
NOTE: Each lug stud should be secured to the wheel

using Loctite 242 (liquid), 248 (stick) or equivalent. Refer to the stud installation instructions in Inspection and Repair in this module or the Loctite procedure for wheel studs in Section 7 - Running Gear. c. Visually inspect the speed sensor assemblies to be free of damage and contamination. 2. At regular intervals, typically 250 hour lubrication reviews: a. It is recommended that a lubricant sample be drawn from each of the bearing cavities and spectrochemically analyzed for material content. Corrective actions should be taken if the tests show:
NOTES:
1. The sample should be taken within 15 minutes of the truck being stopped after actual haulage use. The bearing system and lubricant should have reached operating equilibrium (mixing of all of the lubricant and any other materials and including normal temperatures) just before the sample is taken. 2. The sample should be taken from the same depth of the lubricant and the same location in the cavity each time. This may be aided by fabricating a sampling rod indexed from the hubcap port. The rod should have a stand-off feature near the inlet to prevent the end of the tube from touching any components inside. (1) A loss of viscosity or lubricity. Continued operation with the deteriorated lubricant will adversely affect bearing and seal life. (2) A wear particle analysis with a count of particles greater than 25 microns in size, in units of particles per milliliter of oil.
NOTE: Details of the systems operation and testing is

contained in the vendors maintenance manual for the drive system. Some versions of the assembly are non-vented or closed. Other versions are vented to the atmosphere and may contain filtered breather elements.

Periodic maintenance includes the following steps: 1. At least daily: a. Inspect the wheel especially the inner and outer seal areas for evidence of leakage, wear, or damage. Repair or replace as required.
IMPORTANT: Records should be kept. An increase NOTE: For proper operation and life of the seal, lubricant
is required to maintain proper rotational operation and in the metal contents, particularly iron and chromium often indicates bearing wear and continued operation in
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TROUBLESHOOTING
PROBLEM
Wheel loose
POSSIBLE CAUSES
Bearings improperly adjusted - too many shims
CORRECTIVE ACTION
Ins p e c t b e a r i ng a nd r e s hi m a s o ut li ne d i n M a i nt e na nc e a nd Adjustment. Verify brakes are released. If not, see i nstructi ons i n S ecti on 8 - Brake System. Ins p e c t b e a ri ng s a nd re s hi m a s o ut li ne d i n M a i nt e na nc e a nd Adjustment.
Wheel dragging or not rotating freely
Brakes dragging (not fully released)
Bearings rough or damaged Bearings shimmed too tightly - binding the wheel Tire not running true (straight) Rim bent
Ins p e c t t i r e a nd r i m a s s e m b l y. Replace as required. Inspect the rim's position on the wheel. Adjust as required. Ins p e c t t he w he e l f o r d a m a g e . Replace if necessary. Follow recommended lubricati on practices. Shim the bearing as outlined in the p ro c ed ure s i n Ma i nte na nc e a nd Adjustment. Check operating conditions and load. Correct as required. 12615
Rim not properly seated on wheel
Wheel damaged
Short bearing life
Improper lubrication
Bearings improperly adjusted
Bearing overloaded or damaged in service
this condition will also adversely affect bearing and seal life.
NOTES:
1. Particle contamination typically is measured using spectroscopic analysis, a process that can detect microscopic metal particles in lubricant samples. This process can measure concentrations of about twenty different metals and concentrations of particles up to a size to 5 to 10 microns. It can not typically detect larger particles. 2. Wear particle analysis emphasizes particle size in addition to concentration and is a more useful indicator of the condition of a bearing system. 3. While particles of 15 microns in size may cause wear in a hydraulic fluid power systems, particles over 25 microns in size are generally required to cause damage to wheel bearings.
4. Proper and consistent sampling techniques are critical to the success of a lubricant analysis program. It is important that just before any sample is taken, the system should be operating and at normal operating temperatures. b. Inspect the lubricant level indicated in the front wheel hubcap plug as follows: (1) Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. (2) Verify that the level checking plug in the hubcap assembly is at approximately the horizontal centerline of the front axle spindle.
NOTE: It may be necessary to move the truck slowly

and slightly to properly orient the plugs on one or both of
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the wheels. It is recommended that the level be checked after the truck has not moved for a minimum of 15 minutes to allow the lubricant to drain from the bearing cavities. (3) Remove the plug and observe the flow of lubricant out of the opening: (a) It is a slow, steady trickle, the level is acceptable. (b) If the flow is heavy or appears contaminated with water or other foreign material, determine the cause and correct before proceeding. (c) If there is no flow, add the appropriate lubricant until flow just begins through the opening.
TABLE 1 - APPROVED LUBRICANTS AMBIENT TEMPERATURE RANGE -67 to 59 F SHC 150 (-55 to 15 C) -35 to 77 F SHC 220 (-37 to 25 C) -29 to 95 F SHC 320 (-34 to 35 C) -20 to 104 F SHC 460 (-29 to 40 C) -9 to 122 F SHC 680 (-23 to 50 C) RECOMMENDED VISCOSITY (OR EQUIVALENT)
NOTES:
1. A complete fill is approximately 3.3 gallons (13 liters) of lubricant. This equates to an approximate 50% fill of the lubricant cavity. 2. If frequent refilling is required, determine the cause and repair. (4) Reinstall the plug. 3. At 500 hour intervals: a. Check that the wheel clamps are properly torqued to 525 to 550 ft-lb (710 to 745 Nm). b. On trucks equipped with replaceable breather elements for wheel bearing reservoir area, inspect the element for indications of contamination. Since this is functioning as a very low pressure breather, replace if they appear contaminated or oil soaked. c. Test the operation of the speed sensor assembly during normal drive system testing and maintenance as outlined in the procedures in the vendors maintenance manual. Clean, adjust, repair, or replace as required. 4. At 2,500 hour intervals (or as indicated by the lubricant analysis outlined above), the lubricant should be changed as follows: a. Sample the oil lubricant as outlined previously. b. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. c. Verify that the drain plug in the wheel assembly is at approximately the vertical centerline of the front axle spindle (bottom of its travel).
NOTES:
1. All of the lubricants recommended are fully synthetic. If the use of other lubricants, including mineral based oils, is desired, contact your local Terex|Unit Rig Representative. 2. The listed recommended viscosity is typical for many brands. For detailed information, refer to the information in Section 10 - Miscellaneous or to your Terex|Unit Rig Representative for more detailed information.
13820
NOTE: It may be necessary to move the truck slowly

and slightly to properly orient the plugs on one or both of the wheels. It is recommended that the wheels be allowed to drain after the truck has not moved for a minimum of 15 minutes to allow the lubricant to drain from the bearing cavities. d. Remove the plug and observe the flow of lubricant out of the opening.
NOTE: If the lubricant appears heavy or appears

contaminated with metal particles, water or other foreign material, determine the cause and correct before proceeding.
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FIGURE 1A - FRONT WHEEL ASSEMBLY NON-VENTED (A85170) e. Replace the drain plug. f. Verify that the level checking plug in the hubcap assembly is properly oriented as in step 2. g. Add the appropriate gear lubricant until flow just begins through the opening. bearings for wear, damage, proper preload settings and evidence of proper lubrication. Reassemble and adjust the preload as outlined below.
FRONT WHEEL BEARING ADJUSTMENT

Each time the front axle, wheels, or wheel bearings are removed or replaced, the following procedure should be employed to properly set the bearing preload.
NOTES:
1. A complete fill is approximately 3.3 gallons (13 liters) of lubricant. 2. For detailed information, refer to the information in Section 10 Miscellaneous or to your TEREX|UNIT RIG representative for more detailed information. h. Reinstall the level checking plug. 5. At 5,000 hour intervals, drain the lubricant as outlined previously. Disassemble and inspect the front wheel
NOTE: This procedure may be accomplished with tire

and rim assemblies either on or off. If removal of the tires is desired, refer to the instructions on tire removal in Section 7 - Running Gear. 1. Inspect the inner wheel and hub area for damage and foreign material. It is very important that this area be clean and free of any debris.
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FIGURE 1B - FRONT WHEEL ASSEMBLY VENTED WITH FILTER (A85439) 2. If the bearing assembly has been replaced, install the bearing cups or races. Seat the cups against the shoulders in the bearing bores. Insert the gauge in between the cup edge and the shoulder in a minimum of three places around the bore. If the gauge will fit in the gap, continue to seat until the gap is gone. 2. Use the proper tools and taking extra care not to damage or contaminate the bearings, seals or other components during the process.
NOTES: 1. Check that the cups are fully seated against the
shoulders using a 0.002 inch (0.5 mm) feeler gauge.
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FIGURE 2 SPEED SENSOR INSTALLATION (A85892) 3. On trucks equipped with spindles for press-fit front wheel bearings, heat the cups or races evenly to 75o F (42o C) above the ambient temperature before installing. Use an appropriate tool to evenly push the cups into their required position and allow to cool before continuing installation. 3. If the speed sensor wheel (2) has been removed, it may be reinstalled on the wheel assembly as follows: (All in this step (3) refer to Figure 2.) a. Inspect the I.D. of the sensor wheel (2) and mating surface of the truck wheel to be free of dirt, grease, or other contamination or other damage or high spots. b. Evenly warm the sensor wheel (2) to a final temperature of 300o F (148o C). c. Install the sensor wheel (2) onto the surface on the truck wheel. Make sure that it is installed straight and is fully seated in place.
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FIGURE 3 - FACE SEAL INSTALLATION (13576) 4. Install the front wheel spacer/seal adapter ring (Figure 1A/B, item 2) onto the spindle. 5. Install the inner bearing cone (Figure 1A/B, part of item 4) into the wheel. 6. Install the seal assembly as follows: (Figure 3 for step 6 only) a. Remove the seal assembly from the original wrapping material just prior to installation. b. Verify that the seal housing is free of all grease, metal and other contaminants. Also check again that it is free of all metal. c. Insert the installation tool or spring onto the seal in preparation. Use extra care not to damage the O-ring or seal face.
IMPORTANT: The O-rings must not sit wave like in

the housing bore or bulge partially looped out of the bore area. f. Wipe the seal face with a lint free cloth and apply a thin film of clean oil (SAE 30 - 40) to the sealing face.
IMPORTANT: The oil must not wet any other surface.

Also do not touch the seal face with your hands or any contaminated source. 7. With the wheel in a level position and supported by a crane, install the wheel on the spindle. Raise and lower the wheel slightly to fully engage and seat the inner bearing against the bearing spacer.
NOTE: When installing the wheel onto the spindle, use

extreme caution to ensure that it remains centered in relation to the spindle. Damage to the bearing may occur if the wheel is cocked or not centered. 8. Slide the outer bearing (5) onto the spindle. 9. Lubricate the six drilled head capscrews (12) with wheel bearing lubricant. 10. Install the bearing retainer plate (6) (with no shims) using the six drilled head retainer capscrews (12).
NOTE:
Contact your local TEREX|UNIT RIG representative for information on these special tools. d. Install the face seal into the housing with the tool or spring. The pressure must be applied evenly and directly to the elastomer parts.
NOTE: For easier assembly, moisten the bore and

elastomer parts with white spirit. e. Press the seal ring like a push button into the housing. Take extra care to ensure that after installation the seal surface A (Figure 3) is parallel to B.
NOTE: On trucks equipped with vented oil bath wheel

bearings, the seal plate (27) and O-ring (28) should be removed from the bearing retainer plate (6) at this time. 11. Alternately tighten the retainer capscrews to:
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FIGURE 4 - FRONT WHEEL BEARING RETAINERS (13253) 250 ft-lb (340 Nm) in 50 ft-lb (70 Nm) increments. 18. Remove bearing retainer (6) and outer bearing (5). 19. Coat the outer bearing (5) with wheel bearing lubricant (as outlined previously) and install shim stack (7, 8, 9, 10, and 11) bearing (5), and bearing retainer (6).
NOTE: Rotate the wheel while tightening to properly seat the bearing rollers.
12. Loosen the retainer capscrews to take the preload off the bearing. 13. Remove the retaining capscrews as indicated in Figure 4. 14. Alternately retighten the two capscrews to: 110 ft-lb (150 Nm) in 20 ft-lb (25 Nm) increments.
NOTE: On trucks equipped with vented oil bath

bearings, install the hose assembly (24) and adapter fitting (25) to the seal plate (27). Install the seal plate with the marked UP orientation. 20. Alternately tighten all six drilled head capscrews (12) (lubricated) to: 560 ft-lb (760 Nm) in 100 ft-lb (135 Nm) increments.

seat the bearing rollers. 15. Using the depth micrometer, measure the distance from the end of the axle to the outer face of the bearing retainer. 16. To determine the shim requirements, subtract the thickness of the retainer (measured previously) from this latter measurement. 17. Prepare a shim stack equal to (within 0.001 inch (0.002 mm)) the dimension obtained in step 16.
NOTE: Rotate the wheel (1) while tightening to properly

seat the bearing rollers. 21. Lockwire the retainer capscrews in place using safety wire (13). 22. Clean the mating surfaces for hubcap mounting on both the hubcap flange and the wheel. 23. Install the hubcap with the proper gasket around the flange and bolt holes. Secure with capscrews.
NOTE: To provide an improved seal, first make sure NOTES:

1. Always clean all shims and measure individually. 2. On trucks equipped with vented oil bath wheel bearings, measure the thickness of the seal plate (27) and include in the total thickness of the shim stack. that all mating surfaces are smooth and clean and then apply a thin coat of RTV sealant between the hubcap and the wheel.
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FIGURE 5 INSTALLATION OF SAFETY WIRE (02-2151)
FIGURE 6A - STANDARD HUBCAP ASSEMBLY (69184S)
FIGURE 6B HUBCAP ASSEMBLY WITH VENTED WHEEL BEARINGS (A85440)
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f. Secure the bracket assembly in place by tightening and torquing the capscrew (4).
NOTE: Use care to prevent the incidental moving of

the bracket. Verify the clearance once the bracket has been secured. g. After tightening the hardware, repeat step e. to verify the 0.035 inch (0.88 mm) minimum clearance. Readjust and recheck if required. 25. If the tire and rim assembly has been removed, install as instructed in the procedure in Section 7 - Running Gear. 26. Fill the wheel with approximately 3.3 gallons (13 liters) of the appropriate lubricant through the fill/check port in the side of the hubcap as outlined previously.
REMOVAL (Figures 1A and 1B unless otherwise listed)

The front wheel may be removed from the truck as follows:
NOTE: This procedure may be accomplished with the

tires and rim assemblies either on or off. If removal of the tires is desired, refer to the instruction on tire removal in Section 7 - Running Gear in this manual. 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all pressure in the brake and steering systems as outlined in the procedures in Section 5 - Hydraulic System.
FIGURE 7 - HUBODOMETER HUBCAP ASSEMBLY (69184T) 24. Install and adjust the speed sensor assembly as follows: (Refer to Figure 2.) a. Install the roll pins (6) into the brake spider. b. Install the speed sensor (1) into the bracket (3). c. Install the bracket/sensor assembly on the roll pins as illustrated, securing with capscrew (4), lockwasher (5), and hardened flatwasher (7).
The hydraulic brake system is a high pressure system. Relieve all pressure before disconnecting any lines. 3. Raise the truck until the tires clear the ground then securely block in this position. 4. If desired, remove the tire assemblies as outlined in Section 7 - Running Gear. 5. Disconnect the brake hydraulic supply line at the caliper assemblies. Install a clean plug on the hydraulic lines and a clean cap on each of the calipers. 6. Remove the speed sensor (and if desired bracket assembly) from the brake spider to prevent damage.
NOTE: Do not fully tighten the mounting hardware at

this time. d. Place a 0.035 inch (0.88 mm) feeler gauge between the sensor nose and the sensor wheel, adjusting the position of the bracket to obtain this clearance. e. Rotate the wheel assembly a complete revolution to verify that this 0.035 inch (0.88 mm) clearance is the minimum clearance at any point.
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7. Remove the hydraulic line between the caliper housings. Install clean plugs and caps on all open fittings. 8. Remove the caliper assemblies as outlined in the procedures in Section 8 - Brake System.

3. Inspect the rub or seal wear ring for evidence of damage or wear. Repair or replace as required.
NOTE: Since the surfaces wear in against each other

in normal operation, it is recommended that the face seals be replaced each time the wheel assembly is removed. 4. Inspect the inner and outer bearing cones and cups for evidence of damage, spalling and rough spots. If the bearing races are defective, replace the bearing cones and cups, both inner and outer. 5. Check that the bearing cups are properly seated by attempting to force a 0.002 inch (0.02 mm) feeler gauge between the cup back face and the wheel shoulder. Reposition as required. 6. Using magnetic particle, dye-check or other suitable methods, check the radius on the base of each side of the disc mounting bolting flange on the inboard side of the wheel for evidence of damage or cracking. If defects are found replace as required. Contact your TEREX|UNIT RIG representative for more detailed information. 7. Inspect the wheel studs for proper installation and evidence of wear or damage. If loose or damaged and require replacement, it may be done as follows:
NOTE: Retain the shims and identify the location removed from. The shims may be reinstalled with the caliper assembly to center the caliper with the disc. If new pads, discs, or bearings are installed, it will require reshimming the caliper assembly.
9. Rotate the wheel assembly until the magnetic drain plug (18) on the wheel hub is pointing down. 10. Remove the plug and allow all lubricant to drain. Observe the draining lubricant and the plug itself for evidence of metal particles, water, or other contamination. 11. Remove the hubcap (Figures 6A and B and 7). 12. Support the wheel adequately to prevent accidental movement and remove the capscrews (12), bearing retainer (6), shims, and outer bearing (5).
NOTE: On trucks equipped with the vented oil bath

wheel bearings, the hose and adapter fittings (24 and 25, respectfully), will need to be removed. 13. Slide the wheel off the axle spindle, being careful to protect the inner bearing (4), seal (3), and brake disc. 14. Remove the seal (3) and bearing (4) from the inner portion of the wheel. 15. Remove the seal adapter (2) and seal (3). Exercise care not to damage the sealing surfaces or allow to become contaminated. 16. If necessary, remove the disc by removing the capscrews attaching the disc to the wheel.
NOTES:
Newer stud assemblies incorporate: 1. A shoulder on the threaded area to provide proper installation depth. 2. A hex shape on the open end allowing the direct use of the appropriate tools to assist in the removal and installation of the stud. Older assemblies (without the shoulder or hex): 1. Stud installation depth is a measurement of the length of the stud that extends out of the wheel casting. 2. A driver or multiple lug nuts tightened onto the stud to function as a driver may be needed to assist in the removal and installation of the wheel studs. a. Using suitable tooling, remove the old wheel stud.

The disassembled wheel may be serviced as follows: 1. Thoroughly clean the axle spindle, bearing and wheel hub with clean solvent. Dry with clean, dry compressed air, but do not cause the bearing to spin freely, driven by the air. 2. Inspect the seals for excessive wear or damage. Repair or replace as required. It is recommended that they be replaced each time the wheel is removed.

operate; apply localized heat to the stud or casting to warm to approximately 485o F (250o C). Taking the appropriate measures, remove while hot. b. Clean and inspect the threads in the wheel casting and stud. Repair as required.
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c. Clean and prepare the threads in the wheel casting and on the stud using the appropriate cleaner/primer for the locking compound to be used.
INSTALLATION
The wheel may be installed as follows: 1. Install the seal adapter onto the spindle assembly. 2. Replace the brake disc (if removed) and mounting adapter. Torque the capscrews as outlined in the information in Section 8 - Brake System, in even increments. 3. Assemble and shim the wheel and bearing assembly (including the speed sensor assembly) as outlined in the instruction on Maintenance and Adjustment in this module. 4. After the wheel has been installed, reinstall and bleed the brake caliper assemblies as outlined in Section 8 Brake System. 5. Install the tire and rim assembly as outlined in Section 7 - Running Gear. 6. Verify the proper lubricant level in the wheel cavity before operating the truck.
NOTE: They both must be free of contamination and

oil, wax, paint, rust inhibitor, or any other preservative treatment. It is important to use solvents that do not leave any residual materials or film. d. Coat the threads on the stud that will engage the threads in the casting with several drops of Loctite 242 (liquid) or sufficient 248 (stick) material or equivalent.
NOTE: More detailed instructions on the proper

preparation and use of Loctite on the wheel studs are contained in Section 7 Running Gear. e. Install the studs: (1) On trucks equipped with the new stud, insert the threaded end of the stud into the threaded hole. Tighten until the shoulder contacts the wheel assembly. A final light torque of 15 to 20 ft-lb (20 to 27 Nm) should suffice. (2) On trucks equipped with the older stud assembly, install the long threaded ending into the casting until the exposed threaded length is 2-5/16 +/1/16 inch (59 +/- 1.5 mm) from the machined edge to the wheel. f. Allow the adhesive to harden per its listed instructions.

some installations, special accelerants may be used to decrease this time, but may adversely affect overall total strength. Check/test before using. 8. Inspect the wheel speed sensor, sensor mounting bracket, and sensor wheel for evidence of contamination or damage. Clean, repair, or replace as required.
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Mechanical Manual
Section 8. Brake System
UNIT RIG
FRONT DISC BRAKES - CARLISLE (GOODRICH)
FRONT DISC BRAKES CARLISLE (GOODRICH)

The procedures in this manual for servicing brakes are recommended to reduce exposure to fiber dust, a potential cancer and lung disease hazard. The primary concerns are to avoid creating airborne contamination (such as by blowing material with air) or direct contact with the skin or other organs. Avoid any inhalation of the material and wash hands and other exposed areas of the body after any exposure. Always follow the specific procedures for your work location. Material Safety Data Sheets are available from Unit Rig. 2. Inspect all boots (15) to ensure they are tight and show no evidence of leakage or deterioration. Repair or replace as required. 3. Bleed the brakes according to proper procedure. Check for moisture or contamination. 4. Inspect the carrier and lining assemblies for wear or damage. Lining assemblies should be replaced if damaged, oil covered or the friction materials are 0.125 inch (3 mm) thickness or less.
DESCRIPTION AND LOCATION (Figures 5 through

9) The Carlisle (Goodrich) front brake system is of the caliper and disc design. They are mounted on both front suspension/wheel assemblies. Each wheel uses a single disc with 2 or more calipers. M85/100/120, MK 24, 30 and 30B, MT 2700/3000 (Std) MK 36, MT 1900, 2050, 2120, 3300, 3600, 3700 MT 4000, 4400, 5500
Never loosen any line or remove any components without first releasing all pressure from the system. 5. Inspect the disc for evidence of wear or damage. Replace if damaged beyond use or if the disc is worn to 0.700 inch (17.2 mm) or less.
2 calipers 3 calipers 4 calipers
Failure to replace the lining or disc when worn to the limit will result in loss of braking and possible equipment malfunction. On trucks equipped with carbon metallic linings, verify that the brake disc: 1. Finish is 125 RMS or smoother. 2. Wear surface run-out is less than 0.010 inch (0.3 mm).
OPERATION
Pressurized fluid from the brake actuator and/or control valve assemblies enters through an inlet in the torque plate. This fluid pressure forces the pistons out against the carrier and lining assemblies which in turn are forced against the disc creating a braking action. The reaction to this action is supplied by the thrust plates which retain the carrier and lining assemblies when the pressure is released.
BLEEDING THE BRAKES

Bleeding the brakes is a procedure by which entrapped air and other contamination is removed from the operating fluid in the brake system. On trucks with a totally hydraulic brake system, this entails applying the brake system and holding by depressing the Brake pedal or applying the Hand Brake. On trucks with an air/hydraulic brake actuation system, typically the system application controls and actuators must be cycled repeatedly to allow for this purging to occur. Detailed instructions for the procedure required by each system configuration are included in the appropriate system procedure in Section 5 - Hydraulic System or Section 6 - Pneumatic System.
NOTE: All six piston bores are interconnected by internal passages to allow free flow of fluid between the pistons. This ensures that all pistons push equally on the carrier/lining assemblies to maximize the braking effort. MAINTENANCE AND ADJUSTMENT (Figure 2)
Periodic maintenance of each brake assembly should include the following: 1. Inspect all caliper and disc mounting bolts for condition and tightness. Retighten or replace as required.
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It is important they all be removed from the hydraulic fluid prior to beginning operation.
components, it is recommended that the fluid be routed into a container.
NOTE: Direct the fluid away from the brake lining and
the disc during the bleeding operation. A piece of hose emptying into a can will prevent fluid contamination of these components. Fluid may cause irritation. Avoid any contact with the eyes, or prolonged contact with the skin. 7. Insert a pry bar between the disc and piston. Press each piston back into the torque plate bores as far as possible. 8. Close the bleeder port. 9. Install new carrier and lining assemblies with the friction material facing the disc on each side.
Use only a mineral base hydraulic oil, SAE 10 or equivalent, in the brake system unless another fluid is specified. Do not apply pressure to the brake system unless the caliper assembly is straddled over the disc assembly and the linings and other components are all properly installed.
NOTE: Unit Rig has approved both non-asbestos and

Fluid may cause irritation. Avoid any contact with the eyes or prolonged contact with the skin. carbon metallic lining. For maximum braking efficiency, do not use both types on the same axle of a truck. Identify by part number.
LINING REPLACEMENT (Figure 2) NOTE: It is recommended that all linings in all calipers
on both front wheels be replaced at the same time. The lining may be replaced as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all service and hand brakes. Apply the park brakes, if so equipped. 3. Release all pressure in the hydraulic brake actuation system as outlined in the system instructions in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 4. Remove capscrews (1), washers (2), and thrust plates (3) from one end of the brake caliper only. 5. Slide the carrier and lining assemblies from the torque head. Never mix new and used carrier and lining assembly on the same caliper assembly. Use only the approved linings available from Unit Rig. Use of substitute, non-approved linings may result in loss of braking effectiveness. This may reduce control and lead to ultimate component malfunction. 10. Install the thrust plates (3 and 4) in the same position from which they were removed. (The bolt hole should be farther from the groove in the plate, toward the OD of the disc.) Make sure the groove in the plates engages with the tang on the carrier and lining assemblies. 11. Fasten the thrust plate into place with bolts and washers. Lubricate the threads with SAE 10W or 30W oil and torque 730 to 750 ft-lb (990 to 1020 Nm). 12. Pump (depress and release) the Brake pedal until the new carrier and lining assemblies contact the disc. 13. Bleed all entrapped air and contaminants from the system as outlined in the system instructions in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 14. If removed, reinstall the tires and rim assembly as outlined in Section 7 - Running Gear.
NOTE: Thrust plates are not interchangeable. Mark the location on the plate to ensure correct reassembly.
6. Open the bleed valve (6) slightly. Do not allow fluid to come in contact with the carrier and lining or disc assemblies.
BURNISHING BRAKES
All brakes must be burnished (seated) when new or whenever new discs or linings are installed. The burnishing
NOTE: To prevent fluid from contacting other brake 2
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procedure should be done prior to placing the truck back into service after brake repair. Failure to follow the proper burnishing procedure may result in reduced braking and increased stopping time. Smoke and foul odors coming from the brake area during burnishing are considered normal when the temperatures are above 350F (173C). At temperatures above 700F (370C), heavy smoke and sparks are normal. Flames are possible at temperatures above 900F (480C).
It is important to remember that braking distance will be significantly increased with the rear brakes disconnected. Extra precaution must be taken while burnishing. The rear brakes should be reconnected immediately upon the completion of front brake burnishing. Never release the truck for normal operation without all brakes connected and functioning normally. b. Drive the truck at 5 to 10 mph (8 to 16 km/hr) alternately applying and releasing the brakes until the disc temperature reaches 700 to 750F (370 to 400C). A typical process involves partially depressing the Brake pedal for 50 ft (15 m) then releasing for a period of approximately 10 seconds while still in motion. This process is repeated as required until the proper temperature is achieved.
IMPORTANT: If flames are present, take the temperatures as quickly as possible and resume driving the machine as quickly as possible to extinguish the flames. Flames are an acceptable condition only during the burnishing process and should not occur during normal braking. The truck should be empty and driven on level ground in an area clear of all obstructions and personnel. Stopping distance required may be greater than normal during burnishing.
NOTES:
1. Check the temperature using a surface pyrometer or similar device measuring the temperature on the braking surface of the disc. This should be done after operating for 100 yards (90 m) or as required by ambient temperatures. 2. On trucks equipped with air/hydraulic brakes, the Front Wheel Brake control should be set in the Dry Roads position. c. Allow the discs to cool to 350F (173C).
NOTE: Experience has shown that continuing to run

the engine at fast idle between burnishing cycles will aid in cooling of the wheelmotors. The front brakes may be burnished as follows: 1. On trucks equipped with all linings except the carbon metallic based lining (which are identified by a red stripe): a. Disconnect the trucks rear brakes. (1) On trucks equipped with pneumatic actuated brakes this may be done by disconnecting and capping the pneumatic line to each of the actuators in the axlebox assembly.
NOTE: This may require up to 30 minutes, depending

on disc and ambient temperature. It is recommended that the truck be driven slowly during this time to promote even cooling of the brake components. At a minimum, the brakes should be released during all cooling periods. d. Repeat step b. with a maximum disc temperature of 800 to 850F (425 to 455C). e. Allow the discs to cool to 350F (173C). f. Repeat step b. with a maximum disc temperature of 900 to 950F (480 to 510C).
NOTE: On trucks equipped with Spring Brake actuators, care must be taken to remove the line connected to the Service Brake port, not the line to the Spring Brake port. Disconnecting the Spring Brake supply line will cause the spring brake to actuate and create unnecessary drag and wear.
Never loosen any line or remove any component without first releasing all pressure from the system. (2) On trucks equipped with hydraulic brake actuation system, this may be done by removing and capping the supply line to the axlebox.
g. Allow the discs to cool to 350F (173C). h. Repeat step b. with a maximum disc temperature of 1000 to 1050F (535 to 565C). i. Allow the discs to cool to 350F (173C).
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j. Reconnect the rear brake system supply lines, and allow the discs to cool to 225 to 250F (107 to 120C). k. Bleed all entrapped air from the rear brake system as outlined in the instruction in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 2. On trucks equipped with carbon metallic brake linings (identified by red stripe): a. With truck empty, make five successive 10 mph (16 km/hr) stops. b. Make 5 additional successive stops from 25 mph (40/ km/hr) with less than 3 minute intervals between stops. c. Load truck to rated capacity. d. Disconnect the rear brakes as outlined in steps 1 a. (1) and (2) above. e. Make five successive 25 mph (40 km/hr) stops with less than 3 minute intervals between stops. f. Reconnect the rear brakes and bleed any entrapped air from the system. g. With the service and hand brakes released allow to cool 1 hour before placing unit in service. Fluid may cause irritation. Avoid any contact with the eyes, or prolonged contact with the skin. 6. Remove the bolts from the caliper mounting bracket. 7. Remove the caliper assembly. The disc may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Remove the caliper assemblies as outlined previously. 3. With adequate blocking and jacks, raise the truck front wheel/suspension until the front wheel is free to rotate.
NOTE: The front wheel assembly can be removed with

the tire and rim assembly installed, or the tire and rim can be removed first. If the tire and rim must be removed, refer to the information on tire removal in Section 7 - Running Gear. 4. Remove the front wheel retainer, capscrews, and shims. Retain the shims for reinstalling the wheel. 5. Remove the outer bearing, and slide the wheel from the spindle being careful to protect the inner bearing, seal, and spindle. 6. Remove the disc mounting bolts and washers, and remove the disc.
REMOVAL (Figures 5 though 9)

The caliper assembly may be removed from the truck as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all service brakes and apply the park brakes. 3. Release all pressure in the hydraulic brake actuation system as outlined in the system procedures in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 4. Remove the tire and rim assembly as outlined in Section 7 - Running Gear. 5. Disconnect the hydraulic lines from the caliper assemblies. Cap or plug all openings. Label each to aid in installation.
The caliper assembly may be disassembled as follows: 1. Remove the capscrews (1), washers (2) and thrust plates (3 and 4) from both ends of the caliper assembly.
NOTE: The thrust plates are not interchangeable. Mark

the location of each plate to ensure correct reassembly. 2. Remove the carrier and lining assemblies (5). 3. Remove the bleeder valve (6). 4. Remove the capscrews (7), washers (8), and caps (9).
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FIGURE 1 - PISTON REMOVAL TOOL 5. Remove the retainer rings (10) and packing rings (11) from the bores. 6. Remove the pistons (14). cloth. Replace the torque plate if corrosion is excessive or if the dust boot and seal grooves are damaged.
NOTE: Replace the torque plate if the diameter of any

bore in the plate is greater than 3.505 inches (89.2 mm). 4. Inspect the pistons for scratches and nicks. Remove fine scratches with crocus cloth. Replace if necessary.
NOTE: The pistons may be removed with the aid of a

special tool, shown in Figure 1. Install a 3/8-16 bolt into the threaded end of the piston face. Install a 1/2-13 bolt in the hole in the wrench and pry as required. 7. Remove the packing assembly (12) and boot (15) from each piston.
NOTE: Replace any piston with an outside diameter of

less than 3.4945 inches (88.76 mm). ASSEMBLY (Figure 2)

The caliper assembly should be reassembled as follows: The disassembled caliper components should be serviced as follows: 1. Inspect all rubber parts, seals, and packing for damage or wear. Normally, all should be replaced during disassembly. 2. Inspect the carrier and lining assemblies for damage, wear, or contamination. The lining should be replaced if damaged or contaminated, or when the friction material is worn to a thickness of 1/8 inch (3 mm) or less. 3. Clean the torque plate with solvent and dry with compressed air. Ensure that no solvent remains in fluid passages or grooves. Inspect dust boots, seal grooves, and metal land areas between grooves for damage or cracks. Minor nicks and scratches may be removed with crocus Use only the fluid that is used in the system. Mixture of mineral based hydraulic fluid and non-mineral brake fluid will result in damage to system components. 2. Install the packing (11) and retainers into the piston bores. 1. Lubricate the packing (12) and pistons (14) with the same fluid used in the brake system.
NOTE: Packings are T-seals with a retainer installed

on each side of the seal, as shown in View A of Figure 3. An alternate seal consisting of a packing and retainer,
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FIGURE 2 - CALIPER ASSEMBLY
FIGURE 3 - SEAL INSTALLATION
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FIGURE 4 - PISTON INSTALLATION SLEEVE as shown in View B of Figure 3 will eventually replace the T-seals. See View B for correct installation of packing and retainer. 3. Install the dust boots (15) into the grooves of the piston bores as follows: (185 to 200 Nm). 6. Install the thrust plates (3 and 4) on one side of the torque plate. Secure with capscrews and washers. Lubricate the bolt threads with SAE 10W or 30W oil and torque 730 to 750 ft-lb (990 to 1020 Nm).
NOTE: The recommended method of dust boot installation is to use a sleeve made in accordance with the specifications in Figure 4. a. Install the dust boot over the sleeve nearest the beveled end. b. After the OD lip of dust boot has been installed into groove of the piston bore, check for proper seating of the dust boot lip by reaching through the sleeve with a finger. Lubricate the exposed surfaces of the boot and seals. c. Insert the piston through the sleeve and dust boot until the piston has seated onto the seal in the piston bore. d. Remove the sleeve, and press the piston into and through the packing assembly by hand, with a rotating thrusting pressure to the face of the piston. 4. Install the packing and retainers (11 and 10) on the caps (9). 5. Attach the caps to the torque plate with capscrews (7) and washers (8). Dry torque the bolts 135 to 150 ft-lb
NOTE: Thrust plates are not interchangeable, and must

be replaced in the same location from which removed (with bolt hole farthest from groove in plate, toward OD of disc). 7. Install the carrier and lining assemblies (5), making sure the tangs are engaged in the thrust plates grooves. 8. Install the remaining thrust plates. Secure with bolts and washers. Lubricate threads with SAE 10W or 30W oil, and torque 730 to 750 ft-lb (990 to 1020 Nm).
INSTALLATION (Figures 5 through 9)

The caliper assembly may be installed as follows: 1. If removed, install the brake caliper mounting bracket, oriented as it was removed. Torque each in even increments to the appropriate torque for the fastener used.
NOTE: On assemblies in which locknuts are not used,

it is recommended that Loctite 266 or equivalent be used on the threads to assist in securing them from loosening.
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FIGURE 5 - QUAD FRONT CALIPER INSTALLATION - MT 4400, 5500 (SHEET 1 OF 2)
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FIGURE 5 - QUAD FRONT CALIPER INSTALLATION - MT 4400, 5500 (SHEET 2 OF 2) 2. Install the brake disc, using hardened flatwashers. Torque as follows: MK 24, 30, 36 MK 30B MT 1900/2050/2120 MT 2700/3000/3300 MT 3600/3700 MT 4000/4400 MT 5500 600 ft-lb (815 Nm) 680 ft-lb (922 Nm) 1350 ft-lb (1845 Nm) 680 ft-lb (922 Nm) 1350 ft-lb (1845 Nm) 1350 ft-lb (1845 Nm) 1350 ft-lb (1845 Nm)

it is recommended that Loctite 266 or equivalent be used on the threads to assist in securing them from loosening. 3. Secure the caliper assembly with the mounting bolts, washers, and nuts. Shim to center the calipers over the disc to within 0.050 inch (1.3 mm). Torque each capscrew to 1500 ft-lb (2050 Nm).
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FIGURE 6 - TYPICAL QUAD FRONT CALIPER ASSEMBLY - MT 4000 4. Install the carrier and lining assemblies, if removed, as outlined elsewhere in this section. 5. Connect the hose from the manifold to the caliper inlet port. 6. Bleed all air from the caliper assemblies as outlined in the instructions in Section 5 - Hydraulic System or Section 6 - Pneumatic System. Be sure to check the assembly for leaks. 7. Install the tire and rim assembly as outlined in Section 7 - Running Gear. 8. Burnish all new linings as outlined in Maintenance and Adjustment. 9. Test the system for proper operation.
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FIGURE 7 - TRIPLE FRONT CALIPER INSTALLATION - MT 3300, 3600, 3700 (SHEET 1 OF 2)
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FIGURE 7 - TRIPLE FRONT CALIPER INSTALLATION - MT 3300, 3600, 3700 (SHEET 2 OF 2)
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FIGURE 8 - TYPICAL TRIPLE FRONT CALIPER INSTALLATION
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13
FIGURE 9 - TYPICAL DUAL FRONT CALIPER INSTALLATION
14
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REAR ARMATURE SPEED DISC BRAKES MERITOR (ROCKWELL/GOODYEAR) 1425-5 OR LATER SERIES
REAR ARMATURE SPEED DISC BRAKES - MERITOR (ROCKWELL/GOODYEAR) 1425-5 OR LATER SERIES
DESCRIPTION AND LOCATION (Figures 13 and
14) The Meritor (Rockwell/Goodyear) rear disc brake is a single or dual disc with a single caliper assembly per disc. The discs are mounted to a flange on the wheelmotor armature. The caliper is attached to nonrotating portion of the wheelmotor framework. Always replace both linings. If only one lining is replaced possible disc wear can occur.
NOTE: General Electric wheelmotors, the brake assemblies are found immediately behind the wheelmotor hub cap. On Unit Rig wheelmotors (W-100 and W-200), they are inside the axlebox.
When replacing linings, never mix new and used linings in a brake assembly. 2. Inspect for evidence of fluid leakage. If present, the brake must be removed for disassembly, inspection, and rebuilding. 3. Inspect the condition of the dust covers or shields. These should be soft and pliable, and show no evidence of hardening, cracking, or damage. If dust cover replacement is necessary, removal and disassembly of the brake for inspection is recommended, to ensure that dirt has not entered piston cavity. 4. Inspect the condition of tubing subassemblies for damage. Inspect fittings and connections for evidence of leakage. Correct or replace where necessary. 5. Wipe the caliper housings and lining retaining plates to remove dirt before installation of new linings. If a petroleum base cleaning fluid is used, such as diesel fuel, use sparingly on dust cover and wipe dry after cleaning.
OPERATION
Pressurized oil from the control valve/actuator enters the caliper housing, and is routed to each of the piston assemblies. This pressure causes the pistons to move the linings against the disc. The resulting friction provides the braking force on the armature shaft. A constant brake release clearance between pistons and linings, and linings and disc, is maintained by an automatic adjustment feature of the piston subassembly. As the linings wear, the position of the grips on an adjuster or return pin advances to allow maximum piston force to be applied. Upon brake release, the piston is retracted by a return spring to provide running clearance.

Periodic maintenance of the assembly should include the following: 1. Inspect the brake linings for: a. Lining wear. The linings must be replaced when the thickness of the lining has been worn to a thickness of less than 0.31 inch (7.9 mm) from the backing plate. Follow the instructions on lining replacement in this module. b. The thickness of the two linings is significantly different. Determine the cause before repairing to prevent future wear. c. There is oil or grease on the linings. d. There are cracks on the lining larger than the normal heat check cracks.
Do not rub or press on the dust cover directly over the sharp edge of the lip around the piston cavity. This may cause the dust cover to be cut on the underside and cause failure of the boots in service, allowing dirt to contaminate the assembly. Damage to the dust boot can cause loss of braking and serious personal injury. 6. Inspect each disc for wear. Place a straightedge across the disc and measure from straightedge to worn face. The disc should be replaced if this measurement is 0.06 inch (1.5 mm) each side, or if the disc is worn to a minimum total thickness of 0.88 inch (22.3 mm).
NOTE: When new linings are to be used against a worn disc, the lining life will be shortened by approximately the disc wear depth, since the lining must ad1
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vance this far before the brake begins to be effective. Also, the waviness of the worn disc face will have the effect of reducing lining life, because of the material used before the lining is completely worn in against the disc.
7. Check the clearance between the disc and retaining plates. If brake installation is done properly, this clearance should be 0.13 inch (3 mm), minimum, on each side of the disc. On trucks equipped with carbon metallic linings, verify that the brake disc: 1. Finish is 125 RMS or smoother. 2. Wear surface run-out is less than 0.010 inch (0.3 mm). BLEEDING THE BRAKES Bleeding the brakes is a procedure by which entrapped air and other contamination is removed from the operating fluid in the brake system. It is important all air and other contamination be removed from the hydraulic fluid prior to beginning operation. On trucks with a totally hydraulic brake system, this entails applying the brake system and holding by depressing the Brake pedal or applying the Hand Brake. On trucks with an air/hydraulic brake actuation system, typically the system application controls and actuators must be cycled repeatedly to allow for this purging to occur. Detailed instructions for the procedure required by each system configuration is included in the appropriate system procedure in Section 5 - Hydraulic System or Section 6 - Pneumatic System. Tighten the bleeder screw to 100 to 120 inch-lbs. (11.3 to 13.5 Nm) except when the valve is opened to allow for actual bleeding of the caliper.
components are all properly installed.
Fluid may cause irritation. Avoid any contact with the eyes or prolonged contact with the skin. LINING REPLACEMENT (Figure 10)
NOTE: It is recommended that all linings in all calipers on both front wheels be replaced at the same time.
The linings may be replaced as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all hydraulic pressure from the brake system as outlined in Maintenance and Adjustment. 3. Remove the lining retaining plates (2 and 20) from one end of the brake assembly, and remove the worn linings (16). 4. Inspect the linings for evidence of fluid leakage. 5. Using a special piston retraction tool (Figure 1) placed between the disc and the face of each piston, force the pistons back into the bores as far as they will go.
NOTE: Direct the fluid away from the brake lining and the disc during the bleeding operation. A piece of hose emptying into a can will prevent fluid contamination of these components.
Use only a mineral base hydraulic oil, SAE 10 or equivalent, in the brake system unless another fluid is specified. Do not apply pressure to the brake system unless the caliper assembly is straddled over the disc assembly and the linings and other
FIGURE 1 - PISTON RETRACTION TOOL
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ing and increased stopping time. Smoke and foul odors coming from the brake area during burnishing are considered normal. The truck should be empty and driven on level ground, in an area clear of all obstructions and personnel. Stopping distance required may be greater than normal during burnishing.
NOTE: Considerable force will be required to return the pistons. If a piston should move too easily, the brake should be removed and disassembled for inspection of the grip and return pin assembly. When returning pistons to the retracted positions, care must be taken not to damage the dust covers with the retraction tool.
Use only the approved linings available from Unit Rig. Use of substitute, non-approved linings may result in loss of braking effectiveness. Do not mix new and used, asbestos non-asbestos, and/or carbon metallic linings in a brake assembly, or on the same axle. 6. Reinstall the retaining plates. Apply Loctite 271 (or equivalent) and torque the end cap bolts to 165 to 210 ft-lb. (225 to 285 Nm).
NOTE: Experience has shown that continuing to run the engine at an increased idle speed between burnishing cycles will aid in cooling of the wheelmotors.
NOTE: The front brakes may be left connected during this procedure, but should be checked periodically for heat or other problems. 1. On trucks equipped with all linings except the carbon metallic based lining (which are identified by a red stripe): a. Drive the truck 5 to 10 mph (8 to 16 km/hr) with the brakes dragging, until the rear brake disc temperature reaches 600 F (315 C). Check the temperature after 100 yards (90 meters). The brake pedal must be used for this operation.
To avoid serious personal injury, be careful when using Loctite or similar products. Follow the manufacturers instructions for safe use to prevent irritation to the eyes and skin. Wash thoroughly after any skin contact. If the product gets into the eyes, flush with water for 15 minutes and have the eyes checked by a doctor. 7. Bleed the brakes as outlined in the appropriate instructions in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 8. Check the linings for freedom to slide back and forth in the retaining plates between the piston faces and disc. 9. Check the clearance between the disc and retaining plates. If the brake installation is done properly, this clearance should be 0.25 inch (6.3 mm) (nominal) each side of disc. 10. Apply and release the brakes several times. The linings should be free after release, with a minimum of 0.010 inch (0.25 mm) disc-to-lining clearance. 11. Burnish the brakes per the appropriate procedure. BURNISHING BRAKES All brakes must be burnished when new or whenever new discs or linings are installed. The burnishing procedure should be done prior to placing the truck back into service after brake repair. Failure to follow the proper burnishing procedure may result in reduced brak-
NOTE: Check the temperature with a temperature indicating crayon. Make sure that the crayon is for the correct temperature range. Do not allow disc temperatures to exceed 800 F (425 C).
b. With all brakes released, allow the rear brake disc to cool to 250 F (120 C). c. Repeat steps a and b a second time.
NOTE: The front discs should be checked periodically during this procedure to ensure that disc temperature does not exceed 800 F (425 C).
d. With all brakes released, allow all discs to cool to 250 F (120 C) before placing the truck back in service. 2. On trucks equipped with carbon metallic brake linings (identified by red stripe): a. With truck empty make five successive 10 mph (16 km/hr) stops. b. Make 5 additional successive stops from 25 mph (40 km/hr) with less than 3 minute intervals between stops. c. Load truck to rated capacity.
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d. Make five successive 25 mph (40 km/hr) stops with less than 3 minute intervals between stops. e. With the service and hand brakes released allow to cool 1 hour before placing truck into service.
cation. b. Install two guide pins into these two holes. See the information on the guide pins in the Installation instructions in this module. c. Remove the inner two capscrews and washers. Place the caliper in a clean location. 8. Remove the outer disc assembly by removing the capscrews and washers, and sliding the disc assembly off the adapter flange. 9. Remove the inner portion of the caliper by sliding it off the guide pin. Place it in a clean location. 10. Remove the outer portion of the assembly as outlined previously. 11. Remove the adapter flange from the adapter spacer by removing the capscrews and washers.

The rear disc brakes may be removed from the wheelmotors as follows:
NOTE: This procedure is for dual disc brake systems. Single disc systems are done in a similar manner.
1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release the Brake pedal and Hand Brake. Apply the Park Brake.
IMPORTANT: On trucks equipped with parking brakes, apply the brakes to remove system pressure, then manually release the assemblies.
3. Remove the wheelmotor cover to expose the brake assembly. Release all pressure in the system as outlined in the instructions in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 4. Remove the brake linings and end plates from the caliper assemblies. 5. Open the bleed screws to relieve any residual pressure in the supply lines. Remove and cap the supply and cross head tie lines from the actuation system.
NOTE: In order for the disc to be removed, it may be necessary to remove the large brake spacer by removing the capscrews and washers, securing it to the wheelmotor framework.
12. Remove the remaining caliper components by sliding off the pins. 13. Repeat as required for the inner caliper assembly (dual disc systems). 14. Remove remaining brake hardware.
DISASSEMBLY (Figure 10 and 10A unless otherwise

specified) The caliper assembly may be disassembled as follows:
Fluid may cause irritation. Avoid any contact with the eyes, or prolonged contact with the skin.
1. Prior to beginning: a. The caliper housing should be drained of fluid. Cap and plug all openings. Caliper subassemblies should be given a preliminary cleaning, then moved to the rebuilding area for servicing.
NOTE: Direct all fluid away from the brake linings and
discs. If fluid comes into contact with these components, wipe them clean and dry immediately.
6. Remove the park brake assemblies (if so equipped) as outlined in Section 8 - Brake System. 7. Remove the front portion of the outer caliper assembly as follows: a. Remove from the caliper assembly the outer two capscrews, and washers. Set the caliper in a clean lo-
NOTE: The preliminary cleaning can be more effective if linings are first removed. However, retaining plates should be temporarily reinstalled in order to stay with the brake assembly through the rebuilding cycle.
b. Cleaning may be done by brush or spray, with a petroleum base cleaning solvent. Clean diesel fuel is
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TROUBLESHOOTING PROBLEM POSSIBLE CAUSES CORRECTIVE ACTION
BRAKE DOES NOT APPLY

No pressure to brake. Improper operation of the Test the operation as outlined in Section 5 - Hydraulic hydraulic system. System or Section 6 - Pneumatic System.
Piston does not move. No pressure applied to the Test the operation as outlined in Section 5 - Hydraulic brake caliper. System or Section 6 - Pneumatic System. Piston cocked in housing Check the dimensions of the housing and pistons as bore. outlined in Inspection and Repair. Repair or replace as required. Remove any dirt or other material between the lining and the piston. Brake caliper leaking. Loose bleeder screw. Loose inlet fitting. Damaged inlet fitting. Tighten, repair, or replace as required. Tighten, repair, or replace as required. Repair or replace as required.
Worn or damaged o-rings Repair or replace as required. or back-up rings. Loose adjuster pin nut. Damaged lining. Tighten the adjuster pin hex nut to 120 to 150 inch-lbs. (13.6 to 17 Nm).
Lining thickness less than Replace the linings. 0.31 inches (7.9 mm). Lining wear not even. Inspect the piston. Repair or replace as required. Inspect the end plates. Repair or replace as required.
Cracked or broken linings. Replace the linings. Oil or grease on linings. Replace the linings.
BRAKE DOES NOT RELEASE

Truck does not move. Parking brake applied. Release the parking brake.
Improper operation of the Test the operation as outlined in Section 5 - Hydraulic hydraulic system. System or Section 6 - Pneumatic System. Brakes dragging on Pressure exceeds 20 psi Test the operation as outlined in Section 5 - Hydraulic disc and or running (135 kPa) when the System or Section 6 - Pneumatic System. too hot. brakes are released. Improper driver operation. Review operation and correct as required. Pistons bores. cocked in the Test the operation as outlined in Section 5 - Hydraulic System or Section 6 - Pneumatic System.
Worn or damaged end Replace worn or damaged end plates. Make sure that the plates. linings move freely between the end plates. Incorrect adjuster assembly. Check the adjuster as outlined in the instructions on Assembly. 13627
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acceptable for this operation. Cleaning should be thorough enough for preliminary inspection and assembly. Subassemblies should be blown dry with compressed air after cleaning. Dust covers should be wiped dry with a clean cloth.
NOTE: Under no circumstance should steel tools be used in piston cavities and seal grooves. Copper, brass, aluminum, wood, etc., are acceptable materials for such purpose. INSPECTION AND REPAIR (Figure 10 and 10A unless otherwise specified)
Use care in wiping dust covers. Too much pressure on the covers over the sharp lip around the housing cavity may cause dust covers to be cut on the underside and cause failure of the boots in service, allowing dirt to contaminate the assembly. Damage to the dust boot can cause loss of braking and serious personal injury.
The disassembled caliper components may be serviced as follows: 1. Inspect the dust covers (15) for wear or damage. Worn or damaged dust covers can allow dirt into the piston cavity. If dust covers are found to be soft and pliable, with no sign of hardening or cracking, they may be wiped clean and reused. However, it is typically not recommended due to the potential for damage to the brake caliper assemblies if the covers do not last in service. 2. Inspect the piston cavities and piston surfaces for evidence of dirty fluid, particularly if the dust covers are damaged. 3. Inspect the piston cavities for evidence of varnish formation, caused by excessive heating of brake fluid. 4. Thoroughly clean the brake housing and piston assembly. Passages, cavities, and external surfaces should be blown dry with clean, dry compressed air. Piston subassemblies, or parts of disassembled piston subassemblies, should also be cleaned and blown dry.
NOTE: If the brake has not accumulated excessive surface dirt, preliminary cleaning can be done in the overhaul area. However, it is recommended that preliminary cleaning be done before removal of pistons from the housing subassemblies. Vapor degreasing or steam cleaning is not recommended for the brake subassemblies or the component parts. NOTE: Keep all parts associated with each housing
subassembly separate from other parts, until inspection of the disassembled brake is complete. Usually, when a damaged part or worn condition is noted, such as inlet screw threads, scratched pistons, etc., corresponding defects can be found on mating parts.
2. Remove all fittings and packing from the inlets of the housing subassembly. 3. Position the housing subassembly on a bench and support with the end of the adjuster or return pins (6) and return pin nuts (23) up. Keep the adjuster or return pins (6) from turning with a narrow-blade screwdriver or a 5/32 inch Allen wrench. Remove nuts (and washers (24), if used) with a box wrench. To drive each piston subassembly out, place the end of a 0.25 inch (6.3 mm) diameter copper or brass drift pin, tap gently with a fiber or plastic mallet. Carefully remove the dust covers (15) from behind the groove lips in the housing and from the lip grooves in the pistons.
The pistons should not be thrown carelessly into a basket or otherwise allowed to contact each other.
NOTE: Clean parts should be stored with a protective coating of lubricant. For short term storage, coat all internal cavities, passages, and bosses with hydraulic fluid. For long term storage, wipe cavities, connector bosses, and threads with a protective grease, such as petroleum jelly, Dow Corning DC-4, etc.
5. Examine all seals for evidence of heat distortion, hardening, swelling, wear, or material breakdown.
NOTE: Disassembly of the components in a shallow

pan is recommended to catch any fluid that will drain from the components.
4. Remove O-ring and back up seals (3, 1) from the piston cavity seal grooves, with a small flat tool made of wood, fiber, etc., with a smooth, rounded edge.
NOTE: Damaged piston surfaces from abrasive material or mishandling, excessive operating temperature, damage to piston cavity or seal groove, lack of cleanliness at previous rebuild, dirty hydraulic brake fluid, etc., are all contributing causes to seal damage and reduced seal life, and consequent leakage. It is recommended 11/20/98
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damage that cannot be repaired by the use of 0.437520 UNF-3B tap will require housing replacement. 9. Inspect the housings for cracks. a. If any are noted, the housing should be inspected to determine its repairability. Inspect the dust cover retainer lips that are machined in the housing around the piston cavities. b. Care must be taken so that the lips are not damaged through mishandling. If the lip is broken, the dust cover may not seal the cavity properly. Direct impact on the lip may cause piston to close up below the minimum diameter, and require extensive repair. If the lip has been broken, the housing should be replaced. 10. Inspect the retainer plates for damage. Inspect the retainer plate bolts and tapped holes in the housing. Repair or replace as required.
that all seals be replaced each time the caliper is disassembled.

6. Inspect the piston surfaces for damage. a. Causes of piston damage may result in seal damage and fluid leakage. Piston damage may be a result of mishandling during previous maintenance, or abrasive material in the piston cavity due to a worn or damaged ruptured dust cover. In normal operation, a slow rate of wear should be experienced and is noticeable by the slow disappearance of the black oxide finish. b. Remove minor nicks and scratches by hand, with 180 grit aluminum oxide or carborundum cloth. Use successively finer grades until a surface comparable to the original surface is obtained. Determination of ideal surface finish can be made by comparison with a new piston. Extensive or power polishing should be avoided. c. Measure the outer diameter of the piston. The minimum piston diameter is 2.621 inches (66.5 mm). The piston finish is important in providing a proper seal wear life. Where surface finish has worn beyond restoration by moderate power buffing with a fine wire brush, the piston should be replaced.
NOTE: The retainer bolts are highly stressed and should be replaced when their condition appears questionable. A 5/8-11 UNC-3B tap lubricated with a light oil may be used to inspect threaded holes in the housings for damage, and clean up minor roughness.
SERVICING THE PISTON ASSEMBLY Disassembly of the piston subassembly at brake overhaul is not mandatory. Inspection of the piston return mechanisms can be made without disassembly by using the appropriate tools and methods. However, piston subassemblies may be disassembled, inspected, and reassembled. Both options are described. If a piston subassembly can be cleaned thoroughly without disassembly, and if the piston surface is acceptable for reuse, the piston subassembly can be inspected for proper return mechanism operation. Inspection of the following conditions are required: 1. Return Spring ForceThe return spring (10), captured between outer spring guide (11) and spring retainer, exerts a return force, through spring retainer and threaded retaining ring (7) on piston (14). With the brake applied (spring compressed to a minimum height), the return spring force should be between 180 and 250 lbs. (80 and 115 kg). 2. Grip ForceThis is the force that is required to make the pair of grip subassemblies slip on return pin and should always be a minimum of about twice the return spring force. For the pair of grips, the slip force re-
NOTE: Surface roughness of the piston face that contacts the lining back plate is a normal condition.
7. Inspect the piston cavities in the housing for damage. a. Pay particular attention to the edges of the seal grooves. These must feel smooth and sharp with no nicks or projections that can damage seals or scratch pistons. Seal groove surfaces must be smooth and free of pits or scratches. The cylinder wall finish is not as critical as the surface finish of the piston. b. Measure the bore of the individual piston cavities. Surface wear near the opening of the cavity should be hand polished very carefully to avoid enlarging the cavity beyond a maximum of 2.630 inches (66.8 mm) ID at the outer edge of the seal groove. Power polishing or honing may be used in cases of extreme surface wear of the cavity walls, but should normally be avoided.
NOTE: Care must be taken so that a minimum amount of material is removed. Power polishing will not normally be required and should not be used as a standard rebuild procedure.
8. Inspect the inlet and bleeder ports in the caliper housing for damage to threads or seal counter bores. Thread
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FIGURE 2 - GRIP SPACER AND INSTALLATION SLEEVES quired will normally measure between 380 and 800 lbs. (175 and 365 kg). 3. Built-in Clearance (BIC)This is the amount the piston will retract when brake pressure is released. The piston, is retracted by force of piston return spring (10). The normally required dimension is 0.080 to 0.090 inch, (2.03 to 2.29 mm). It is obtained by the adjustment of the threaded retaining ring. The piston subassembly can be inspected for required return spring force and BIC adjustment at the same time, using the setup on a spring tester as follows: 1. Place the piston sub assembly in a spring tester table. 2. Install a special sleeve (Figure 2, View A) over the exposed adjuster or return pin. 3. Set the dial indicator between the tester arbor and table.
FIGURE 3 - SPRING TESTER SET-UP dial to indicate zero. 6. Raise the spring press arbor slowly, until the indicator again reads zero. The indicator dial reading will be the BIC. 7. Lower the spring press arbor slowly, until the indicator again reads zero; the spring tester force scale will now indicate the return spring force. 8. Slowly raise and lower the arbor several times to verify both the BIC and spring force measurements. The BIC should be between 0.080 and 0.090 inch (2.03 and 2.29 mm). If outside of this range: a. Remove the lock ring (8). b. Lower the spring tester arbor until the spring is compressed to its minimum height shown. c. Screw in the threaded retaining ring (7) until bottomed.
NOTE: Use a dial indicator of plus or minus 0.020 inch

(0.51 mm), or 0.025 inch (0.63 mm) scale with 0.0005 inch (0.01 mm) increments, and total range of 0.10 to 0.125 inch (2.5 to 3.2 mm).
4. Lower the spring tester, and compress the spring to the minimum height. The indicator pointer will stop moving. See Figure 3. 5. Hold the spring compressed and rotate the indicator
NOTE: A spanner wrench is recommended for this.

d. Back off one full turn (minimum), plus any additional amount to reach the next locking position. e. Raise the spring press arbor. f. Reinstall the lock ring (8).
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FIGURE 4 - CALIBRATED SPRING POD g. Recheck for correct BIC adjustment as described in steps 2, 3, and 4.
FIGURE 5 - ADJUSTER OR RETURN PIN EXTENDER TOOL To make grip force measurement: 1. Assemble the tools shown in Figures 4 and 5.
NOTE: The return spring force (step 7) should be a

minimum of 180 lbs. (82 kg) when fully compressed in the piston subassembly. Replace the spring if the reading is less than 180 lbs. (82 kg).
If one defective spring is found, the other return springs in the same brake assembly should also be replaced. Overheating of the brake in service usually causes this condition. Also check for hardening and compression set of the piston seal and back-up rings and for bluing of the steel back plates of the linings, etc. The free height of the return spring should be 1.188 inches (30.16 mm). Springs must not be reinstalled if below a 1.125 (28.58 mm) free height. GRIP FORCE MEASUREMENT
Do not use a commercially available spring tester for making grip force measurements. Sudden adjuster grip force release can result in damage to such a tester, requiring repair and re-calibration.
NOTE: If a hydraulic shop press of suitable requirements is available, the calibration spring pod (Figure 4) is not required. Such a press must have a pressure gauge with a 500 psi (3 500 kPa) range accurately calibrated to read pounds of force exerted by the ram.
2. Set the calibrated spring pod on the table of the arbor press. 3. Place piston subassembly on top of the spring pod.
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FIGURE 6 - CHECKING ADJUSTER GRIP SPRING FORCE 4. The pin should slip between the 380 and 800 lbs. (175 and 360 kg) marks.
FIGURE 7 - INSPECTING PISTON RETURN SPRING
the functional tests for adjusting force, spring force, and built-in clearance, return the piston subassembly to service.
1. Remove the O-ring (4) and return pin washer (5) from the adjuster or return pin (6). 2. Remove retaining ring (9).
NOTE: The adjuster or return pin must be returned to its extended position for reassembly in the brake. This is done in the next step, using a special adjuster or return pin extender tool. See Figure 5.
5. Insert the piston assembly in the adjuster or return pin extender assembly. Secure firmly with the knurled nut. 6. Place the pin return tool and piston subassembly combination on the arbor press table. 7. Drop in three 0.375 inch (9.5 mm) dowel pins as shown in Figure 6. Place the pod tool on top of the dowels. 8. Apply the arbor force slowly to the top of the spring pod and again observe if grip slippage occurs between 380 and 800 lbs. (175 and 360 kg). 9. If slippage occurs below 380 lbs. (175 kg) minimum or above the 800 (360 kg) maximum, the adjuster or return pin should be replaced. To disassemble the piston subassembly for separate inspection of return spring (10) and return pin and grip assembly (12), proceed as follows:
3. Place the piston subassembly on an arbor press table. 4. Place the special sleeve (Figure 2, View A), or equivalent, over the return pin (6). 5. Lower the arbor and compress the return spring (10) to its minimum height and hold. 6. Back out the threaded retaining ring (9). With compression relieved, the ring can usually be unscrewed by hand. If the threads are burred at the slots, it may be necessary to use a spanner wrench. 7. Slowly raise the arbor until all compression of piston return spring (10) is relieved. 8. Proceed with inspection of disassembled parts. Inspect return spring (10) as follows: 1. Inspect return spring for a free height dimension of 1.188 inch (30.16 mm). A measured height of less than 1.125 inch (28.58 mm) is an indication that the assembly has been subjected to high temperature operation,
NOTE: Disassembly of the piston subassembly during brake overhaul is not mandatory. Clean the piston subassembly thoroughly. If the piston surface passes
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resulting in permanent set of the spring. This causes loss of spring force at working height. 2. Measure the spring force at the maximum service deflection on a spring checker. Use an outer spring guide (11) for test set up purposes. (Figure 7) 3. Set up the dial indicator between the tester arbor and the table. 4. Place the outer spring guide (11) under the test arbor. 5. Lower the arbor firmly on the spring guide. Disregard any tester reading. 6. Hold the arbor in this position and set the indicator dial to zero. See Figure 7, View (b). 7. Raise the arbor. 8. Place the return spring over the spring guide (11) and lower the arbor slowly until the dial indicator again reads zero. 9. Read the spring force on the tester scale. This value is the spring return force exerted under maximum deflection installed in the position subassembly. Because of manufacturing tolerances, this can be as low as 180 lb. (82 kg), but will usually measure greater than 200 lb. (91 kg). It is recommended that springs measuring a lower force than 180 lb. (82 kg) under these test conditions be replaced. To make grip force measurements of grip subassemblies installed on the adjuster or return pin (6), it is necessary to have available either a force-calibrated hydraulic shop press, or a calibrated spring pod for use with a standard arbor press. Make the force measurements as illustrated in Figure 8.
FIGURE 8 - CHECKING GRIP FORCE on the adjuster or return pin. 2. Apply force from the arbor slowly. Observe that slippage occurs between the 380 and 800 lb. (175 and 360 kg) markings on the spring pod. 3. If slippage occurs between the specified force limits, slip the grips to position on the pin as Shown in Figure 2A and reinstall in the piston subassembly. 4. If slippage occurs below the 380 lbs. (175 kg) limit, either the grips, and/or the adjuster or return pin must be replaced. a. Use the sleeve in Figure 2, View A and the arbor press to slip both grips off the return pin. b. Inspect the adjuster or return pin for nicks and wear. Any pins with slight nicks that can be polished out by hand can be reused if subsequent slip testing is acceptable. Replace any adjuster or return pin that is bent, battered, or worn to less than 0.374 inches (9.499 mm) diameter. Burred thread can be repaired by use of a 5/16 - 24 UNF-3A thread die.
Do not use the spring tester checker for making adjuster grip force measurements. Sudden grip force release can destroy calibration and possibly result in damage to the tester. The force measurements are made as follows (a calibrated spring pod is used to assist in this procedure): 1. Place the spring pod on the arbor press table. Use both of the sleeves (Figure 2) and as shown in Figure 8 to slip the adjuster grips back and forth several times
The grip subassemblies and adjuster or return pins are critical items in the operation of the piston return mechanism and cannot be mishandled. Under no circumstances should the pin diameter be clamped in a vise or gripped with pliers. In normal use, the surface of the pin will show only a very slow rate of wear. The pins and grips will normally outlast many brake lining changes and brake overhauls.
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11
d. Install the return spring (10). e. Install the pin retainer (9). f. Position the piston assembly on the arbor press table. g. Place the special sleeve (shown in Figure 2, View A) over the adjuster or return pin (6). Position the threaded spring retainer over the special sleeve. h. Slowly lower and apply force from an arbor press to compress the return spring to the minimum height and hold compressed. i. Screw the threaded retaining ring (9) down against the spring retainer. Use a spanner wrench to assure that the threaded ring is bottomed. j. Holding the spring compressed, back off the threaded retaining ring one full turn minimum, plus an additional amount necessary to install the lock ring in the second available lock ring position.
FIGURE 9 - INSTALLING ADJUSTER GRIPS ON ADJUSTER OR RETURN PIN
NOTE: Any rework of the adjuster or return pin must be avoided unless absolutely necessary.
5. To install the grips on the adjuster or return pin:
NOTE: This provides the necessary built-in clearance adjustment, required for piston retraction, after brake release.
k. Release and raise the arbor press.
a. Position the adjuster grip and pilot pin (12) on the end of an adjuster or return pin (6). (8). b. Press the adjuster grip off the expendable pilot pin on to the adjuster or return pin as shown in Figure 9. c. Press the second grip onto the adjuster or return pin in a similar manner until it is seated firmly against the first. d. Check the slip force as previously described. e. After the correct slippage is verified, the position of the grip on the pin should be left untouched for the piston assembly. 6. Reassemble the piston subassembly as follows: a. Install the inner spring guide (13) in the piston cavity. b. Install the pilot pin (12) with grip assemblies installed on the adjuster or return pin (6). c. Install the outer spring guide (11).
l. Remove the assembly and install the lock ring
ASSEMBLY (Figures 10 and 10A unless otherwise indicated) The caliper assembly should be assembled as follows: 1. Lubricate all cylinder walls, threads, seals, piston seal surfaces, grooves, etc. with silicone grease. The same hydraulic fluid as used in the trucks hydraulic system is an acceptable substitute lubricant. Do not lubricate the dust boot assemblies.
Fluid may cause irritation. Avoid contact with the eyes, or prolonged contact with the skin. 2. Install new piston O-rings (3) into the groove in each of the housing cylinder bores. Push the O-rings to the bottom of the grooves. 3. Install the back-up rings (1) above the O-rings with
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FIGURE 10A - EXPLODED VIEW OF THE PISTON SUBASSEMBLY
FIGURE 10 - CALIPER ASSEMBLY
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13
the curved side of the back-up ring against the O-rings. 4. Install the return pin washers (5) on the exposed part of each piston subassembly adjuster or return pin (6). Install a new adjuster or return pin O-ring (4). 5. Position the housing with its mounting face down (cylinder cavities up). Gently force and twist each piston subassembly past the piston seal, until the O-ring and washer are seated in the bottoms of the cavities, being careful not to pinch the seals. 6. Install or reuse the dust covers or boots (15). Keep the covers as free of lubricant as possible.
When installing dust cover, avoid applying pressure on the covers over the sharp edge of the shield groove lips. This can cut the underside of covers and cause failure of the boots in service, allowing dirt to contaminate the assembly. Damage to the dust cover can cause loss of braking and serious personal injury. 7. Push the piston assemblies to the bottom of the housing cavity. 8. Position and support the housing subassembly on the bench with the adjuster or return pins up. Install the return pin nuts (23) with washers (24) where required. 9. Hold the adjuster or return pin from turning with a narrow-blade screwdriver or 5/32 Allen wrench. Tighten the nuts to a torque of 120 to 150 inch-lbs. (13.5 to 17.0 Nm).
FIGURE 11 - BRAKE FUNCTION TEST SET-UP FUNCTIONAL TEST The purpose of the functional test is to verify that the rebuilt brake assembly is correct, seals properly installed, hydraulic leakage is prevented and that the piston retraction mechanism operated properly. 1. Properly set up the required tools including: a. Hydraulic supply with a pressure range of 0 to 150 psi (1 035 kPa).
NOTE: An air-over-hydraulic master cylinder if approximately 6 in3 (0.098 liters) of hydraulic displacement with approximately a 6:1 intensification ratio, supplied with 25 psi (170 kPa) line air pressure from a shop source, is adequate. The hydraulic pressure can be controlled by controlling the air pressure.
b. Reservoir of adequate volume to compensate for fluid loss (bleeding, etc.). c. Fluid of the same type used in the brake system.
When tightening the nuts, avoid turning the adjuster or return pins. This can cause damage to the Orings and cause the seal to leak. 10. Place the housing on an arbor press. Press the piston assemblies into the fully retracted position. 11. Reinstall all fittings with new packing. Position correctly in the housing subassemblies. Install protective caps and plugs for storage protection.
NOTE: This final assembly of fittings may be postponed until completion of a functional test. Each housing can be temporarily equipped with a bleed valve and suitable fitting for connecting to a hydraulic supply. Use O-ring packing with the fittings. 14
Properly discard the hydraulic fluid that is removed from the brake system. Hydraulic fluid that is removed can be contaminated and can cause damage, loss of braking, and serious personal injury. Use only the type of hydraulic fluid specified for the truck. Do not mix different types of hydraulic fluid. The wrong fluid will damage the rubber parts of the caliper and can cause damage, loss of brak-
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ing, and serious personal injury. Use only clean hydraulic fluid during test operations. Contaminated fluid can cause errors in the overhaul, loss of braking, and serious personal injury. d. Use a flexible line for connecting the pressure source to the brake during testing. Use of a quick disconnect coupling at the end of the flexible line is recommended. The coupling should be used with a test fitting installed in the caliper housing. e. Feeler gauges f. Functional test thrust plate as shown in Figure 12. g. Hydraulic pressure gauge installed at the test fitting. Test as follows: 1. Assemble the caliper housing with test thrust plate, lining retaining plates (2 and 20), and capscrews (22). Tighten the capscrews to 165 to 210 ft-lbs. (225 to 285 Nm). 2. Install a bleeder valve (17) with an O-ring in one inlet of the housing. Install a test fitting with O-ring in another inlet, and connect this fitting to the hydraulic supply. 3. Position the housing so the bleed valve is at the highest position. 4. Apply 50 to 100 psi (345 to 690 kPa) hydraulic pressure to the housing subassembly. 5. Open the bleed valve to exhaust any entrapped air, then close. If a limited displacement supply is used, it may be necessary to alternately open and close the bleeder, while applying and releasing hydraulic pressure. To effectively remove all entrapped air, it may be necessary to place the housing in alternate positions to allow air to rise toward the bleeder outlet. FIGURE 12 - FUNCTION TEST THRUST PLATE
would require about 15 to 20 psi (100 to 140 kPa) air pressure.

7. With the pressure relieved, a feeler gauge between the piston faces and test adapter will measure the amount of the BIC adjustment, which should be about 0.080 to 0.090 inch (2.03 to 2.29 mm). 8. Apply approximately 30 psi (205 kPa) hydraulic pressure and observe that piston movement begins.
NOTE: Compression of the piston return spring starts at approximately 30 psi (205 kPa) hydraulic pressure and continues until the built in clearance is used up.
9. If steps 7 and 8 indicate improper or unsatisfactory piston operation, check for fluid leakage. If leakage is found, repair or replace as required then retest. 10. If the initial clearance between the piston faces and the thrust plate is not within the proper built in clearance, either the built-in clearance was not properly set during piston assembly, or the adjuster grips are out of position on the adjuster return pin (6). 11. Apply 150 psi (1 035 kPa) hydraulic pressure to advance the position of the adjuster grip on the adjuster or return pin (6).
NOTE: Allow the housing to remain in each position for a brief period of time so the air bubbles will rise.
6. After bleeding all air and other contaminants, apply and release a maximum of 100 psi (690 kPa) hydraulic pressure several times. Observe the extension and retraction of the pistons.
NOTE: This pressure level corresponds to the grip

force limit of 800 lbs. (360 kg) and should reposition the adjuster grips.
NOTE: With an air-over-oil intensifier of 6 to 1, this 11/20/98 M1214 15
12. Repeat steps 7 and 8. If the required results are not obtained, the piston assembly must be removed from the housing assembly and the built-in clearance reset as outlined in Inspection and Repair. Reassemble and retest. 13. After testing, remove the test fittings and thrust plates. Place the brake half on an arbor press and force each piston to retract until it is completely bottomed in the housing. 14. The linings may be installed at this time or may be installed after the housing assembly has been installed on the truck. Refer to the instructions on Lining Replacement in Maintenance and Adjustment in this module.
NOTE: The use of guide pins is recommended as an aid during certain steps in installation and removal of the brake heads. These pins may be either headless bolts or threaded rods of each size: 5/8 NC x 5 1/2 inches long, 3/4 NC x 5 inches, and 7/8 NC x 13 inches long.
3. Insert two 7/8 NC x 13 guide pins into the brake caliper mounting holes on the upper portion of the wheelmotor framework. Insert the 3/4 NC x 6 guide pins into the brake spacer assembly mounting holes in the lower portion of the wheelmotor framework.
NOTE: As an additional aid, these pins should be set in the outer pair of holes. Insert the two 5/8 NC x 5 1/2 guide pins into the wheel mounting hub at 180 intervals.
4. Slide the brake spacer on the upper pair of pins and up against the wheelmotor framework. Slide the back half of the inner caliper assembly up against the spacer. 5. Mount the disc and bushing assembly on the disc/ spacer adapter. a. Slide this assembly adapter, end first, onto the center guide pins and position against the wheelmotor armature mounting hub. b. While moving the assembly on the guide pins, position the large brake spacer so that the disc rests in the adapter slot. c. Position this spacer against the wheelmotor framework. d. Install lubricated Grade 8 capscrews and lockwashers to mount the disc assembly to the armature flange. e. Torque to 170 ft-lb. (230 Nm) lubricated. 6. Install the other portion of the caliper assembly onto the pins. Install the center two capscrews (9) and washers (10), and tighten. a. Correct installation will center the disc between the retaining plates with approximately 0.13 inch (3.3 mm) clearance between the plates and each side of the disc. b. If there is not enough clearance between the back face of the disc and the retaining plates of the inner housing it will be necessary to shim behind the disc at the hub.
NOTE: If the linings are left un-installed until installation of brake, loosely install the retainer plates and tag the bolts for future reference.
15. Install the bleeder, caps and plugs as required to store or install the caliper assembly.
INSTALLATION (Figure 10, 13 and 14)

Install the brake assembly as follows:
NOTE: This procedure is for dual brake systems. Single disc systems are done in a similar manner.
1. Prior to installation, the crossover tube and nut assembly and three sets of capscrews and washers should be removed from the brake head assembly. Also, the two halves of the caliper assembly should be separated. 2. Before assembly, make sure the pistons are fully retracted. Use a C-clamp to retract pistons that are not fully seated.
NOTE: The inner and outer caliper assemblies are

interchangeable. It is recommended that the components be installed on the same brake assembly that they were removed from to ensure proper fit and wear pattern.
If replacement of any capscrew or washer is necessary, it is important that it be replaced by one of equivalent or higher strength. All capscrews in these assemblies are to be SAE Grade 8 (identified by the markings on the head). All washers must be hardened.
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FIGURE 13 - TYPICAL DUAL DISC REAR BRAKE ASSEMBLY
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FIGURE 14 - TYPICAL SINGLE DISC REAR BRAKE ASSEMBLY
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c. If the clearance is not enough between the front disc surface and retaining plates of the outer housing it will be necessary to shim behind the inner housing subassembly.
NOTE: The shims should be steel, ground flat, and should cover the entire mounting area of either the hub or the brake housing. NOTE: The shims may be installed without removing capscrews (5) by cutting a slit from the shims outer edge into each of the four outer holes.
7. Once the caliper assembly is properly centered, remove the two 7/8 inch NC x 13 guide pins, and install the two remaining capscrews and washers (10). Torque all four bolts to 465 ft-lb. (630 Nm) lubricated.
To avoid serious personal injury, be careful when using Loctite or similar products. Follow the manufacturers instructions for safe use to prevent irritation to the eyes and skin. Wash thoroughly after any skin contact. If the product gets into the eyes, flush with water for 15 minutes and have the eyes checked by a doctor. 10. Install the park brake assembly and adjust. 11. Bleed air from the brake assemblies as outlined in the procedures in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 12. Apply full brake pressure at least 3 times and release. Check for fluid leaks and correct piston retraction as outlined in Maintenance and Adjustment.
NOTE: After installation, check for 0.030 inch (0.76 mm) minimum clearance between the disc and lining assemblies. If not correct, check the centering of the caliper assembly on the disc.
8. Install the appropriate fittings and connect hydraulic lines. 9. Install the brake linings as outlined in the procedures on lining replacement in Maintenance and Adjustment. Apply Loctite 271 (or equivalent) and torque the end cap bolt to 165 to 210 ft-lb. (215 to 285 Nm).
NOTE: If a piston fails to retract the calipers should be removed and the entire piston subassembly should be replaced.
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FRONT DISC BRAKES ARVINMERITOR (ROCKWELL/GOODYEAR)

The procedures in this manual for servicing brakes are recommended to reduce exposure to fiber dust, a potential cancer and lung disease hazard. The primary concerns are to avoid creating airborne contamination (such as by blowing material with air) or direct contact with the skin or other organs. Avoid any inhalation of the material and wash hands and other exposed areas of the body after any exposure. Always follow the specific procedures for your work location. Material Safety Data Sheets are available from Unit Rig. of less than 0.125 inch (3.2 mm) from the backing plate. Follow the instructions on lining replacement in this module.
NOTE: This thickness is the minimum allowable wear

thickness. If experience indicates that the linings may be worn to a thickness less than this prior to the next scheduled brake inspection, it should be replaced at this time to prevent wear to less than this limit. b. The thickness of the two linings is significantly different. Determine the cause before repairing to prevent future wear. c. There is oil or grease on the linings. d. There are cracks on the lining larger than the normal heat check cracks.
DESCRIPTION AND LOCATION (Figures 2, 3, and

4) The ArvinMeritor (Rockwell/Goodyear) front brake system is of the caliper and disc design. They are mounted on both front suspension/wheel assemblies. Each front wheel uses a single disc, with 2 or more calipers.
OPERATION
Pressurized fluid from the brake actuator and/or control valve assembly enters through an inlet in the housing. The fluid pressure forces the pistons out against the lining assemblies that in turn are forced against the disc creating a braking action. The induced torque is resisted by the retaining plates. All the piston bores on each are interconnected to allow free flow of fluid between the piston. This ensures that the pistons push equally on the linings to maximize the braking effort.
Always replace both linings. If only one lining is replaced possible disc wear can occur. 2. Bleed the brakes according to proper procedure. Check the bled oil for evidence of moisture or contamination. Always discard all oil that is bled from the system. 3. Inspect for evidence of fluid leakage. If present, the brake must be removed for disassembly, inspection, and rebuilding. 4. Inspect the condition of the dust covers. They should be soft and pliable. They should not be hardened or ruptured. If cover replacement is necessary, removal and disassembly is recommended to ensure that dirt has not entered the piston cavity. 5. Inspect the condition of the tubing subassemblies for damage. Inspect the fittings and connections for leakage. Repair or replace as necessary. 6. Wipe the housing subassemblies and lining retaining plates to remove any dirt before installation of new linings. If a petroleum base cleaning fluid is used, such as diesel fuel, use sparingly on the dust covers, and wipe dry. 7. Inspect each front disc for wear. Place a straight edge on each of the worn faces. The disc should be replaced
MAINTENANCE AND ADJUSTMENT IMPORTANT: Park the truck in a SAFE POSITION

before performing any maintenance. The truck must be secured by means other than the trucks friction brake system. Periodic maintenance of each brake assembly should include the following: 1. Inspect the brake linings for: a. Lining wear. The linings must be replaced when the thickness of the lining has been worn to a thickness
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if this measurement is 0.06 inch (1.5 mm) each side, or if the disc is worn to a minimum total thickness of 1.12 inch (28 mm).
must be cycled repeatedly to allow for this purging to occur. Detailed instructions for the procedure required by each system configuration is included in the appropriate system procedure in Section 5 - Hydraulic System or Section 6 - Pneumatic System. Tighten the bleeder screw to 100 to 120 inch-lb (11.3 to 13.5 Nm) except when the valve is opened to allow for actual bleeding of the caliper.
NOTES:
1. This thickness is the minimum allowable wear thickness. If experience indicates that the disc may be worn to a thickness less than this prior to the next scheduled brake inspection, it should be replaced at this time to prevent wear to less than this limit. 2. The amount of waviness of the worn disc face will have the effect of reducing new lining life, because of the lining material used before the lining is completely worn in. 8. Check the linings for freedom to slide back and forth in retaining plates between piston faces and disc.
NOTE: Direct the fluid away from the brake lining and
the disc during the bleeding operation. A piece of hose emptying into a can will prevent fluid contamination of these components.
NOTE: If a lining is binding, remove it and correct the

cause, typically grooves worn in the end plates. 9. Check the clearance between the disc and retaining plates. If brake installation is done properly, this clearance should be minimally 0.25 inch (6.3 mm), each side of the disc. 10. If it is necessary to replace any tubing subassemblies or break any hydraulic brake line connections, it will be necessary to relieve the brake system pressure. Use only a mineral base hydraulic oil, SAE 10 or equivalent, in the brake system unless another fluid is specified. Do not apply pressure to the brake system unless the caliper assembly is straddled over the disc assembly and the linings and other components are all properly installed.
Fluid may cause irritation. Avoid any contact with the eyes or prolonged contact with the skin. LINING REPLACEMENT (Figure 1)
Never loosen any line or remove any component without first releasing all pressure from the system. On trucks equipped with carbon metallic linings, verify that the brake disc: 1. Finish is 125 RMS or smoother. 2. Wear surface run-out is less than 0.010 inch (0.3 mm). BLEEDING THE BRAKES Bleeding the brakes is a procedure by which entrapped air and other contamination is removed from the operating fluid in the brake system. It is important all contamination be removed from the hydraulic fluid prior to beginning operation. On trucks with a totally hydraulic brake system, this entails applying the brake system and holding by depressing the Brake pedal or applying the Hand Brake. On trucks with an air/hydraulic brake actuation system, typically the system application controls and actuators
NOTE: It is recommended that all linings in all calipers

on both front wheels be replaced at the same time. The linings may be replaced as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Release all service and hand brakes. Apply the park brakes, if so equipped. 3. Release all hydraulic pressure in the brake system as outlined in Maintenance and Adjustment. 4. Remove the linings retaining plates (5) on each end of the brake assembly, and remove the worn linings. 5. Inspect the linings (6) for fluid leakage. 6. Open the bleeder valve (12) to relieve fluid pressure.
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All brakes must be burnished (seated) when new, or whenever new disc or linings are installed. The burnishing procedure should be done prior to placing the truck back into service after brake repair. Failure to follow the proper burnishing procedure may result in reduced braking and increased stopping time. Smoke and foul odors coming from the brake area during burnishing are considered normal. The truck should be empty and driven on level ground in an area clear of all obstructions and personnel. Stopping distance required may be greater than normal during burnishing.
Fluid may cause irritation. Avoid any contact with the eyes, or prolonged contact with the skin.
NOTE: Direct the fluid away from the brake linings and
disc during the lining change and bleeding operation. A piece of hose emptying into a can will prevent fluid contamination of these components. 7. Using a block of wood or equivalent between the disc and linings, force the pistons and linings back into their respective housing as far as they will go. 8. Close the bleeder valve (12). Tighten the bleeder valve to 100 to 120 inch-lb (11.3 to 13.5 Nm). 9. Remove the worn linings (6). 10. Install the new linings (6).

the engine at a faster idle between burnishing cycles will aid in cooling of the wheelmotors. The front brakes may be burnished as follows: 1. On trucks equipped with all lining materials except carbon metallic based linings (which are identified by a red stripe): a. Disconnect the trucks rear brakes. (1) On trucks equipped with pneumatic actuated brakes this may be done by disconnecting and capping the pneumatic line to each of the actuators in the axlebox assembly.
Use only the approved linings available from TEREX|UNIT RIG. Use of substitute, non-approved linings may result in loss of braking effectiveness. Do not mix new and used linings in a brake assembly. 11. Install the retaining plates (5). Apply Loctite 271 (liquid), 268 (stick), or equivalent on the threads and torque the bolts to 380 to 460 ft-lb (515 to 625 Nm). 12. Bleed the brakes as outlined in the system procedures in Section 5 - Hydraulic System or Section 6 Pneumatic System. 13. Check the linings for freedom to slide back and forth in the retaining plates, between the piston faces and disc. 14. Check the clearance between the disc and retaining plates. If the brake installation is done properly, this clearance should be 0.25 inch (6.4 mm) (nominal) each side of disc. 15. Apply and release the brakes several times. The linings should be free from disc, with a slight disc-tolining clearance. 16. Burnish the brakes as outlined in the procedure in Maintenance and Adjustment in this module. BURNISHING BRAKES
NOTE: On trucks equipped with Spring Brake actuators, care must be taken to remove the line connected to the Service Brake port, not the line to the Spring Brake port. Disconnecting the Spring Brake supply line will cause the spring brake to actuate and create unnecessary drag and wear.
Never loosen any line or remove any component without first releasing all pressure from the system. (2) Trucks equipped with hydraulic brake actuation system, this may be done by removing and capping the supply line to the axlebox.
It is important to remember that braking distances will be significantly increased with the rear brakes disconnected. Extra precaution must be taken while burnishing. The rear brakes should be reconnected immediately upon the completion of front brake burnishing. Never release the truck for normal operation without all brakes connected and functioning normally.
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b. Drive the truck 5 to 10 mph (8 to 16 km/hr) with the front brakes dragging until the disc temperature reaches 600 F (315 C) or more. Check the temperature after 200 yards (185 m). The brake pedal must be used for this operation.
cured by means other than the trucks friction brake system. 2. Release all service brakes and apply the park brakes. 3. Release all pressure in the hydraulic actuation system as in the procedures in Section 5 - Hydraulic system or Section 6 - Pneumatic System. 4. Disconnect the hydraulic line at the caliper assembly, and install a clean plug on the hydraulic line and a clean cap on the caliper assembly.
NOTE: The Front Wheel Brake control (on trucks so

equipped) should be set in the Dry Roads position on trucks equipped with pneumatic actuated brakes.
NOTE: Do not allow the disc temperatures to exceed

800 F (425 C). c. Allow the discs to cool to 250 F (120 C).
NOTE: Brakes should be released during all cooling

periods. d. Repeat steps 2 and 3 a second time. e. Connect the rear brake system supply lines, and allow the front brakes to cool to 250 F (120 C). f. Bleed the rear brake system of all entrapped air. 2. On trucks equipped with carbon metallic linings (identified by a red stripe): a. With truck empty make five successive 10 mph (16 km/hr) stops. b. Make 5 additional successive stops from 25 mph (40 km/hr) with less than 3 minute intervals between stops. c. Load truck to rated capacity. d. Reconnect the rear brakes as outlined in steps 1 a (1) and (2) above. e. Make five successive 25 mph (40 km/hr) stops with less than 3 minute intervals between stops. f. Reconnect the rear brakes and bleed any entrapped air from the system. g. With the service and hand brakes released allow to cool 1 hour before placing unit in service.
Fluid may cause irritation. Avoid any contact with the eyes, or prolonged contact with the skin. 5. Remove the hydraulic line between the calipers. 6. Remove the brake lining retaining plates (one end only), and remove the lining.
NOTE: To lessen the weight of the caliper, the brake

linings can be removed from the caliper before the caliper is removed from the truck. 7. Remove the brake assembly mounting bolts, taking care to retain any shims between the brake assembly and the brake mounting bracket.
NOTE: Retain the shims and identify their location.

The shims should be reinstalled when the brake assembly is installed, to center the brake assembly with the disc. 8. Remove the brake caliper assembly and separate the individual caliper assemblies.
The housings are very heavy. Make sure that the housings are supported during removal and installation. Serious personal injury or damage to the caliper can occur if the housings are dropped. The disc may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Remove the caliper assemblies as outlined previously. 3. With adequate blocking and jacks, raise the truck
REMOVAL (Figures 2, 3, and 4)

The caliper assembly may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be se-
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TROUBLESHOOTING CHART PROBLEM POSSIBLE CAUSES CORRECTIVE ACTION
BRAKE DOES NOT APPLY No pressure to brake. Improper operation of the Test the operation as outlined in Section 5 - Hydraulic System hydraulic system. or Section 6 - Pneumatic System.
Piston does not move. No pressure applied to the Test the operation as outlined in Section 5 - Hydraulic System brake caliper. or Section 6 - Pneumatic System. Piston cocked in housing Check the dimensions of the housing and pistons as outlined bore. in Inspection and Repair. Repair or replace as required. Remove any dirt or other material between the lining and the piston. Brake caliper leaking. Loose bleeder screw. Loose inlet fitting. Damaged inlet fitting. Tighten, repair, or replace as required. Tighten, repair, or replace as required. Repair or replace as required.
Worn or damaged o-rings Repair or replace as required. or back-up rings. Damaged lining. Lining thickness less than Replace the linings. 0.125 inches (3 mm). Lining wear not even. Cracked or broken linings. Oil or grease on linings. Inspect the piston. Repair or replace as required. Inspect the end plates. Repair or replace as required. Replace the linings. Replace the linings.
BRAKE DOES NOT RELEASE Truck does not move. Parking brake applied. Release the parking brake.
Improper operation of the Test the operation as outlined in Section 5 - Hydraulic System hydraulic system. or Section 6 - Pneumatic System. B rakes draggi ng on Pressure exceeds 3 psi Test the operation as outlined in Section 5 - Hydraulic System disc and/or running too (20 kPa) when the brakes or Section 6 - Pneumatic System. hot. are released. Improper driver operation. Review operation and correct as required.
P i s t o ns c o c k e d i n t he Test the operation as outlined in Section 5 - Hydraulic System bores. or Section 6 - Pneumatic System. W o rn o r d a m a g e d e nd Replace worn or damaged end plates. Make sure that the plates. linings move freely between the end plates.
front wheel/suspension until the front wheel is free to rotate.
NOTE: The front wheel assembly can be removed with 03/21/2005
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4. Remove the front wheel as outlined in the instructions in Section 7 - Running Gear. 5. Remove the disc mounting bolts and washers, and remove the disc.
Cleaned and dried parts should not be left exposed for any significant time without a protective coating or lubricant. For short term storage, coat all internal cavities, passages, and bosses with hydraulic fluid. For long term storage, wipe cavities, connector bosses, and threads with protective grease. 5. Remove the seals (10) and back-up ring (11) from the piston cavity seal grooves. Use a small flat tool of wood fiber, etc., with a smooth rounded end. Verify the type of seal that was installed as replacement with the same type of seal is typically recommended.
The caliper assembly may be disassembled as follows: 1. Clean the entire unit prior to beginning disassembly: a. After the brake is removed, the housings (13) should be drained of fluid, and the inlet fittings and openings capped and plugged. The calipers should be given a preliminary cleaning before being moved to the rebuild area for disassembly. b. Preliminary cleaning can be more effective if the linings are removed. However, retaining plates should be temporarily installed in order to stay with brake assembly through the overhaul cycle. c. Cleaning may be done by brush or spray, with a petroleum base cleaning solvent. Clean diesel fuel is acceptable for this operation. Cleaning should be thorough enough for preliminary inspection and disassembly. Subassemblies should be blown dry with compressed air after cleaning. Dust covers (8) should be wiped dry with a clean cloth. d. If the brake has not accumulated excessive surface dirt, preliminary cleaning can be done in the rebuilding area. However, it is recommended that preliminary cleaning be done before removal of the pistons. The use of vapor degreasing or steam cleaning is not recommended. 2. Remove the bleeder valves (12) and fitting (3) from the housings (13). 3. Carefully remove the dust covers (8) from behind the grooved lips in the housing and from the lip grooves in the pistons (9). 4. Remove the pistons (9).
NOTE: Under no circumstance should steel tools be

used in the piston cavities and seal grooves. Copper, brass, aluminum, wood, etc., are acceptable materials for such purpose. a. The standard seal kit incorporates a conventional round O-ring and symmetrical back-up ring assembly. b. The special service kit assembly incorporates a slant or specially formed seal and a curved back-up ring assembly.

The disassembled unit may be serviced as follows: 1. Clean all parts of the brake assembly as follows: a. Use solvent cleaners to clean all metal parts that have ground or polished surfaces, such as pistons and piston bores. b. Use solvent cleaners or alkaline solutions to clean metal parts with rough surfaces. c. Use a wire brush to clean the threads of fasteners or fitting. d. Use soap and water to clean all non-metal parts.
Petroleum base cleaning fluids are volatile. Do not use near an open flame.
Pistons should not be thrown carelessly into a basket or otherwise allowed to batter each other. The usual cause of nicked piston surfaces is mishandling at this point.
Use only solvent cleaners to clean ground or polished metal parts. Hot solution tanks or water and alkaline solutions will damage these parts. Isopropylene alcohol, kerosene, or diesel fuel can be used for this purpose.
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1. Be certain that hydraulic passages in the housing are clean and free from contaminants. 2. Immediately after cleaning, dry all parts with clean paper or rags.

6. Inspect the piston cavities for evidence of wear or damage. a. Inspect the cavities and surfaces for evidence of dirty fluid, particularly if the dust covers were cracked. b. Inspect the cavities for evidence of varnish formation, caused by excessive heating of brake fluid. c. Inspect the edges of the seal grooves. They must feel smooth and sharp with no nicks or sharp projections that can damage seals or scratch pistons. The seal groove surfaces must be smooth and free of pits or scratches. d. The finish of the cylinder wall is not as critical as the surface finish of piston. Surface roughness near the entrance of the cavity should be hand polished very carefully to avoid enlarging the cavity beyond a maximum of 3.629 inches (92.18 mm) inside diameter at the outer edge of the seal groove. Power polishing or honing may be used in cases of extreme surface wear of cavity walls.
NOTE: It is recommended that all seals and back-up

rings be replaced at disassembly, but if they are reused, clean in a petroleum base hydraulic oil compatible with that used in the trucks hydraulic system. 2. If brake linings are to be reused, scrape away buildups of mud and dirt. Replace all linings that have been contaminated with oil or grease.
NOTE: Linings must be replaced if:

1. The thickness of the lining has been worn to a thickness of less than 0.125 inch (3.2 mm) from the backing plate. This thickness is the minimum allowable wear thickness. If experience indicates that the linings may be worn to a thickness less than this prior to the next scheduled brake inspection, it should be replaced at this time to prevent wear to less than this limit. Follow the instructions on lining replacement in this module. 2. The thickness of the two linings is significantly different. Determine the cause before repairing to prevent future wear. 3. There is oil or grease on the linings. 4. There are cracks on the lining larger than the normal heat check cracks. 3. Inspect the piston for evidence of wear or damage. a. If any piston has worn too much to be buffed, it should be replaced. Surface quality should be compared with a new piston. The surface roughness of the piston face that contacts the lining back plate is a normal condition. b. Measure the outer diameter of the piston. Replace the piston if the outer diameter is less than 3.619 inches (91.92 mm). 4. Inspect the dust covers (8) for damage, hardening, cracking, or deterioration. Defective covers can allow contaminants to enter, which may damage the piston, cylinder walls, and seal. If the dust covers are found to be soft and pliable, with no sign of hardening or cracking, they should be wiped clean and set aside for reuse. 5. Inspect the housing for cracks. If any are noted, the housing should not be used, and the manufacturer should be consulted to determine its ability to be repaired. Inspect the dust cover grooves.
NOTES:
1. Care must be taken that a minimum amount of material is removed. Power polishing will not normally be required, and should not be used as a standard rebuilding procedure. 2. The use of a special 3-leg inside micrometer is recommended for accurate measuring of this bore. It should be measured at several points on the bore to ensure that the dimensions remain consistent. 7. Inspect the inlet and bleeder ports in the housings for damage to threads or seal counterbores. Thread damage that cannot be repaired by use of a 0.4375-20 UNF3B tap will require the housing to be discarded and replaced. 8. Inspect the retainer plates (5) for bent or cracked condition, replace if such damage is found. Inspect the retainer plate bolts and tapped holes in the housing.
NOTE: These bolts are highly stressed and should be

replaced whenever their condition appears questionable. A 3/4-16 UNF-2B tap lubricated with a light oil may be used to inspect tapped holes in housing for thread damage, and to clean up any minor thread roughness.
ASSEMBLY (Figure 1)
The caliper should be assembled as follows:
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FIGURE 1 - CALIPER ASSEMBLY 1. Lubricate all cylinder walls, threads, seals, piston seal surfaces, etc. with a silicone grease or equivalent. An adequate assembly lubricant is fluid of the type used in the vehicle brake system. 3. With the housing positioned on its mounting face, and being careful not to pinch seals (10), gently force and twist each piston past the piston seal until they are seated in bottom of cavities. 4. Install the new or reusable dust covers (8). Fluid may cause irritation. Avoid any contact with the eyes, or prolonged contact with the skin. 2. Install the new piston seals (10) and back-up rings (11) in the housings. a. Install the back-up ring located on the lining side of the seal groove. b. Install the O-ring into the groove behind the Oring. If the dust boots are not completely installed into the housing groove, the pistons will cut and damage the boot when pressure is applied.
NOTE: Keep these parts as free of lubricant as possible. 5. Install all fittings and bleeder valves (12) in the correct position in the housings. Install protective plugs for storage protection. This final assembly of fittings may be postponed until completion of functional test, for which each housing (13) can be temporarily equipped with a bleeder valve and a suitable fitting for connecting to the functional test hydraulic supply.
NOTE: When installing the slant seal kit assembly,

install the: 1. Seal with the large end of the seal facing the pressure (inside) of the caliper. 2. Back-up ring with the large radius of the ring facing the rubber seal (still installed on the lining side of the main seal).
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FIGURE 2 - TYPICAL QUAD CALIPER FRONT DISC BRAKE ASSEMBLY - MT 4000 AND 4400 MT 1900/2050/2120 1350 ft-lb (1845 Nm) MT 2700/3000/3300 1350 ft-lb (1845 Nm) MT 3600(B)/3700(B)/3700AC1350 ft-lb (1845 Nm) MT 4000/4400/4400AC 1350 ft-lb (1845 Nm) 2. In some installations the orientation of the capscrew and nut are reversed to improve clearances with other components and the ability to properly tighten and torque. Refer to the drawings in the appropriate TEREX|UNIT RIG Assembly Parts Manual for the recommended installation. 3. Install and shim the wheel on the front suspension as outlined in Section 7 - Running Gear.
NOTES:
1. On assemblies in which locknuts are not used, it is recommended that Loctite 266 or equivalent be used on the threads to assist in securing them from loosening.
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FIGURE 3 - TYPICAL TRIPLE CALIPER FRONT DISC BRAKE ASSEMBLY MK 36, AND MT 3300, 3600(B), AND 3700(B)
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FIGURE 4 - TYPICAL DUAL CALIPER FRONT BRAKE ASSEMBLY
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6. After completing the assembly, a functional test of the unit is recommended to verify that the rebuilt assembly is complete, that the seals are correctly installed, that no leakage occurs, and that the piston retracts properly. A hydraulic supply, capable of varying pressure from zero up to a maximum of 500 to 800 psi (3500 to 5500 kPa) is required. The brake has been designed for a maximum operating pressure of 3000 psi (20 700 kPa) and may be functionally tested to this limit, but is not considered necessary to verify the normal function of the brake. The hydraulic supply should be provided with a reservoir of adequate volume to compensate for fluid loss through the connecting and disconnecting of the brake under test, bleeding, etc. Fluid used should be of the same type the brake will use when installed, generally mineral based hydraulic oil for Unit Rig trucks. The unit may be functionally tested as follows:
FRONT DISC BRAKES ARVINMERITOR (ROCKWELL/GOODYEAR) NOTE: Where a limited displacement supply is used,
it may be necessary to alternately open and close the bleeder valve while applying and releasing hydraulic pressure. To effectively remove all entrapped air, it may be necessary to place the housing in alternate positions to allow the air to rise toward the bleeder outlet. Let the housing remain in each position for a brief time, to allow the air bubble to rise. 6. After the housing has been bled, apply and release the hydraulic pressure several times. Observe the extension and retraction of the pistons. With the pressure off, measure the clearance between the piston faces and the test adapter with a feeler gauge. Clearance should be 0.020 inch (0.25 mm). 7. Apply moderate hydraulic pressure to the housing and check for leakage around the pistons. Piston seal leakage cannot be observed directly with the dust covers installed, unless the leakage is significant. If a check is desirable, the pressure can be applied and locked, and pressure drop in the supply line of the brake can be observed over a period of time. Such a leakage check should be made at both the moderate and high pressure limits of the test supply. 8. After testing, unbolt the housings, remove the test fittings and test spacer. Reinstall the lining retainer plates with bolts (with Loctite 271 (liquid), 268 (stick), or equivalent on the threads), and install fittings required. Install protective caps and plugs for storage protection.
NOTE: Fluid used in test equipment should be clean,

and every precaution taken that supply will not be contaminated. The care that has been exercised throughout rebuilding in observing rules of cleanliness can be canceled by using dirty fluid during functional testing.
NOTE: A flexible line should be provided for connecting the pressure source to the brake housing assembly under test. In order to minimize fluid loss during bleeding, connecting, and disconnecting brake from supply, the use of a quick disconnecting coupling at the end of the flexible line is recommended. The valve coupling should be installed on the end of the line. The valve nipple should be combined with a test fitting for installation into the housing subassembly that is to be tested. 1. Assemble the housings with the proper bolt preload, the linings (6), lining retaining plates (5) and the retaining plate bolts (4). Tighten the bolts to a low nominal torque value. Place a 1.250 inch (31.75 mm) spacer between linings. 2. Install a bleeder valve (12) into one inlet of the caliper housing; install a test fitting into the other inlet and connect to the hydraulic supply. 3. Position the housing so the bleed valve is at the highest point. 4. Apply 50 to 100 psi (345 to 690 kPa) hydraulic pressure to the housing. 5. Open the bleeder valve to exhaust air from the housing, then close when all air is released.
NOTE: Housings subassemblies should be paired with

fittings installed accordingly. Linings (6) may be left uninstalled until installation of brake on vehicle.
INSTALLATION (Figures 2, 3, and 4)

The disc may be installed as follows: 1. If removed, install the brake caliper mounting bracket, oriented as it was removed. Torque each in even increments to the appropriate torque for the fastener used.

it is recommended that Loctite 266 or equivalent be used on the threads to assist in securing them from loosening. 2. Install the brake disc on the wheel using hardened flatwashers. Torque as follows: MK 24, 30, 36 MK 30B 600 ft-lb (815 Nm) 1350 ft-lb (1845 Nm)
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4. Install the caliper assembly as outlined elsewhere in this module. The caliper assembly may be installed as follows: 1. Install the shims that were removed previously. Install the brake assembly with the mounting bolts. Make sure the shims are in place before tightening bolts. Use the shims to center the caliper over disc within 0.030 inch (0.75 mm).

3. Install the brake linings and lining retainer plates. 4. Apply Loctite 271 (liquid), 268 (stick), or equivalent on the threads and torque the lining retainer plates to 380 to 460 ft-lb (515 to 625 Nm).
NOTE: With all shims in place and the brake assembly properly torqued, there should be 0.030 inch (76 mm) clearance between the retaining plates and disc. If not, add or remove the appropriate number of shims required to obtain this clearance. 5. Install the hydraulic line between caliper assemblies.
The housings are very heavy. Make sure that the housings are supported during removal and installation. Serious personal injury or damage to the caliper can occur if the housings are dropped. 2. Torque the caliper mounting bolts to 600 ft-lb (825 Nm) using no lubricant.
6. Install the bleeder valves; four on each brake assembly. 7. Connect hydraulic lines from the manifold to each brake assembly. 8. Bleed the brakes as outlined in the procedures in Maintenance and Adjustment.
The mounting fasteners must be tightened to the specified torque. The torque places preload on the caliper housings. If the fasteners are not tightened to the specified torque, the brake will be damaged if hydraulic pressure is applied.
9. If new linings are installed, they must be burnished as outlined in the procedures in Maintenance and Adjustment.
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14
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PARK BRAKE ASSEMBLY CARLISLE (GOODRICH) CALIPER TYPE

Periodic maintenance should include the following: The procedures in this manual for servicing brakes are recommended to reduce exposure to fiber dust, a potential cancer and lung disease hazard. The primary concerns are to avoid creating airborne contamination (such as by blowing material with air) or direct contact with the skin or other organs. Avoid any inhalation of the material and wash hands and other exposed areas of the body after any exposure. Always follow the specific procedures for your work location. Material Safety Data Sheets are available from Terex Unit Rig. 1. Check the individual assemblies, supply hoses, and connections for evidence of leakage or damage. Repair or replace as required. 2. Verify that the disc on which the park brake assembly is located is a minimum of 0.750 inch (19 mm) thick. Replace if worn to less than this thickness.
Continued use of disc beyond the minimum thickness may result in loss of braking. 3. Verify that a 0.020 inch (0.51 mm) minimum disc-tolining clearance exists on each assembly with the brakes released. Adjust as required if this dimension is not correct. 4. Inspect the carrier and lining and disc assemblies as outlined in the procedures on Inspecting Lining and Disc Wear.
DESCRIPTION AND LOCATION (Figures 4 and 5)

The Carlisle (Goodrich) park brake assembly is a caliper/ disc type which is mounted on the service brake disc assembly.
OPERATION
The park brakes provide one of the means for securing the truck during parking. Procedures for parking the trucks in a SAFE POSITION should be followed in conjunction with use of the park brakes.
Always park in a SAFE POSITION whenever leaving the truck unattended or shutting the engine off. Use the parking brake only as an assist in securing the truck. The brake discs must be stationary when the park brakes are applied. Each park brake caliper assembly consists of a pair of piston and housing subassemblies. The calipers are spring applied and hydraulically released. They apply when spring pressure forces the pistons and compresses the springs.
Always use extra care when working on or around any of the brake assemblies. The service actuation system maintains pressure which must be manually relieved. The park brake actuation system is pressurized when the brakes are released, and relaxed when the brakes are applied. Never remove any pressurized lines without first relieving all pressure. BLEEDING THE PARK BRAKES Bleeding the brakes is a procedure by which entrapped air and other contamination is removed from the operating fluid in the brake system. On trucks with a totally hydraulic brake system, this entails releasing the park brake system and holding by moving the Park Brake switch to the Release position and holding. On trucks with an air/hydraulic brake actuation system, typically the system application controls and actuators must be cycled repeatedly to allow for this purging to occur. Detailed instructions for the procedure required by each
MAINTENANCE AND ADJUSTMENT IMPORTANT: Park the truck in a SAFE POSITION

before performing any maintenance. The truck must be secured by means other than the trucks friction brake system.
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system configuration are included in the appropriate system procedure in Section 5 - Hydraulic System or Section 6 - Pneumatic System. It is important they all be removed from the hydraulic fluid prior to beginning operation.
Section 6 - Pneumatic System. 3. Apply the park brakes by moving the Park Brake switch to the Apply position and holding for several seconds (before releasing the switch).
NOTE: The Load or Hand Brake must be applied before

the Park Brake will apply or release. The hydraulic brake system is a high pressure system. Use caution when performing these procedures. 4. With the pressure released, measure the clearance between the disc outer edge and the lining carrier with a feeler gauge. (See dimension A in Figure 1.) Measure carefully, being sure to include any burr which may exist at the outside of the disc. Also measure the disc thickness at the wear surfaces. a. If the A dimension clearance is greater than 0.040 inch (1.0 mm) and the disc thickness is greater than 0.75 inch (19 mm), proceed to step 6 in this procedure.
Fluid may cause skin irritation. Avoid any contact with the eyes, or prolonged contact with the skin.
Pressurizing an improperly adjusted park brake caliper could result in damage to the caliper seals. INSPECTING LINING AND DISC WEAR The park brake lining and disc assemblies may be inspected for wear as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Verify that the system is properly bled as outlined in the instructions in Section 5 - Hydraulic System or
NOTE: If the disc thickness is 0.750 inch or less, it

must be replaced before continuing. Procedures for replacing discs are contained in Section 8 - Brake System. b. If the A dimension clearance is less than 0.040 inch (1.0 mm), either the disc or lining must be replaced. Remove the parking brake and measure the remaining lining thickness. (1) Replace the disc if: (a) The disc thickness is less than 0.750 inch (19.0 mm).
FIGURE 1 - MAINTENANCE MEASUREMENTS (12506)
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(b) The disc has no burr on the OD and the remaining material thickness is greater than 0.165 inch (4.2 mm). (2) Replace the lining and carrier assembly, if: (a) The disc has no burr on the OD. (b) The disc has a burr on the OD and the disc thickness is greater than 0.750 inch (19 mm) when measured at the worst worn area. 5. Release the park brake assembly by moving the Park Brake switch to the Release position and holding for several seconds.

3. Release the park brakes by moving the Park Brake switch to the Release position and holding for several seconds before releasing.
NOTE: The Load or Hand Brake must be applied before

the Park Brake will apply or release. 4. Use a feeler gauge to measure for clearance between carrier and lining assemblies and disc on each side of the disc. Adjust as follows: a. Shim the mounting bracket to center it over the disc to within 0.010 inch (0.25 mm). b. Adjust the piston and housing assemblies with shims (3) to provide 0.020 to 0.050 inch (0.5 to 1.3 mm) clearance on each side, between carrier and lining assemblies. 5. Dry torque the mounting bolts (1) to 380 to 390 ft-lb (515 to 530 Nm) and recheck the clearance adjustment. Re-shim if necessary.
NOTE: The supply accumulator and/or air reservoir must

be fully charged, or the truck engine must be running. 6. With the parking brake released (pressure applied) measure the clearance between the park brake lining and disc with a feeler gauge (see dimension B in Figure 1).
NOTE: Even though the disc and/or lining may have been replaced, the brake may require adjustment under some conditions.
a. If the B dimension clearance is greater than 0.020 inch (0.5 mm) and less than 0.065 inch (1.8 mm), return to service. b. If the B dimension clearance is less than 0.020 inch (0.5 mm) or greater than 0.065 inch (1.8 mm), the brake requires adjustment. Use the shims provided to establish 0.020 to 0.050 inch (0.5 mm to 1.3 mm) clearance. Return to service after completing the reshimming.
NOTE: If the piston and housing assemblies must be

installed without pressurization (brakes applied), the six 3/4 inch bolts (19) must be tightened alternately, one turn at a time, to the required torque. PARK BRAKE BURNISHING PROCEDURE
NOTE: The linings should always be burnished each

time the linings or discs are changed. The procedure may be done in conjunction with the burnishing of the rear service brake lining if care is used to obtain the proper disc temperatures. The linings may be burnished as follows: 1. Check brake adjustment to assure proper installation and lining as outlined elsewhere in this information. Failure to adjust the brake when worn below limits may result in hazardous loss of grade holding ability. CALIPER ADJUSTMENT (Figure 2) The park brake assembly must be adjusted periodically to compensate for lining and disc wear. This adjustment should be made as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the friction brake system. 2. Bleed all entrapped air and contaminants from the system as outlined in the system instruction in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 2. By alternately depressing and releasing the Brake pedal while driving at approximately 5 to 10 mph (8 to 16 km/hr), clean and heat the brake disc to between 700 and 750 F (370 to 400 C).
NOTE: The temperatures should be taken from an

area where the pads or linings have made contact with the disc. 3. Fully apply the Load or Hand Brake. 4. Apply the Park Brake. 5. Release the Load and/or Hand Brake and Brake pedal.
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6. Allow the linings to clamp onto the hot disc until the disc cools to approximately 200o F (94o C) to clean and heat linings. 7. Recheck the parking brake following the instructions in Caliper Adjustment. 8. If testing of the parking capabilities is desired it may be done by parking on steepest hauling grade available not to exceed 15% grade.
7. Remove the mounting brackets, shims, etc., if required.
The park brake caliper assembly may be disassembled as follows:
The brake head components are spring loaded. Use extreme care and follow the disassembly instructions. 1. Loosen the screws (5) one turn at a time, to relieve the spring load on the piston (12). 2. After spring load is completely released, remove screws (5), washers (6) and cap (7). 3. Loosen the screws (10), and secure the carrier and lining assembly (11) to the piston. Remove the screws and carrier and lining assembly.
Make sure that the service brakes operate correctly. If the service brakes do not operate correctly, the truck may not stop and can cause damage and serious personal injury.

Each park brake caliper may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Apply the park brakes by moving the Park Brake switch to the Apply position and holding for several seconds before releasing. 3. Disconnect the hydraulic line at the fitting on the park brake. Cover the line with a metal cap plug, and label to aid installation.
NOTE: An epoxy adhesive is used to lock the screws

(10) to the pistons (12), which may require more than normal torque to loosen the screws. Heat (350 F (177 C) maximum) applied to the screw heads will facilitate loosening.

The disassembled caliper may be serviced as follows: 1. Inspect the assembly for evidence of wear, damage or leakage. Repair or replace as required. Never remove the park brake assembly or hydraulic lines without first verifying that the park brakes are applied and that all hydraulic pressure is released. 4. Pressurize the caliper supply lines to 1300 to 2500 psi (8 965 to 17 248 kPa) to retract the piston. Maintain this pressure during removal. 2. Inspect the carrier and lining assemblies (11) for wear and damage. Replace when the carrier approaches or contacts the disc. 3. Inspect the piston for scratches, nicks and other slight surface damage. Smooth all surface damage with crocus cloth. 4. Inspect the piston housing (4) for evidence of cracks, breaks, or surface damage. Use crocus cloth to smooth minor surface damage on sealing surfaces. Replace piston housings that are cracked or broken. 5. Check the disc for wear and cracks. Replace if worn to less than 0.750 inch (19 mm). Check all bleeder valves (17) and fittings for thread damage. Replace all damaged threaded parts.
NOTE: It is recommended that an external pressure

source (i.e., a port-a-power or equivalent filled with the same fluid used in the trucks brake system) be used to pressurize the lines during removal and installation. 5. Remove the capscrews and washers that attach the park brake assembly to the mounting bracket. 6. Remove the park brake assembly.
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FIGURE 2 - PARK BRAKE CALIPER ASSEMBLY (60897) 6. Replace all packing and back-up rings each time the assembly is serviced.
ASSEMBLY (Figure 2)
The caliper may be assembled as follows: 1. Lubricate the packing (14 and 16) and back-up rings (13 and 15) with clean fluid (the same fluid used in the system). 2. Install the packing and back-up rings in the ID grooves of the piston housings (4 and 18). Install the rounded surface of the rings against the packing, and the flat surface of the rings facing the outer surfaces of the housing (Figure 3). FIGURE 3 - PROPER SEAL INSTALLATION (12507)
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FIGURE 4 - DUAL DISC BRAKE ASSEMBLY WITH PARK BRAKE (13252)
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FIGURE 5 - SINGLE DISC REAR BRAKE ASSEMBLY WITH PARK BRAKE (13251)
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NOTE: Make sure the packing and back-up rings are properly seated in the grooves before continuing assembly.
3. Assemble the carrier and lining assemblies (11) on the pistons (12), and secure with screws (10). Prior to attaching the new carrier and lining assemblies, clean the screws with solvent to remove old adhesive. Apply a liberal coat of epoxy adhesive (Scotch-Weld Brand Structural Adhesive No. 2158 B/A) to four or five threads.
SAE Grade 8 bolts with hardened steel flatwashers underneath the bolt heads and nuts must be used to ensure secure mounting of discs and brake heads.
NOTE: Brake heads must always be installed on the

vehicle to allow access to the mounting bolts that attach the piston and housing assemblies to the mounting bracket. 4. Install the shims on each side of the mounting bracket, between the bracket and housing assemblies. Tighten the two outside mounting bolts. Do not final torque bolts. 5. Shim the assembly as outlined in the adjustment procedures in Maintenance and Adjustment. 6. Dry torque mounting bolts to 380 to 390 ft-lb (515 to 530 Nm). 7. Bleed the assemblies as outlined in Maintenance and Adjustment. 8. Pressurize the system (release the park brakes) and check the clearance between the disc and carrier and lining assemblies. It should be equal on each side of the disc.
NOTE: Scotch-Weld Brand Structural Adhesive No.

2158 B/A is a two-part epoxy adhesive manufactured by Minnesota Mining and Manufacturing Company, St. Paul, Minnesota. Follow manufacturers instructions for correct use. 4. Install the piston and lining assembly in the piston housing, taking care not to damage packing and backup rings. 5. Install the springs (8 and 9) on the threaded end of the screws (10) protruding from the back of the pistons in the piston housings. 6. Install the springs in pairs of small and large over each screw. 7. Install the cap (7) over the springs and secure to the piston housings with screws (5) and washers (6). Dry torque to 110 to 120 ft-lb (150 to 165 Nm).

The caliper assembly should be installed as follows: 1. Attach the brake fluid supply lines to the 7/16-20 threaded ports of both piston housings. Use bulkhead or O-ring type fittings to prevent fluid leakage. 2. Pressurize the connected supply lines 1300 to 2500 psi (8 965 to 17 240 kPa) to retract pistons. Maintain this pressure during installation.
The clearance between the disc and the carrier and lining assemblies must be maintained during vehicle operation to prevent drag. 9. Check for leaks and proper operation. 10. Before returning the truck into service, burnish the park brakes as outlined in the procedures in Maintenance and Adjustment.
NOTE: It is recommended that an external pressure source (i.e., a port-a-power or equivalent, filled with the same fluid used in the trucks hydraulic system) be used to pressurize the lines during installation and removal.
3. Attach the piston and housing assemblies to the mounting bracket with six SAE Grade 8, 3/4 inch diameter bolts and hardened steel washers.
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REAR ARMATURE SPEED DISC BRAKES CARLISLE (GOODRICH) PHASE III
REAR ARMATURE SPEED DISC BRAKES - CARLISLE (GOODRICH) PHASE III

the sleeve (10), allowing the carrier and lining assemblies (29 and 31) to retract. Lining wear or brake deflection, due to increased pressure, will cause the sleeve (10) to slip to a new adjustment position.
The procedures in this manual for servicing brakes are recommended to reduce exposure to fiber dust, a potential cancer and lung disease hazard. The primary concerns are to avoid creating airborne contamination (such as by blowing material with air) or direct contact with the skin or other organs. Avoid any inhalation of the material and wash hands and other exposed areas of the body after any exposure. Always follow the specific procedures for your work location. Material Safety Data Sheets are available from Unit Rig.
MAINTENANCE AND ADJUSTMENT (Figure 3)

Periodic maintenance of the assembly should include the following: 1. Inspect all mounting bolts and hydraulic connections for tightness. 2. Inspect for fluid leakage.
DESCRIPTION AND LOCATION (Figure 4 and 5)

The Carlisle (Goodrich) armature speed caliper brakes consist of a single or twin parallel mounted discs, each with a single caliper assembly. The discs are mounted to a flange on the wheelmotor armature. The caliper is attached to the non-rotating portion of the wheelmotor framework.
NOTE: If the bleeder plugs (2) in the piston housing (4) show signs of leakage, remove and clean all threads. Coat the threads with Scotch-Weld No. 2158 adhesive (or equivalent), and reinstall. Allow 12 to 24 hours for the adhesive to set, prior to refilling the brake system with fluid.
3. Inspect the carrier and lining assemblies (29 and 31) for damage or wear. When worn, the lining carrier end supports approach the wear indicator stop in the center of the spacers (30). If damaged or worn, replace the lining as outlined under Lining Replacement.
NOTE: On General Electric wheelmotors, the brake assemblies are found immediately behind the wheelmotor hub cap. On Unit Rig wheelmotors (W-100 and W-200), they are inside the axlebox. OPERATION (Figure 3)
Pressurized oil from the control valve/actuator enters the caliper torque plates, and is routed to each of the piston assemblies. This pressure causes the pistons to move the linings against the disc. The resulting friction provides the braking force on the armature shaft. The caliper assemblies have a self-adjusting feature to maintain a constant clearance between the lining and disc. This clearance is established after the first few brake applications by the adjusting mechanism in the piston and housing assemblies. As pressure builds, the piston (13) moves toward the disc (34), and closes the clearance between the washer (8) and sleeve (10), and compresses the spring. Increased pressure causes the sleeve to slip on the guide (6), at a point of controlled interference. This establishes the adjusting portion of the sleeve. When pressure is released, the spring (9) retracts the piston (13) from the adjusting position of
NOTE: If the pads are not worn the same in both caliper assemblies, replace the assembly with the greatest wear. Never mix new and used lining assemblies on the same caliper.
4. Inspect the discs for damage or wear. Replace the disc if worn less than 0.750 inches (19 mm) thick. Verify that the disc is flat and not grooved or checked. If replacement is required, proceed as outlined under Removal and Installation. On trucks equipped with carbon metallic linings, verify that the brake disc: 1. Finish is 125 RMS or smoother. 2. Wear surface run-out is less than 0.010 inch (0.3 mm). BLEEDING THE BRAKES Bleeding the brakes is a procedure by which entrapped
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air and other contamination is removed from the operating fluid in the brake system. On trucks with a totally hydraulic brake system, this entails applying the brake system and holding by depressing the Brake pedal or applying the Hand Brake. On trucks with an air/hydraulic brake actuation system, typically the system application controls and actuators must be cycled repeatedly to allow for this purging to occur. Detailed instructions for the procedure required by each system configuration is included in the appropriate system procedure in Section 5 - Hydraulic System or Section 6 - Pneumatic System. It is important they all be removed from the hydraulic fluid prior to beginning operation. FIGURE 1 - PISTON RETRACTION TOOL Use only mineral base hydraulic oil, SAE 10 or equivalent, in the brake system unless another fluid is specified. Do not apply pressure to the brake system unless the caliper assembly is straddled over the disc assembly and the linings and other components are all properly installed.
NOTE: Direct the fluid away from the brake linings and disc during the lining change and bleeding operation. A piece of hose emptying into a can will prevent fluid contamination of these components.
Fluid may cause irritation. Avoid contact with the eyes, or prolonged contact with the skin. Fluid may cause irritation. Avoid any contact with the eyes, or prolonged contact with the skin. LINING REPLACEMENT (Figure 3) The carrier and lining assemblies should be replaced as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all pressure from the hydraulic brake system as outlined in the procedures. 3. If required, remove the park brake assemblies as outlined in Section 8 - Brake System. 4. Remove one of the end bolts (33), washer (32), and spacer (30) from either end of the caliper torque plates or brake heads (17 and 22). Slide the carrier and lining assemblies (29 and 31) out of the caliper head assembly. 5. Open the bleed screw (1) to relieve fluid pressure. 6. Using a special piston retraction tool (Figure 1) placed between the disc (34) and pistons (13), force the pistons back into the fully retracted position. 7. Check the brake discs for minimum thickness. Replace any disc less than 0.750 inch (19 mm) thick. 8. Close the bleed screw (23), and insert new carrier and liner assemblies (29 and 31) into the caliper heads. Ensure that the carrier assembly rests on the spacer (30), on the far end of the assembly.
NOTE: Do not mix new, used, or different material carrier and liner assemblies on the same caliper assembly or axle.
Use only the approved linings available from Unit Rig. Use of substitute, non-approved linings may result in loss of braking effectiveness. Do not mix new and used, asbestos non asbestos, and/or carbon metallic linings in a brake assembly, or on the same axle.
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9. Install the washer (32) on the bolt (33). Install the spacer (30) on the carrier and lining assembly (29 and 31) ends. Insert the bolt through the spacer and caliper assembly. Make sure that the carrier and lining assemblies are interlocked on the two outer spacers (30) before tightening the bolt. Torque the bolts to 600 ft-lb. (815 Nm), lubricated. 10. Install the park brake assemblies (if removed ) as outlined in Section 8 - Brake System. 11. Bleed the individual caliper assemblies as required, following the procedures under Bleeding the Brakes. 12. Burnish the brakes per the appropriate procedures. BURNISHING BRAKES The disc brakes used on the rear of this truck must be burnished (seated) when new or whenever new discs or linings are installed. The burnishing procedure should be done prior to placing the truck back into service after brake repair. Failure to follow the proper burnishing procedure may result in reduced braking force and an increased stopping time. Smoke and foul odors coming from the brake area during burnishing are considered normal when the temperatures are above 350F (173C). At temperatures above 700F (370C) heavy smoke and sparks are normal. Flames are possible at temperatures above 900F (480C).

by a red stripe): a. Drive the truck at 5 to 10 mph (8 to 16 km/hr) alternately applying and releasing the brakes until the disc temperature reaches 700 to 750F (370 to 400C). A typical process involves partially depressing the Brake pedal for 50 ft (15 m) then releasing for a period of approximately 10 seconds while still in motion. This process is repeated as required until the proper temperature is achieved.
NOTES:
1. Check the temperature using a surface pyrometer or similar device measuring the temperature on the braking surface of the disc. This should be done after operating for 100 yards (90 m) or as required by ambient temperatures.
b. Allow the discs to cool to 350F (173 C).
NOTE: This may require up to 30 minutes, depending on disc and ambient temperature. It is recommended that the truck be driven slowly during this time to promote even cooling of the brake components. At a minimum, the brakes should be released during all cooling periods.
c. Repeat step a until the rear brake temperature reaches 800 to 850 F (425 to 450 C). If flames are present, start the machine in motion to extinguish. NOTE: The front discs should be checked periodically during this procedure to ensure that disc temperature does not exceed 1000F (540C). d. Allow the discs to cool to 350 (173 C). e. Repeat step a until the rear brake temperature reaches 900 to 950 F (480 to 510 C). If flames are present, start the machine in motion to extinguish. f. Allow the discs to cool to 350F (173 C). g. When the brake discs have cooled to 250 to 300 F (120 to 150C), reinstall the hubcaps and the truck may be placed back into service. 2. On trucks equipped with carbon metallic brake linings (identified by red stripe): a. With truck empty make five successive 10 mph (16 km/hr) stops. b. Make 5 additional successive stops from 25 mph
IMPORTANT: If flames are present, take the temperatures as quickly as possible and resume driving the machine as quickly as possible to extinguish the flames. Flames are an acceptable condition only during the burnishing process and should not occur during normal braking.
The truck should be empty and driven on level ground in an area clear of all obstructions and personnel. Stopping distance required may be greater than normal during burnishing.

the engine at fast idle between burnishing cycles will aid in cooling of the wheelmotors.
NOTE: The front brakes may be left connected during this procedure, but should be checked periodically for heat or other problems.
1. On trucks equipped with all lining materials except the carbon metallic based linings (which are identified
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(40 km/hr) with less than 3 minute intervals between stops. c. Load truck to rated capacity. d. Make five successive 25 mph (40 km/hr) stops with less than 3 minute intervals between stops. e. With the service and hand brakes released allow to cool 1 hour before placing unit in service.
Cover all openings with steel plugs.
NOTE: Direct all fluid away from the brake linings and
discs.
Fluid may cause irritation. Avoid contact with the eyes, or prolonged contact with the skin. 5. Remove the front portion of the outer caliper assembly. a. Remove one capscrew and washer from the caliper, and remove the spacer and carrier and lining assembly. b. Remove the other capscrew, washer, and spacers. Put the brake torque plate in a clean location. 6. Remove the outer disc assembly by removing the capscrews and washers and sliding the disc assembly off of the adapter flange. 7. Remove the torque plate by removing the capscrews and washers that secure it to the adapter spacer. Put the torque plate in a clean location. 8. Remove front torque plate assembly from the inner caliper assembly as outlined in step 5.

The brake assemblies may be removed from the wheelmotors as follows:
1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all pressure in the hydraulic brake actuation system as outlined in Maintenance and Adjustment. 3. Remove the wheelmotor cover. 4. Open the bleed screws to relieve any residual pressure in the supply lines. Remove all hydraulic lines.
FIGURE 2 - PISTON PULLER TOOL
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9. Remove the adapter flange from the adapter spacer, by removing the capscrews and washers. 10. Remove the inner disc, including the adapter spacer, by removing the capscrews and washers. The disc will slide off of the spacer when all of the capscrews are removed.
REAR ARMATURE SPEED DISC BRAKES CARLISLE (GOODRICH) PHASE III NOTE: When the lining carriers approach the wear indicator stops on the spacers (30) it also includes disc wear.
2. Inspect the disc (34) and bushing (35) for wear and damage. Replace the bushing if it is damaged or badly worn. 3. Replace all packing (5 and 11) whenever the brake head is disassembled. 4. Inspect the adjuster guide (6) for tightness in each piston housing (4). If the guides are loose, remove, clean, and dry the threads. Apply Scotch-Weld No. 2158 adhesive to the threads of guides, and install tightly (145 to 150 inch-lb.) (16 to 17 Nm). Allow 12 to 24 hours for the adhesive to set.
NOTE: In order for the disc to be removed, it may be necessary to remove the large lower brake spacer by removing the capscrews and washers that secure it to the wheelmotor framework.
11. Remove the back torque plate and spacer from the inner caliper assembly as outlined in step 7. DISASSEMBLY (Figure 3) The calipers should be disassembled as follows: 1. Plug one of the 7/16-20 threaded ports in the piston housing, and use the other as an inlet port. Connect this port to a hydraulic pump filled with mineral oil. 2. Pressurize the piston housing to disengage the pistons from the adjuster sleeves (10). It is recommended that a C-clamp be placed over both pistons, tightened, then backed-off slowly as pressure is applied, allowing the pistons to emerge from piston housing slowly and evenly.
Do not scratch the adjusting surface of the adjuster sleeve (10). Cracked or damaged Piston housing (4) should be replaced. Be sure the piston housings are completely clean. 5. Scratches, nicks, or other surface damage on the OD of the adjuster sleeve (10) may be smoothed with crocus cloth. Replace any damaged parts that may affect operation of the adjuster. 6. Replace insulators (15) if broken, cracked, or warped.
NOTE: The pistons may also be removed by using a

piston puller tool (Figure 2). Prior removal of the insulators (15) from the piston, as outlined in step 3 of this procedure, is required if piston puller tool is used.
3. If the insulators (15) are damaged and require replacement, disassemble from the pistons (13) by removing the three attaching bolts. 7. Use crocus cloth to remove small nicks or scratches from the sealing surface of the piston housing (4). Replace any cracked or broken piston housings.
NOTE: Replace any piston housing with a bore diameter greater than 2.6305 inches (66.8 mm).
8. Thoroughly clean the brake head, and replace any worn or damaged parts. 9. Remove slight scratches and nicks from pistons with crocus cloth.
NOTE: The bolts (16) will require more torque to loosen,

because locking adhesives have been used on them. Heating the bolts to 375 F (190 C) will facilitate removal with less torque.

The disassembled components should be serviced as follows: 1. Inspect the carrier and lining assemblies (29 and 31) for wear and damage. Replace the assemblies when the carriers approach the wear indicator stops on the spacers (30).
NOTE: Replace any piston with an outside diameter of less than 2.6185 inches (66.5 mm).
10. Replace all parts damaged or severely worn. 11. Remove all old adhesive from the insulator capscrews.
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FIGURE 3 - REAR CALIPER ASSEMBLY
ASSEMBLY (Figure 3)
The caliper assembly should be assembled as follows: 1. Apply a liberal coating of Scotch-Weld No. 2158 B/A adhesive to a minimum of four or five threads on the bolts. Bolt the insulators (15) to the pistons.
2. Install bolts (16) and tighten securely. The assembled insulator (15) and piston (13) can be put into service immediately if required.
NOTE: Scotch-Weld No. 2158 B/A (a two part epoxy adhesive) is manufactured by Minnesota Mining and Manufacturing Company, St. Paul, Minnesota. Instructions for use are included with the adhesive. Purchase locally from 3M Company Dealers. 6
NOTE: The locking capability of the adhesive is greater if allowed to cure overnight. The adhesive will withstand temperatures up to 350 F (175 C). Slight softening of adhesive results at higher temperatures. After cooldown, the adhesive resets to original hardness and locking capability.
3. If the adjuster mechanism must be reinstalled, apply Scotch-Weld No. 2158 adhesive to the threads of the
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adjuster guides to 130 to 145 inch-lb. (15 to 16 Nm). Allow adhesive to set 12 to 24 hours.

of steps refer to Figures 4 and 5.
NOTE: Lubricate all rubber seals and component parts

with the same oil as used in the trucks brake system.
1. Prior to installation, the crossover tube assembly (26) and three sets of bolts (33), washers (32), and spacers (21 and 30) should be removed from the brake head assembly. Also, the front and back brake head torque plate assemblies should be separated. 2. Also prior to beginning assembly, make sure the pistons (13) are fully retracted into the piston housing (4). Use a C-clamp to retract pistons that are not fully seated.
Fluid may cause irritation. Avoid contact with the eyes, or prolonged contact with the skin. 4. Assemble the sleeve (10), spring (9), washer (8), and retaining ring (7) into the piston (13). Using a piece of tubing or similar object, push against the retaining ring compression spring, until the retaining ring snaps in the piston groove. 5. Install the packing in the piston housing groove. 6. Position the piston assembly, (including seal), over the adjuster guide (6) in the piston housing. Use a vise, clamp, or arbor press to bottom the piston (13) in the piston bore. 7. Slide the boot (12) over the piston (13), so the flange faces the piston housing (4). Snap the ID edge of the boot into the OD groove in the piston, and press the ridge of the boot flange into the groove in the piston housing face. 8. Install the packing (5) in the piston housing groove. Make sure it is properly seated. 9. Install the plug (2) and bleeder valve (1) in the bottom part of the housing (4). Coat the plug threads with Scotch-Weld No. 2158 adhesive before installing.
NOTE: The inner and outer brake assemblies are interchangeable. However, when assembling the brakes utilizing used components, it is recommended that the components be installed on the same brake assembly that they were removed from, to ensure a proper fit and wear pattern with the other components.
If any capscrew or washer is being replaced in the brake assembly, it is important that it be replaced by one of equivalent or higher strength. All capscrews in these assemblies are to be of SAE Grade 8 (identified by the markings on the head). All washers must be hardened.
NOTE: The use of guide pins is recommended as an aid during installation and removal of the brake heads. These pins may be either headless bolts or threaded rods of each size: 5/8 NC x 5 1/2, 3/4 NC x 6, and 7/8 NC x 13.
3. Insert the two 7/8 NC x 13 guide pins into the brake caliper assembly mounting holes in the upper portion of the wheelmotors framework. Insert the 3/4 NC x 6 guide pins into the brake spacer assembly mounting holes in the lower portion of the wheelmotor framework.
NOTE: Allow 12 to 24 hours for the adhesive to set before filling the piston housing with brake fluid (mineral oil).
10. Install the piston housing assemblies on the torque plates (17 and 22). Make sure that the knobs of the piston housings (4) are aligned towards the top center of the torque plates. Secure with screws and washers on each piston and housing assembly. Apply Loctite sealant to the screw threads. Tighten the screws to 24 to 26 ft-lb. (32 to 35 Nm).
NOTE: As an additional aid, these pins should be set

in the outer pair of holes. Insert the two 5/8 NC x 5 1/2 guide pins into the wheel mounting hub at 180 intervals.
4. Slide the brake spacer on the upper pair of pins and up against the motor framework. Slide the back half of the inner caliper assembly up against the spacer, and install the inside two mounting bolts and washers. Install snugly, but do not tighten.
INSTALLATION
The brake assembly should be installed as follows:
NOTE: Steps 1 and 2 refer to Figure 3; the remainder 05/11/98 M1164 7
FIGURE 4 - DUAL DISC REAR BRAKE ASSEMBLY
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FIGURE 5 - SINGLE DISC REAR BRAKE ASSEMBLY 5. Slide the guide pins. wheelmotor inches (150 large brake spacer onto the lower pair of Do not position this spacer against the framework; it should be left resting 6 to 8 to 200 mm) from the framework. taking extra precautions not to damage the bushing. Slide this assembly adapter end first, onto the center guide pins, and position against the wheelmotor armature mounting hub. While moving the assembly on the guide pins, position the large brake spacer so that the disc rests in the slot in the adapters inner surface. Position this spacer against the wheelmotor framework. Install the grade 8 capscrews and lockwashers required
6. Assemble the disc and bushing, making sure the bushing is securely seated in the disc. Mount the disc and bushing assembly on the disc driver/spacer adapter,
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to mount the disc assembly to the armature flange and torque to 280 ft-lb. (380 Nm) lubricated. 7. The caliper assembly must be centered over the disc assembly to within 0.010 inch (0.25 mm). To check the center, hold a spacer against the rear torque plate. The large diameter center portion of this spacer should be centered over the brake disc. 8. If the spacer is not centered over the disc, measure the off-center distance. Divide this distance by 0.010 inch (0.25 mm) to determine the amount of shims required to center. Loosen the two previously installed bolts (13) holding the back portion of the caliper assembly, and add the required shims between the spacer and the wheelmotor mounting surface. Retighten the bolts (13) and recheck the centering.
assemblies. If this clearance is not present, check the centering of the caliper assembly on the disc and proceed as required.
11. Install the capscrews and washers to attach the large outer brake spacer to the wheelmotor framework. Remove the guide pins, and install the two additional capscrews. Torque the bolts to 380 ft-lb. (515 Nm) dry or 280 ft-lb. (380 Nm) lubricated in 100 ft-lb (135 Nm) increments. Make sure the slot is centered on the disc assembly. 12. Install the two 7/8 inch NC x 13 guide pins used to install the inner caliper assembly into the large outer brake spacer. 13. Install the outer brake back torque plate as outlined in step 4. 14. Install the flange adapter, bolting the flange to the adapter with capscrews and washers. Torque the capscrews in alternate sequence to 170 ft-lb. (230 Nm) in 60 ft-lb (80 Nm) increments. 15. Assemble the disc and bushing assembly, and install on the adapter flange as outlined in step 6. 16. Center the caliper assembly as outlined in steps 7, 8, and 9. 17. Complete the assembly of the caliper assembly as outlined in steps 10 and 11. 18. Install the bleeder screw, connectors, and tube and not previously assembled, in the appropriate inlet ports on the caliper assemblies as required for right or left hand installations. 19. Install the appropriate fittings and connect the hydraulic lines to the caliper assemblies. 20. Install the park brake assembly as outlined in Section 8 - Brake System. 21. Bleed all air from the brake assemblies as outlined in the procedures in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 22. Burnish all new linings as outlined in Maintenance and Adjustment. 23. Test the system for proper operation.
NOTE: The shims may be installed without removing bolts (13) by cutting a slit from the outer edge of the shim into each of the four outer holes. Each shim is 0.010 inch (0.25 mm) thick.
9. After the caliper assembly is properly centered, remove the two 7/8 inch NC x 13 guide pins, and install the two remaining bolts and washers (13 and 14). Torque all four bolts to 600 ft-lb. (815 Nm) dry or 460 ft-lb. (625 Nm) lubricated. 10. The front portion of the caliper assembly may be installed as follows: a. Make sure the pistons remain bottomed in their housing as outlined previously. b. Insert one guide pin into an outer hole of the back torque plate portion of the caliper assembly. Slide a carrier and lining assembly on each side of the disc assembly supported by the spacer (30, Figure 3). Insert the second spacer to support the linings and insert the second guide pin through the spacer and into the guide plate. c. Position the front torque plate. Install the bolt washers, and rectangular spacer in the top center hole of both torque plates. The spacer should be upright between the torque plates. d. Remove the guide pins and install the bolts and washers in the outer two holes. Torque the three bolts to 600 ft-lb. (815 Nm) lubricated.
NOTE: After installation, check for a 0.030 inch (0.76

mm) minimum clearance between the disc and lining
10
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PARK BRAKE ASSEMBLY ARVIN/MERITOR (ROCKWELL/GOODYEAR) SCL 70

justment, the procedures outlined in Maintenance and Adjustment must be followed. The procedures in this manual for servicing brakes are recommended to reduce exposure to fiber dust, a potential cancer and lung disease hazard. The primary concerns are to avoid creating airborne contamination (such as by blowing material with air) or direct contact with the skin or other organs. Avoid any inhalation of the material and wash hands and other exposed areas of the body after any exposure. Always follow the specific procedures for your work location. Material Safety Data Sheets are available from Unit Rig. When the brake is released, hydraulic pressure is applied against the piston causing it to retract and compress the spring washers. The lining moves away from the disc to a specified clearance, allowing the disc to rotate.
NOTE: The brakes may be manually released by loosening the clamping bolts and the adjustment bolt to allow the springs to relax.

The Arvin/Meritor (Rockwell/Goodyear) SCL 70 is a caliper type mechanical/hydraulic park brake assembly. It contains a dual piston caliper with a yoke installed over the housing. One assembly is mounted over each outboard disc assembly on each wheelmotor.
Do not apply hydraulic pressure to the park brake when it is manually released.
MAINTENANCE AND ADJUSTMENT (Figure 2) IMPORTANT: Park the truck in a SAFE POSITION
before performing any maintenance. The truck must be secured by means other than the friction brake system. Periodic maintenance should include the following: 1. Check the individual assemblies, supply hoses, and connections for evidence of leakage or damage. Repair or replace as required.
OPERATION (Figures 1 and 2)

The park brakes provide one of the means for securing the truck during parking. Procedures for parking the trucks in a SAFE POSITION should be followed in conjunction with use of the park brakes.
NOTE: The covers should be kept clean. A suitable

Always park in a SAFE POSITION whenever leaving the truck unattended or shutting the engine off. Use the parking brake only as an assist in securing the truck. cleaning method is to wipe with a clean cloth covered sparingly with diesel fuel, and drying with a separate clean cloth. 2. Inspect the boot assemblies (10) for evidence of wear, damage, or leakage. They should be soft and flexible. Repair or replace as required. The brake discs must be stationary when the park brakes are applied. If the parking brake is used to stop the truck, the brake linings must be replaced. Failure to replace the linings may cause loss of braking and serious personal injury. When the brake is applied, the hydraulic pressure to the assembly is released. This allows the spring washers to move the pistons, which push the lining assemblies against the disc. The preload on the springs is regulated by an adjusting bolt. The positioning of the lining assembly is regulated by a clamping bolt. To ensure proper ad3. Verify that the bleeder valves (14) are secure and free of leaks or damage. 4. Verify that the jam nut (13) on the adjusting bolt (12) is tight to 210 ft-lb (285 Nm). 5. Verify that the clamping bolt is torqued to 90 to 125 ftlb (120 to 170 Nm). 6. Inspect the linings for wear. If the linings are worn to within 0.030 inch (0.8 mm) of the piston, the lining must
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be replaced. The linings should also be replaced if: a. The thickness of the two linings is significantly different. Determine the cause before repairing to prevent future wear. b. There is oil or grease on the linings. c. There are cracks on the lining larger than the normal heat check cracks.
5. Cut, remove, and discard the lockwire between the adjusting bolt (12) and the clamping bolt (17). 6. Loosen the clamping bolt (17) on the caliper assembly that secures the yoke to the brake housing.
NOTE: The parking brake calipers must be applied

when the clamping bolt is loosened and the adjusting bolt is turned. Loosen only enough to allow the yoke to slide. Do not remove. 7. Loosen the jam nut (13) on the adjustment bolt (12) until it does not contact the spring retainer (11).
Always replace both linings. If only one lining is replaced possible disc wear can occur. 7. Bleed all entrapped air and contaminants from the system as outlined in the procedure in Section 5 - Hydraulic System or Section 6 - Pneumatic System. 8. Check adjustment of the linings as outlined in the procedures on Caliper Adjustment. CALIPER ADJUSTMENT (Figures 1 and 2)
NOTE: Verify that there is an anti-seize compound on

the threads of the adjustment bolt that will engage the yoke assembly. 8. Tighten the clamping bolt finger tight until no gap exists between the brake housing and the yoke. Make sure that the yoke is positioned inside of the housing groove. 9. Turn the adjusting bolt (12) until both the inboard and outboard linings just contact the brake disc surface. Use a long feeler gauge to ensure that the linings are contacting the disc surface.
NOTE: The item numbers refer to items shown on Figure 2. The park brake calipers must be adjusted periodically to compensate for lining and disc wear. This adjustment should be made as follows:
NOTE: The assembly should have a 0.030 to 0.060

inch (0.762 to 1.524 mm) lining to disc clearance on each side of the disc with the parking brake caliper released. 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system.
The following adjustment procedure may require 160 to 200 ft-lb (215 to 270 Nm) of torque for proper brake adjustment. Torque over 200 ft-lb (270 Nm) may indicate improper adjustment or improper brake assembly. Continuing adjustment of brakes requiring more than 200 ft-lb (270 Nm) of torque may cause the brake to operate incorrectly and can cause damage to the equipment and serious personal injury. 10. Turn the adjusting bolt (12) in an additional 4 turns. Tighten the clamping bolt (17) to 90 to 125 ft-lb (120 to 170 Nm).
NOTE: All calipers should be adjusted at the same

time. 2. Bleed all entrapped air and contaminants from the system as outlined in the procedures Bleeding the Park Brake Calipers in Section 5 - Hydraulic System or Section 6 Pneumatic System. 3. Fully apply the Load Brake or Hand Brake so that the lever remains detented in the applied position. Verify that the Hand or Load Brake indicator is lit. 4. Apply the park brakes by moving the Park Brake switch to the Apply position, and holding for several seconds before releasing.
NOTE: If the adjusting bolt (12) draws up tight before

reaching 4 turns, back off and repeat steps 9 and 10. 11. Back off adjusting bolt (12) by loosening 1/4 turn to obtain the proper brake force and to center the brake over the disc. 12. Hold the adjusting bolt (12) in place and tighten the jam nut (13) against the yoke, torquing to 210 ft-lb (285 Nm).
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FIGURE 1 - PARK BRAKE CALIPER INSTALLATION AND ADJUSTMENT
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13. Repeat steps 5 through 12 for each caliper assembly. 14. Apply and release the parking brakes 3 times. Check for leaks. If the caliper leaks, remove, repair or replace as required.
lining to disc clearance with a feeler gauge. The clearance must be 0.030 to 0.060 inch (0.762 to 1.524 mm). If the inboard clearance is not correct, repeat step 17 (a through e) until the correct inboard clearance is established. 18. Make sure that the clamping bolt (17) is properly torqued to 90 to 125 ft-lb (120 to 170 Nm).
Do not stand near the caliper when the parking brake is applied or released. When the caliper leaks, fluid comes from the caliper at high pressure and can cause serious personal injury. 15. Release the parking brakes by moving the Park Brake switch to the Release position, holding for several seconds, then releasing. 16. With the brakes released, check the inboard lining to disc clearance with a feeler gauge. The clearance should be 0.030 to 0.060 inch (0.762 to 1.524 mm) but should not be less than 0.010 inch (0.254 mm).
19. With the brakes released, check the outboard lining to disc clearance with a feeler gauge. The clearance should be 0.030 to 0.060 inch (0.762 to 1.524 mm). 20. If the outboard lining to disc clearance is not 0.030 to 0.060 inch (0.762 to 1.524 mm), record the clearance measurement and do the following:
NOTE: Do not loosen the clamping bolt (17) for this

procedure. a. Apply the park brakes. b. Hold the adjusting bolt (12) in position and loosen the jam nut (13). c. Turn the adjusting bolt (12) to obtain the correct 0.030 to 0.060 inch (0.762 to 1.524 mm) outboard lining to disc clearance. (1) Turn the adjusting bolt left to right or clockwise to decrease the clearance. (2) Turn the adjusting bolt right to left or counterclockwise to increase the clearance.
NOTE: The inboard lining to disc clearance must be

adjusted before the outboard lining to disc is adjusted. 17. If the inboard lining to disc clearance is not 0.030 to 0.060 inch (0.762 to 1.524 mm), record the clearance measurement and do the following: a. Apply the park brakes. b. Loosen the clamping bolt (17). c. Hold the adjusting bolt (12) in position and loosen the jam nut (13). d. Turn the adjusting bolt (12) to obtain the correct 0.030 to 0.060 inch (0.762 to 1.524 mm) inboard disc to lining clearance. (1) Turn the adjusting bolt left to right or clockwise to decrease the clearance. (2) Turn the adjusting bolt right to left or counterclockwise to increase the clearance.
NOTE: Each 1/8 turn of the adjusting bolt changes

outboard lining to disc clearance by approximately 0.009 inch (0.228 mm). d. Hold the adjusting bolt (12) in position and tighten the jam nut (13) against the yoke to a final torque of 210 ft-lb (285 Nm). e. Release the parking brakes and check the outboard lining to disc clearance with a feeler gauge. The clearance must be 0.030 to 0.060 inch (0.762 to 1.524 mm). f. If the outboard clearance is not correct, repeat step 20 (a through e) until the correct outboard clearance is established. 21. Release the parking brakes. f. Release the parking brakes and check the inboard
NOTE: Each 1/4 turn of the adjusting bolt changes the

lining to disc clearance by approximately 0.009 inch (0.228 mm). e. Tighten the clamping bolt (17) to 90 to 125 ft-lb (120 to 170 Nm).
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22. Check the lining to disc clearance of both the inboard and outboard linings with a feeler gauge. The clearance must be 0.030 to 0.060 inch (0.762 to 1.524 mm) for both linings. If either or both clearances are not correct, repeat step 17 through 20 as required. 23. Hold the adjusting bolt (12) in position and tighten the jam nut (13) against the yoke to a final torque of 210 ft-lb (285 Nm). 24. Release the Hand or Load Brake. Verify that the indicator light goes out. 25. After adjustment is complete, install new 0.062 inch (1.57 mm) diameter lockwire between the adjusting bolt (12) and the clamping bolt (17) to secure the adjustments. 26. Burnish the brake linings as outlined in the instructions in this procedure. BLEEDING THE PARK BRAKE CALIPERS Bleeding the brakes is a procedure by which entrapped air and other contamination is removed from the operating fluid in the brake system. On trucks with a totally hydraulic brake system, this entails releasing the park brake system by moving the Park Brake switch to the Release position and holding. On trucks with an air/hydraulic brake actuation system, typically the system application controls and actuators must be cycled repeatedly to allow for this purging to occur. Tighten the bleeder screw to 100 to 150 inch-lb (11.3 to 16.9 Nm) when not actually bleeding the assemblies. Detailed instructions for the procedure required by each system configuration is included in the appropriate system procedure in Section 5 - Hydraulic System or Section 6 - Pneumatic System. It is important they all be removed from the hydraulic fluid prior to beginning operation.
Fluid may cause skin irritation. Avoid any contact with the eyes or prolonged contact with the skin.
Pressurizing an improperly adjusted park brake caliper could result in damage to the caliper seals. PARK BRAKE BURNISHING PROCEDURE
NOTE: The linings should always be burnished each

time the linings or discs are changed. The linings may be burnished as follows: 1. Check brake adjustment to assure proper installation and lining to disc clearance of 0.030 to 0.060 inches (0.762 to 1.524 mm). 2. By alternately depressing and releasing the Brake pedal while driving at approximately 5 mph (8 km/hr), clean and heat the brake disc to between 350 and 500 F (175 to 260 C). 3. Fully apply the Hand Brake. 4. Apply the Park Brake. 5. Release the Hand Brake and Brake pedal. 6. Allow the linings to clamp onto the hot disc for 3 to 5 minutes to clean and heat linings. 7. Readjust parking brake following the instructions in Caliper Adjustment. 8. Test the parking capabilities by parking on steepest hauling grade available not to exceed 15% grade.
Make sure that the service brakes operate correctly. If the service brakes do not operate correctly, the truck may not stop and can cause damage and serious personal injury. 9. If parking brake does not hold on grade, allow vehicle to start to roll down grade for approximately 15 feet (4.6 m) before releasing parking brake. Check the disc to lining clearance again, 0.030 to 0.060 inch (0.762 to 1.524 mm).
The hydraulic brake system is a high pressure system. Use caution when performing these procedures.
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10. Readjust parking brake as outlined previously. 11. Retest the brake as outlined previously.
that the linings do not touch the disc. The brake is now released. 7. Tighten the jam nut (13) to 210 ft-lb (285 Nm).
RELEASING THE BRAKES MANUALLY (Figures 1 and 2)
8. Tighten the clamping bolt (17) to 90 to 125 ft-lb (120 to 170 Nm). 9. The truck is now free to move.
NOTE: The item numbers refer to items shown on Figure 2.
IMPORTANT: Use this procedure to release the park

brake calipers when the truck must be moved but not operated (i.e. towed, etc.).
REMOVAL (Figures 1 and 2) NOTE: The item numbers refer to items shown on Figure 2. Each park brake caliper may be removed as follows:
If it is necessary to raise the truck to service the parking brake, support the truck with the appropriate stands to secure in place. Never work on trucks supported only by jacks as they can slip and fall over, causing serious personal injury. 1. Park the truck in a SAFE POSITION on a level surface. It must be secured by means other than the trucks friction brake system. 2. Verify that the brakes are fully applied and that all pressure is released from the hydraulic portion of the park brake system.
1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Verify that the park brakes are applied and all pressure is released from the control system.
NOTE: The park brake calipers must be applied when

the clamping bolt (17) is loosened and the adjusting bolt (12) is turned. 3. Cut, remove, and discard the lockwire between the adjusting bolt (12) and the clamping bolt (17). 4. Loosen the clamping bolt (17) until the bolt is finger tight in the housing. 5. Loosen the jam nut (13) on the adjusting bolt (12) on the side of the housing. 6. Loosen the adjustment bolt (12) until the screw does not touch the spring retainer (11) in the housing. Make sure that the linings do not touch the disc. 7. Disconnect the hydraulic line from brake assembly. Cap the line to prevent contamination of oil.
Never try to turn or remove the adjusting bolt while hydraulic pressure is applied to the brake. Turning the adjusting bolt while pressure is applied can damage the seals and the yoke threads. Removing the yoke can cause serious personal injury by the sudden release of hydraulic pressure. Make sure that the nut is tightened to lock the adjusting bolt before putting the truck into service. If the nut is loose, the brake may lose adjustment and become ineffective. Serious personal injury can occur. 3. Cut, remove, and discard the lockwire between the adjusting bolt and the clamping bolt. 4. Loosen the clamping bolt (17) on the top of the housing until the bolt is finger-tight in the housing. 5. Loosen the jam nut (13) on the adjusting bolt (12) on the side of the housing. 6. Loosen the adjusting bolt (12) until the bolt does not touch the spring retainer (11) in the housing. Make sure
Never remove the park brake assembly or hydraulic lines without first verifying that the park brakes are applied and that all hydraulic pressure is released. 8. Install a plastic inlet plug in the brake inlet port. 9. Remove the capscrews and hardened washers that attach the park brake assembly to the service caliper.
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PARK BRAKE ASSEMBLY ARVIN/MERITOR (ROCKWELL/GOODYEAR) SCL 70 TROUBLESHOOTING
PROBLEM Brake does not apply.
POSSIBLE CAUSES Brake not adjusted properly.
CORRECTIVE ACTION Adjust as outlined in Maintenance and Adjustment.
W ro ng o r d a m a g e d s p ri ng Remove and replace the washers. washers. Piston does not move. Check the dimensions of the housing and pistons as outlined in Inspection and Repair. Repair or replace as required. Repair the hydraulic system. Check the dimensions of the housing and pistons as outlined in Inspection and Repair. Repair or replace as required. Repair the hydraulic system.
Brake does not release.
Damaged hydraulic system. Piston cocked in bore.
Hydraulic pressure too low.
Worn or damaged seals and/or Replace seals and/or back-up rings. back-up rings. Piston does not move. Check the dimensions of the housing and pistons as outlined in Inspection and Repair. Repair or replace as required.
W o r n o r d a m a g e d s p r i n g Replace the spring washers. washers. Brake does not hold on a Brake pressure not released. grade. Brake not adjusted properly. Repair the hydraulic or brake actuation system. Adjust the brake as outlined in Maintenance and Adjustment.
W o r n o r d a m a g e d s p r i n g Replace the spring washers. washers. Truck parked on too steep a Park on a lesser slope and in a SAFE POSITION. grade. Brakes not burnished. Cannot attain proper brake Clamp bolt not loose. adjustment. Burnish the brakes as outlined in Maintenance and Adjustment. Loosen the clamp bolt to finger tight.
Spring washers not assembled Assemble the washers correctly. properly. Spring washer slipped out of Adjust the spring washers into proper position on the position. spring retainer. S p r i n g w a s h e r s w o r n o r Replace the damaged spring washers. If the brake damaged. adjustment produces over 0.060 inches (1.524 mm) lining to disc clearance, the spring washers are worn out and must be replaced. A d just b olt o r yok e thre ads Replace the adjusting bolt and/or yoke. Apply antigalled or stripped. seize compound to the threads. 13614
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10. If shims are used, mark the position of the shims on the disc. 11. Remove the park brake assembly.
d. Use soap and water to clean all non-metal parts.
The caliper assembly may be disassembled as follows: 1. Remove the bleeder screws (14) and plugs. 2. Drain all oil from the housing and discard. 3. Loosen the clamping bolt (17). 4. Loosen the jam nut (13) on the adjusting bolt (12). Remove the adjusting bolt (12) from the yoke assembly. 5. Remove the clamping bolt (17) and washer (16). 6. Remove the yoke (15) from the housing assembly. 7. Remove, inspect, and discard the dust boots (10) from the spring retainers and the housing. 8. Remove the spring retainers (11) and spring washers (9) from the pistons (6). 9. Push the pistons (6) through the large bores of the caliper housing.
Petroleum base cleaning fluids are volatile. Do not use near an open flame.
Use only solvent cleaners to clean ground or polished metal parts. Hot solution tanks or water and alkaline solutions will damage these parts. Isopropylene alcohol, kerosene, or diesel fuel can be used for this purpose.
NOTES:
1. Be certain that hydraulic passages in the housing are clean and free from contaminants. 2. Immediately after cleaning, dry all parts with clean paper or rags.
NOTE: It is recommended that all seals and back-up

rings be replaced at disassembly, but if they are reused, clean in a petroleum base hydraulic oil compatible with that used in the trucks hydraulic system. 2. If brake linings are to be reused, scrape away buildups of mud and dirt. Replace all linings that have been contaminated with oil or grease. Burnish linings per procedure in this manual. If not, the linings may be replaced as follows: a. Remove the capscrews (2) securing the lining (3) to the piston (6). b. Separate the lining (3) and the piston (6). c. Inspect and clean the piston and capscrews as outlined in this procedure. d. Apply Loctite 271 (or equivalent) to the threads of the capscrews (2) that fasten the linings (3) to the pistons (6).
NOTE: This process may be assisted by connecting a

low pressure air or hydraulic system (with fluid compatible with that used in the trucks hydraulic system) to the hydraulic inlet port and gently using the pressure to push the piston out. 10. Carefully inspect and remove all remaining components from the assemblies.

The park brake assembly may be serviced as follows: 1. Clean all parts of the brake assembly as follows: a. Use solvent cleaners to clean all metal parts that have ground or polished surfaces, such as pistons and piston bores. b. Use solvent cleaners or alkaline solutions to clean metal parts with rough surfaces. c. Use a wire brush to clean the threads of fasteners or fitting.
To avoid serious personal injury, be careful when using Loctite or similar products. Follow the manufacturers instructions for safe use to prevent irritation to the eyes and skin. Wash after skin contact. If the material gets into the eyes, flush the eyes with water for 15 minutes and have the eyes checked by a doctor.
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FIGURE 2 - CALIPER ASSEMBLY e. Install the new lining (3) and secure with the capscrews (2). Evenly tighten all screws to hold the linings against the piston. Do not torque or over-tighten the screws. 3. Inspect all metal parts for cracks or evidence of other damage. Replace any cracked or damaged parts. replace as required. 5. Check the inlet and bleeder fittings in the housings for thread damage. a. Repair any damaged inlet hole threads with a 7/ 16-20 UNF-2B tap. If threads are not serviceable after repair, replace the housing. b. Repair any damaged bleeder threads with a 7/1620 UNF-2B tap. If threads are not serviceable after repair, replace the housing.
NOTE: It is recommended that springs (9) be replaced as complete sets only.

4. Check the boot assemblies (10) for evidence of wear or damage. They should still be soft and flexible. Repair or
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ASSEMBLY (Figure 2)
Make certain that all metal chips and residue are removed from parts and hydraulic passages. 6. Inspect the housing cylinder walls for damage. a. Scratches or corrosion on the cylinder wall, 0.002 inch (0.05 mm) deep or less, can be blended out with 300 or 400 grit wet or dry sandpaper, or emery cloth. The park brake assembly may be assembled as follows: 1. Lubricate all seals and back-up rings with a coat of silicone grease or the same hydraulic oil used in the hydraulic system. Also, lubricate the cylinder walls with the same oil. 2. Install lubricated seals (7) and back-up rings (8) in the grooves in the caliper housing (1). a. The back-up rings are installed toward the disc. Excessive localized polishing of the cylinder wall or piston surface will result in fluid leakage. b. Measure inner diameter of the housing bore. Replace the housing if the large end of the bore exceeds 4.503 inches (114.376 mm) or the small end of the bore exceeds 2.504 inches (63.602 mm). 7. Inspect each piston for corrosion and scratches. a. Scratches or corrosion on the piston surface, 0.002 inch (0.05 mm) deep or less, can be blended out with 300 or 400 grit wet or dry sandpaper, or emery cloth. b. The lip seals are installed away from the disc. 3. Install lubricated seals (5) and back-up rings (4) on the pistons (6). a. The lip seals are installed toward the disc. b. The back-up rings are installed away from the disc. 4. If not done previously, attach the lining (3) to the pistons (6) with screws (2) as outlined in the instruction on Inspection and Repair in this module. 5. Install the pistons in the housing being careful not to damage seals or back-up rings or get oil or grease on the lining assemblies. 6. Lubricate the spring retainers (11) with an anti-seize compound of MIL-T-5544 or equivalent. 7. Assemble the spring retainer assemblies as follows: (See Figure 3 for proper orientation and installation.) a. Place the spring retainers (11) on a flat surface with the largest diameter on the bottom. b. Install the piston dust boot assemblies (10) in the grooves in the spring retainers. c. Place two lubricated spring washers (9) on the spring retainers (11). Install the rounded part of the washer toward the retainer. d. Place two lubricated spring washers on the washers installed in the retainer. Install the round part of the washers away from the installed washers. 8. Install the spring retainer assemblies with spring washers into the pistons (6). 9. Install the outer edge of the dust boots in the grooves
Excessive localized polishing of the cylinder wall or piston surface will result in fluid leakage. b. Measure the outer diameter of the piston. Replace the piston if the large end diameter is worn to less than 4.494 inches (114.148 mm) or the small end diameter is worn to less than 2.493 inches (63.322 mm). 8. Inspect spring washers for cracks and corrosion. Replace parts that are cracked or severely corroded. 9. Inspect bolts for cracks, corrosion, and thread damage. Replace bolts that are severely damaged. 10. Inspect the threaded hole for adjustment bolt in the yoke, and the threaded hole for the clamping bolt in the housing. a. The threaded hole in the yoke for the adjustment bolt can be repaired with a 1-14 UNS-2B tap. If threads are not serviceable after repair, replace the yoke. b. The threaded hole in the housing for the clamping bolt can be repaired with a 5/8-11 UNC-2B tap. If threads are not serviceable after repair, replace the housing.
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The park brake assembly may be installed as follows: 1. Loosen the clamping bolt (17) and adjusting bolt jam nut (13) without turning the adjusting bolt (12). 2. Open the caliper bleed ports on the assembly. 3. Push the linings back to get disc clearance, then tighten the bleeder screws. 4. Install the assembly over the disc, and secure to the wheelmotor. Use shims to center +/- 0.030 inches (0.8 mm).
NOTE: The shims must be of approved variety, made

of steel ground flat and parallel and must cover the entire mounting surface of the hub.
NOTE: Listed item numbers in ( ) refer to Figure 2.

FIGURE 3 - SPRING AND DUST BOOT INSTALLATION in the caliper housing as shown in Figure 3. 10. Install the yoke (15) over the caliper housing so that the adjusting bolt is away from the caliper mounting flange. Align the bores in the yoke and the housing. 11. Install the washer (16) on clamping bolt (17) and install the bolt and washer loosely (hand tight), attaching the yoke to the housing. 12. Screw the jam nut (13) all the way on the adjustment bolt (12). 13. Apply an anti-seize compound of MIL-T-5544 or equivalent to end of the adjusting bolt (12). It should be on the threads of the bolt that are opposite the head. 14. Install the bolt in the yoke part way (approximately five turns). 15. Install the bleeder valves (14) in the housing.
5. Secure the assembly with capscrews and hardened washers. 6. Check the distance between the mounting surface of the caliper and the mounting surface of the disc. It must be 4.355 to 4.395 inches (110.617 to 111.633 mm). If the distance is not correct, add or remove shims between the housing and mounting bracket or between the hub and the disc. 7. Remove the caps or plugs used for storage. 8. Install the hydraulic line from the brake assembly.
Always connect all lines on all assemblies prior to pressurizing any lines. The lines will be pressurized when the truck is running and the Park Brake switch is in the Release position. 9. Repeat for each caliper assembly. 10. Bleed all entrapped air and other contaminants from the system as outlined in the procedure in Section 5 Hydraulic system or Section 6 - Pneumatic System. 11. Adjust each assembly as outlined in Maintenance and Adjustment. 12. Lockwire the clamping and adjusting bolts as shown on the instruction label on the caliper using the double twist method. Secure the ends with 5 twists and bend the ends back or under to prevent snagging. 13. Inspect the assemblies for leakage.
NOTE: The clamping bolt must be loose when the adjusting bolt is tightened. 16. Install a 1.06 inch (26.94 mm) spacer between the linings. Tighten the adjusting bolt until the linings just touch the spacer. 17. Remove the spacer from between the linings.
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14. Verify that the assemblies apply and release properly. 15. Verify that the assemblies will secure the vehicle as required.
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Section 9. Options
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HUBODOMETER
HUBODOMETER
The hubodometer is a cylindrical device mounted in the center of a front wheel assembly (generally the left front). The device is secured to a special hubcap assembly and has a digital read-out face. 2. Remove the entire hubcap assembly from the wheel assembly. 3. Remove the nut from the stud securing the hubodometer to the attachment bracket. 4. Remove the hubodometer.
OPERATION
The hubodometer measures the distance the truck travels in miles or kilometers. Since the device measures the distance by the number of revolutions of the tire, the hubodometers are each calibrated by tire size and desired output.
SERVICE
The hubodometer is not considered serviceable and should be replaced as an assembly.
INSTALLATION
The hubodometer may be installed as follows: 1. Position the hubodometer on the attachment bracket in the hubcap assembly. 2. Secure in position with the nut on the stud through the attachment bracket. 3. Install the hubcap assembly on proper wheel assembly, securing with the capscrews and washers.
NOTE: The operation of this device is independent of the direction of rotation. Therefore, hubodometers may be used on either the left or right side of the truck. MAINTENANCE AND ADJUSTMENT
The hubodometer requires no maintenance and has no adjustment. Make sure that all mounting hardware is properly installed and tightened and the device is kept clean. If the device is not operating properly, it must be replaced. If the tire size is changed, a new, properly specified hubodometer must be installed to maintain proper readings.
REMOVAL
The hubodometer may be removed as follows: 1. Remove the capscrews securing the hubcap to the wheel assembly.
TROUBLESHOOTING
FIGURE 1 - HUBODOMETER ASSEMBLY
PROBLEM Unit fails to change reading Unit obviously inaccurate
POSSIBLE CAUSES Unit internally damaged or defective Unit not right for tire size Unit internally damaged or defective
CORRECTIVE ACTION Replace unit. Replace with appropriate hubodometer. Replace unit. 12625 1
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AUTOMATIC LUBRICATION SYSTEM (WITH HYDRAULICALLY DRIVEN ROTARY GREASE PUMP)

The automatic lubrication system provides regular, periodic lubrication to grease points by means of a hydraulically operated pump, an electric timer, and lubricant injectors. The pump assembly is located on the superstructure and is mounted directly on the lubricant container. The electric timer is labeled with numbers that represent time in minutes, and is generally mounted inside the cab. The lubricant injectors are connected to the grease lines and are mounted near designated grease points. For various reasons, not all of the components on the truck can be served by the system. The exact location of the automatic lubrication assemblies and the number of items served vary, depending on the special requirements of the mine. An integral pump control manifold is incorporated into the motor to control the input flow and pressure of hydraulic oil that provides the operating power. An electric timer assembly controls the operation of the system solenoid and the operation of the pump. The pressurization of the grease supply system controls the operation of the individual injectors when it reaches the preset operating level. Several optional alternative and/or additional provisions are available for the system. 1. A separate warning indicator to indicate when the system is operating properly. 2. A separate manual activation switch to allow manual system testing and activation when desired. 3. Remote or ground level central service filling provisions to permit filling the central reservoir from pressurized sources, with and without automatic reservoir level monitoring provisions.
The function of the automatic lubrication system is to maintain proper lubrication levels at various bearing points on the truck. Instead of operating continuously, however, the system periodically cycles as follows:

Periodic maintenance should include the following steps: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system.
NOTE: Detailed information about those components

contained in the pump assembly and injectors are outlined in their separate information in Section 9 - Options. The pump is driven by the rotary motion of the hydraulic motor. This rotary motion is converted to reciprocating motion through an eccentric crank mechanism. The reciprocating action causes the pump cylinder to move up and down. The pump is of positive displacement; double acting design with grease output occurring during both the up and down strokes of the pump. During the down stroke the pump cylinder is extended into the grease. Through the combination of shovel action and vacuum generated in the pump cylinder chamber, the grease is forced into the pump chamber. Simultaneously, grease is discharged through the outlet of the pump. The volume of grease during the intake is twice the amount of grease output during each cycle. During the upstroke, the inlet check function closes, and one half of the grease taken in during the previous stroke is transferred through the outlet check function to the outlet port.
NOTE: Preventive maintenance should be performed

frequently to ensure proper operation of the system. Damage to bearings and other moving components can be avoided. 2. Inspect the lubrication system components for evidence of dirt, damage, wear or leaks. 3. Clean and inspect the system components. 4. Check the mounting hardware for tightness. 5. Verify that all connections are tight, clean and free of leaks. All hoses should be secured firmly without kinks and routed away from all moving parts. 6. Maintain an adequate level of lubricant in the reservoir to ensure proper operation of the system, and to avoid
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56.
Grease Pump Grease Container Grease Container Lid Flange Gasket 4 Injector Manifold 3 Injector Manifold 2 Injector Manifold Lube Injector Bracket Adapter Fitting Not Used Reflects Optional Equipment Breather 19. Not Used Reflects Optional Equipment Vent Valve Adapter Fitting Not Used Not Used Adapter Fitting Hose Assembly Hose Assembly Reducer Bushing Pipe Tee Reducer Bushing Pressure Gauge Adapter Fitting Hose Assembly Pressure Switch Adapter Fitting Male Quick Coupling (Reflects Optional Equipment) Female Quick Coupling (Reflects Optional Equipment) Adapter Fitting Hose Assembly Edge Trim Capscrew Flatwasher Locknut Not Used Pipe Plug Adapter Fitting Adapter Fitting Not Used Fitting Tube Clamp Not Used Bolting Pad Not Used Not Used Not Used Not Used Capscrew
57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76. 77. 78. 79. 80. 81. 82. 83. 84. 85. 86. 87. 88. 89. 90. 101. 102. 103. 104. 105. 106. 107. 108. 109. 110. 111. 112. 113. 114. 115. 116. 117. 118.
KEY Lockwasher Flatwasher Capscrew Locknut Hose Assembly Hose Assembly Hose Assembly Not Used Not Used Not Used Cap Cover Not Used Not Used Not Used Hose Assembly Hose Assembly Not Used Not Used Connector Adapter Fitting Adapter Fitting Mounting Clip Adapter Fitting Adapter Fitting Not Used Adapter Fitting Pipe Plug Not Used Nameplate (Grease) Drive Screw Not Used Capscrew Locknut - 100. Reflects Opt. Equipment (Not Necessarily Shown) Cushion Clamp Cushion Clamp Adapter Fitting Cushion Clamp Tie Wrap Tie Wrap Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly
A85984
119. 120. 121. 122. 123. 124. 125. 126. 127. 128. 129. 130. 131. 132. 133. 134. 135. 136. 137. 138. 139. 140. 141. 142. 143. 144. 145. 146. 147. 148. 149. 150. 151. 152. 153. 154. 155. 156. 157. 158. 159. 160. 161. 162. 169. 170. 171. 172. 173. 174. 175.
Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Hose Assembly Adapter Fitting Not Used Hose Assembly Hose Assembly Support Clamp Assembly Pipe Plug Adapter Fitting Not Used Not Used Not Used Vent Valve Support Not Used Relay Not Used Grease Fitting Not Used Pipe Plug Not Used Capscrew Grease Pump Gasket Cable Terminal Terminal Conduit Not Used Terminal Terminal Not Used Pushbutton Switch 168. Not Used Pipe Plug Not Used Not Used Not Used Not Used Not Used Tie Wrap
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FIGURE 1 - AUTOMATIC LUBRICATION SYSTEM (A85984, SHEET 1 OF 10)
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AUTOMATIC LUBRICATION SYSTEM (WITH HYDRAULICALLY DRIVEN ROTARY GREASE PUMP) TROUBLESHOOTING CHART
PROBLEM/ CONDITION
(1) Pump does not run.
POSSIBLE CAUSE
(1) No pressure indicated on system gauge. (a) Closed shut off valve in the supply line. (b) No power to the solenoid valve. (c) Non-operating solenoid valve. (d) System Pressure reducing valve is set too low. (e) Hydraulic fluid supply is insufficient.
CORRECTIVE ACTION
(a) Open the shut off valve. (b) Correct the electrical fault. (c) Replace the solenoid. (d) Test, adjust, repair, or replace the pressure reducing valve. (e) Test the supply pressure and flow of the hydraulic supply. Repair or replace as required.
(2) Pressure is indicated on the system gauge. (a) Close hydraulic fluid outlet line. (b) Flow control valve is fully closed. (c) Pump is stalled due to grease backpressure. (3) Pump is seized or damaged. (2) Pump speeds up or runs erratically. (1) Low level of grease or reservoir is empty. (2) Follower plate is stuck and separated from the grease. (3) Pump piston or check valves are worn. (3) Pump runs, but the output of grease is low. (1) Insufficient hydraulic fluid supply. (a) Check the outlet line for obstruction. Repair or replace as required. (b) Readjust the valve to 3/4 turn open. (c) Test the operation of the vent valve. Repair or replace as required. (3) Disassemble the pump and repair or replace the damaged seized components. (1) Refill reservoir.
(2) Check the follower plate and container for evidence of wear or damage. Repair or replace as required. (3) Disassemble the pump and repair or replace the damaged or worn components. (1) Test the hydraulic supply flow. Adjust the flow control valve to obtain the required flow rate. Repair or replace as required. (2) Increase the system operating pressure by adjusting the pressure reducing valve. (3) Repair or replace as required. (1) Check, repair, or replace as required.
(2) Inlet pressure set too low.
(3) Faulty inlet or discharge check valves. (4) Weepage from the housing cover. (5) Pump becomes noisy. (1) Cup seal or O-ring worn or damaged.
(1) No oil in crankcase.
(1) Add crankcase oil as outlined in the instructions on the hydraulic pump assembly in Section 9 - Options. (2) Disassemble the pump and repair or replace the damaged or worn components. (1) Dismantle, clean, repair or replace as required. Consider installing inlet screen. (2) Check grease supply for contamination. 13751
(2) Worn wrist pin bushing.
(6) Pump does not build pressure.
Foreign material holding lower check assembly open.
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priming the system should it run dry.
NOTE: Do not allow the grease reservoir to run dry.

This could result in damage to lubricated parts on the truck, and will require the automatic lubrication system to be primed. 7. Check the operation and setting of the electric timer setting as follows:
e. After all air is expelled and all plugs are replaced, the pump will build up lubricant pressure and complete its operating cycle. 10. Check that the outlet grease flow from the pump has been regulated to 2500 to 2800 psi (17 240 to 19 305 kPa). If not, pressure reducing valve and flow control valve, respectively, can be readjusted as follows: a. Pressure control valve
NOTES:
1. The electrical timers are mounted in the cab and are accessed through the dash access panel to the right of the steering wheel. 2. These times are typical and may be adjusted for site and environmental differences. a. Set the Off timer for 15 minutes. b. Set the On timer to 1 minute. c. Mark the timers and knobs to indicate the settings made. 8. Inspect each injector for the correct discharge adjustment. To adjust an injector for the desired discharge rate, proceed as outlined in the instructions in Section 9 - Options. 9. If it has been determined that there is air in the lines, the air should be removed from the system. Once the air has been removed, the cause should be determined. (1) Loosen the locknut on the valve by turning counter-clockwise. (2) Rotate the valve stem counter-clockwise until it no longer turns.
NOTE: The valve stem will unscrew until it reaches the

stop. It will not come off. This is the minimum pressured setting. (3) Turn the Master and Battery Isolation switches. Temporarily adjust the timers to allow the system to operate and the pump stalls against the pressure. (4) Rotate the valve stem clockwise until the grease pressure is 2500 to 2800 psi (17 240 to 19 305 kPa) and the system cycles. (5) Cause the system to cycle again and verify the operating pressure. (6) When the adjustment is complete, turn the locknut on the valve stem clockwise to secure. b. Flow control valve (1) Loosen the locknut on the flow control valve by turning counter-clockwise. (2) Adjust the flow rate by turning the valve stem clockwise to reduce the flow and counter-clockwise to increase the flow.
NOTE: Air in the supply and feed lines (injector to bearing) can be a major cause of the lubrication system not to operate properly. Air pockets in the lubricant will prevent the pump from building up lubricant pressure.
Entrapped air may be removed from the system as follows: a. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. b. Remove the plug from the tee or injector manifold closest to the pump. c. Start the pump. d. When grease flows freely from the plug opening, stop the pump and replace the plug. Repeat this procedure on the next tee or manifold downstream from the pump, and progressively work to the last and longest supply line run.
NOTES:
1. There are approximately 2-1/2 turns from the fully opened to the fully closed positions. 2. A typical initial setting is midway, approximately 1-1/4 from the ends of the travel. 3. The valve stem will not come out when fully open as there is a stop in this position. (3) When the adjustment is complete, turn the locknut on the valve stem clockwise to secure.
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When components require replacement, shut off hydraulic pressure to the system, and make sure the trucks Master Switch is Off before doing any work. If a component tubing or hose is removed, the system may have to be primed manually.
NOTE: When installing the cover on the reservoir:

1. Apply RTV Sealant to both sides of the gasket. 2. Install the capscrews from the bottom side of the lid. Coat the threads with Loctite 242 (or equivalent) and tighten to 6 ft-lb (8 Nm). Do not over tighten as this may distort the gasket.
SERVICE
Servicing of the grease pump and injector assemblies is outlined in their separate instructions contained in Section 9 - Options.
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CIRCULATING ENGINE OIL SUPPLY SYSTEM

The complete system consists of the following parts: 1. The tank package, includes a supply tank with a relief valve, pumping unit, filter, filler, and associated hardware. Different versions of the tank may be horizontally or vertically mounted on the main frame or superstructure, as required by the installation. 2. The sump adapter, includes the withdrawal tube through which the oil is drawn from the crankcase, connecting the withdrawal hose line to the pumping unit. 3. The LED monitor, mounted on the pumping unit, provides a method of monitoring system operation. 4. Withdrawal and return hoses, connecting the engine crankcase and the respective pumping units. 5. The oil pressure switch, mounted on the engine, to allow the system to operate only when the engine is actually operating. 1. To expand (typically nearly double) the volume of oil in the system. This normally allows the oil to operate at a cooler temperature and to extend the operational time between normal oil changes if allowed by the engine manufacturers normal procedures. 2. Assist in maintaining the proper operating oil level in the engine crankcase or sump and to provide a method of checking this level without removing dipsticks.
NOTE: Even with the system operating, it is recommended that the oil level in the crankcase be physically checked by the appropriate means on a regular basis.
The oil is circulated between the engine crankcase and the supply tank by two 24 Vdc driven pumps in a single pumping unit. Pump 1 draws the oil from the crankcase at a preset control point. Any oil above this point is withdrawn from the crankcase and is transferred to the tank. This lowers the level in the crankcase until air is drawn into the system. The air reaching the pumping unit activates Pump 2, which returns the oil from the tank to the crankcase and raise the crankcase level until air is no longer drawn by
The extended service system has two primary functions:
FIGURE 1 - SYSTEM OPERATION (13645)
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Pump 1. Pump 2 then stops operating. The running level is adjusted continuously at the control point by alternating between withdrawal and return oil at the crankcase. Pump operation is constantly monitored by a LED monitoring system. The monitor signals the operating state of the supply system by responding to the state of Pump 2. 1. When only Pump 1 is running, the signal output to Pump 2 is steady. This indicates that the crankcase running oil level is above the preset control point and is being drawn down by Pump 1. 2. Regular pulsation of the LED indicates that the crankcase running level is low and that Pump 2 is delivering oil from the supply tank to the crankcase. 3. When the running level is at the control point, either air or oil could be drawn as the system attempts to control an already correct level. In this case, there is frequent alternating between operation and non-operation of Pump 2 and the monitoring signal is irregular pulsing. A normally open pressure switch, preset to close at 4 psi (28 kPa), allows the system to operate only when the engine is actually running.
before placing the vehicle back into service.
NOTES:
1. If the indicator is steady (not pulsing), it indicates that the crankcase oil level is above the preset control point and being drawn down by Pump 1. 2. If the indicator is pulsing regularly, it indicates that the crankcase running oil level is low and Pump 2 is delivering oil from the supply tank.
3. If it is necessary to test the system without the engine running, it may be done as follows: a. Verify that the engine crankcase is filled to the static, or non-operating, full level. b. Verify that the supply tank is filled to approximately 3/4 of its capacity or if so equipped, to the upper sight glass. c. Install a jumper on the oil pressure switch to allow the system to operate without the engine running oil pressure signal. d. Turn on the Master Switch. e. Verify that Pump 1 begins to operate.
NOTES:
1. If there is enough oil in the crankcase, oil should be drawn by Pump 1 to fill the withdrawal line. After the oil has reached the pumping unit, the monitor should give a steady signal. 2. Delivery of Pump 1 can be checked by loosening the outlet fitting until oil appears. When testing is complete, retighten the fitting.
f. Verify the operation of Pump 2 as follows:

Periodic maintenance of the system should include the following: 1. Inspect all components, hosing, and wiring for proper installation and evidence of wear, damage or, leakage. Repair or replace as required.
NOTE: All hoses should be routed to avoid air traps,

sharp edges and excess heat.
2. Check the operation of the system with the engine running as follows: a. Verify that the level of oil in the engine crankcase is at the normal operating level. b. Start the engine and allow to operate at a steady low idle speed for at least one minute. c. Verify that the LED on the monitor pulses irregularly. This indicates that a stable operating level has been reached. If not, determine the cause and correct
NOTE: The normal operation of Pump 2 is controlled by air reaching Pump 1. To properly test statically, this condition is being simulated.
(1) With Pump 1 operating, loosen the withdrawal hose connection. (2) Verify that Pump 2 begins to operate and deliver oil. This may be done by loosening the fittings on the outlet of the pump. g. Retighten all fittings loosened for testing. h. Remove the jumper wire on the system oil pressure switch.
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4. When changing the engine oil: a. Drain all oil from both the engine crankcase and the supply tank and close all of the drains. b. Change all engine oil filters and the filter element on the pumping unit. c. Refill the crankcase and supply tank with oil to the normal operating levels.

1. Withdrawal tube: a. The open end should be pointed down and away from operating components and known points of oil delivery or turbulence. These irregular conditions could provide incorrect signals to the system and result in improper operation and damage to the system and its components. b. The withdrawal tube should be installed to provide a normal operating or control level of approximately midway between the running High or Full and Low or Add indications on the oil level dipstick or sight glass. c. To change the oil level, it is recommended that the withdrawal tube be trimmed as required. The tube, fittings, and other component should not be bent. 2. Hoses a. All hoses should be routed to avoid unnecessary length and large reverse slope air traps. They should be kept from the proximity to exhausts and other sources of potential heat or damage and possible contact with metal edges or other sources of mechanical damage. b. All hoses should be secured by the appropriate clips, brackets, or ties to avoid excessive movement during normal operation. c. Withdrawal and return sump adapters and hose connections must be securely installed at all times.
NOTE: If the volume of the oil filters is known, extra oil may be added to the crankcase to compensate for their filling during the initial start-up process.
d. Start the engine and allow to idle. e. Verify the normal operation of the circulation system - irregular pulsing of the LED monitor.
NOTES:
1. If the indicators operation is steady, it indicates overfilling of the crankcase (with respect to the preset operating level) and system is lowering the crankcase oil level. 2. If the indicators operation is a regular pulsing, it indicates the crankcase oil level is low and is raising the level. 3. The system will achieve the desired operating level by itself, but oil may need to be added to or removed from the supply tank to prevent an under or over fill condition there.
SERVICE
Normal system servicing is limited to testing as outlined in Maintenance and Adjustment and replacement of components. Additional information includes:
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FIGURE 2 - TYPICAL ENGINE OIL CIRCULATING (EXTENDED SERVICE) SYSTEM (A84809A, SHEET 1 OF 3)
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AUTOMATIC LUBRICATION SYSTEM INJECTORS

The injectors on the automatic lubrication system are the cylindrical assemblies mounted on manifolds at various locations on the truck frame and components.

Periodic maintenance of the injectors should include the following:
OPERATION
The function of the injectors is to meter the flow of grease from the central reservoir and pump assembly to the individual points actually being lubricated. The operation of the injector is in four basic stages.
NOTE: Preventive maintenance should be performed frequently to ensure proper operation of the system. Damage to bearings and other moving components can be avoided.
1. Clean the system components. 2. Inspect the manifolds, injectors, and lubrication lines for evidence of dirt, damage, wear or leaks. Repair or replace as required. 3. Check the mounting hardware for tightness. 4. Inspect each lubricated point for proper lubrication levels. The injector may be adjusted for the correct discharge as follows (as shown in Figure 2): a. Remove the cover cap and loosen the locknut
Stage 1
The injector piston is in its normal or rest position. The discharge chamber is filled with lubricant from the previous cycle. Under the pressure of incoming lubricant, the slide valve is about to open the passage leading to injector.
Stage 2
When the slide valve uncovers the passage, lubricant is admitted to the measuring chamber above the injector piston which forces the lubricant from the discharge chamber through the outlet port to the hose leading to the lubricated item. (3). b. Increase the lubricant flow by turning the adjustment screw (2) out (counterclockwise). Decrease the flow by turning the adjustment screw in (clockwise). c. Tighten the locknut and install the cover cap.
Stage 3
As the injector completes its stroke, it pushes the slide valve past the passage, stopping further admission of lubricant to the passage and measuring chamber. The injector piston and slide valve remain in this position until the lubricant pressure in the supply line is vented (relieved at the pump).
REMOVAL (Figure 2)
The injector manifolds may be removed as follows: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Release all entrapped pressure in the entire automatic lubrication system. 3. Remove the inlet and outlet hoses from all injectors on the manifold. Plug or cap all openings. Label each to aid in installation. 4. Loosen the capscrews and remove the manifold from the mounting surface.
Stage 4
After venting, the injector spring expands, causing the slide valve to move. This results in the passage and discharge chamber being connected by a valve port. Further expansion of the spring cause the piston to move upward, forcing the lubricant in the measuring chamber through the passage and valve port to refill the discharge chamber. The injector is now ready for the next cycle.
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FIGURE 1 - INJECTOR OPERATION
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The individual injectors may be removed from the manifold and service as follows: 1. Place the manifold assembly in a clean work area. 2. While holding the outer body of the injector (8), loosen and remove the adapter bolt (19) and gasket (5) of the desired injector.

1. Place the manifold and injector assembly parts in a clean work area. 2. Install the internal components as shown in Figure 2. 3. Install the piston stop plug (4) with a new gasket (5) on the top of the injector. Tighten to 25 to 30 ft-lbs. (35 to 40 Nm). 4. Install the locknut (3). 5. While holding the outer body of the injector (8), install the adapter bolt (19) and gasket (5) of the desired injector. Tighten to 45 to 50 ft.-lbs. (60 to 65 Nm).
NOTE: Use extra care during the removal process as other internal components may exit with the adapter bolt.
3. Remove the locknut (3). 4. Remove the piston stop plug (4) from the top of the injector.
NOTE: Use extra care during the installation process as internal components may attempt to exit the bottom opening. INSTALLATION (Figure 2)
The injector manifold may be installed as follows: 1. Position the manifold on the mounting surface and secure with the appropriate capscrews and washers. 2. Install the inlet and outlet hoses from all injectors on the manifold. 3. Purge all air from the lines and injectors as outlined in the system procedures in Section 9 - Options. 4. Test the operation of the system and adjust the injector output as outlined in the instructions in Maintenance and Adjustment.
NOTE: Again, use extra care during the removal process as other internal components may exit with the stop plug.
5. Remove all remaining internal components.

The injectors and manifold assemblies may be serviced as follows: 1. Clean all metal parts in solvent and dry with compressed air. Inspect for evidence of wear, damage, or leakage. Repair or replace as required. 2. Inspect all seals for evidence of leakage or damage. If found, repair or replace the items responsible. Replace all seals during the reassembly process.
ASSEMBLY
The individual injectors may be reassembled and installed on the manifold as follows:
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KEY
01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.
Injector Assembly Adjusting Screw Locknut Piston Stop Plug Gasket Washer Viton O-ring Injector Body Assembly Piston Assembly Fitting Assembly Plunger Spring Spring Seat Plunger Viton Packing Inlet Disc Viton Packing Washer Gasket Adapter Bolt Viton Packing Manifold
NOTE: A typical two injector manifold configuration is shown. The one, three and four injector versions are similar.
FIGURE 2 - INJECTOR MANIFOLD ASSEMBLY
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CENTRAL SERVICE SYSTEM

The central service system is a series of hoses and special fittings designed to provide improved service of various fluids on the truck. Typically the quick disconnect or similar fittings are grouped together at a convenient location on the truck, with each fitting serving a specific function. 1. Before working on any portion of the system, park the truck in a SAFE POSITION, securing by means other than the trucks friction brake system. 2. The central service couplings on both the source and the receiver should be cleaned before, and the appropriate plugs or covers installed immediately after each use. 3. The mating fittings should be checked periodically for proper fit and evidence of damage or leakage. Repair or replace as required. 4. The hose assemblies and fittings should be inspected for evidence of kinks, damage, wear, or other problems. Repair or replace as required.
OPERATION
The system may contain any combination of couplings or fittings, typically specified by the customer to match the delivery systems in use at the location. As commonly equipped, the system provides for the filling and/or draining of engine oil and coolant, hydraulic oil, and automatic lubrication system grease. In some applications provisions for fuel filling is also included as is the shop air coupling. Typically each of the couplings is of a different size or type and are distinctly labeled to minimize the chance of improper coupling.
SERVICE
Refer to the appropriate vendors material for more detailed information if required.

Periodic maintenance of the system should include the following:
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FIGURE 1 - CENTRAL SERVICE SYSTEM (TYPICAL)
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FIGURE 1 - CENTRAL SERVICE SYSTEM (TYPICAL) - CONTINUED
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FIGURE 1 - CENTRAL SERVICE SYSTEM (TYPICAL) - CONTINUED
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HYDRAULICALLY OPERATED ROTARY GREASE PUMP

The components included in this part of the automatic lubrication assembly are those mounted on the superstructure, including the grease reservoir and the equipment on and around the top of the assembly. 2. Inspect the pump and related lubrication system components for evidence of dirt, damage, wear or leaks. 3. Clean and inspect the system components. Not any material in or on the inlet strainer (63) if so equipped. 4. Check the mounting hardware for tightness.
OPERATION
The rotary motion of the hydraulic motor drives the pump. This rotary motion is converted to reciprocating motion through an eccentric crank mechanism. The reciprocating action causes the pump cylinder to move up and down. The pump is of positive displacement, double acting design with grease output occurring during both the up and down strokes of the pump. During the down stroke the pump cylinder is extended into the grease. Through the combination of shovel action and vacuum generated in the pump cylinder chamber, the grease is forced into the pump chamber. Simultaneously, grease is discharged through the outlet of the pump. The volume of grease during the intake is twice the amount of grease output during each cycle. During the upstroke, the inlet check function closes, and one half of the grease taken in during the previous stroke is transferred through the outlet check function to the outlet port. An integral pump control manifold is incorporated into the motor to control the input flow and pressure of hydraulic oil that provides the operating power. 5. Verify that all connections are tight, clean and free of leaks. All hoses should be secured firmly without kinks and routed away from all moving parts. 6. At regular intervals, (typically approximately 100 hours), check the fluid level in the pump crankcase as follows: a. Remove pipe plug (45) from the pump housing (46). b. Verify that the oil level is at the center of the pipe plug opening. c. If more oil is needed, add SAE 10W-30 motor oil until it reaches the proper level. Do not overfill.
NOTE: In arctic climate operating conditions, it is recommended that Mobil Aero HFA Low Temperature Hydraulic Fluid (or equivalent) be substituted as the lubricating fluid. d. Install the pipe plug (45) into the pump housing (46). 7. At 500 hour intervals, change the in the pump crankcase as follows: a. Remove pipe plug (45) from the pump housing (46). Allow the oil to drain into an appropriate container. b. Verify that all the oil is out of the crankcase. Remove any remaining by the necessary means. c. Refill with SAE 10W-30 motor oil until it reaches the proper level. Do not overfill. Approximately 10 fluid ounces (300 milliliters) will be required.
TROUBLESHOOTING
The troubleshooting of the components in this portion of the assembly is included in the detailed explanation in the system information in Section 9 - Options.
MAINTENANCE AND ADJUSTMENT (Figure 1)

Periodic maintenance should include the following steps: 1. Park the truck in a SAFE POSITION. It must be secured by means other than the trucks friction brake system.
NOTE: In arctic climate operating conditions, it is recommended that Mobil Aero HFA Low Temperature Hydraulic Fluid (or equivalent) be substituted as the lubricating fluid. d. Install the pipe plug (45) into the pump housing (46).
NOTE: Preventive maintenance should be performed

frequently to ensure proper operation of the system. Damage to bearings and other moving components can be avoided.
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REMOVAL
The grease pump assembly may be removed as follows: 1. Park the truck in SAFE POSITION. It must be secured by means other than the trucks friction brake system. 2. Remove the hardware securing the lid and pump assembly to the top of the reservoir can.
NOTE: Pushing the subassembly up with a wooden or

plastic rod inch (19 mm) O. D. against the check seat housing is typically found to be helpful. 13. Remove the housing tube (55) from the pump housing (46) by inserting the inch (19 mm) rod through the inlet holes on the bottom of the housing tube and unscrewing it. 14. Remove the bronze bearing (51), O-ring (52), and backup washer (53) from the housing tube (55). 15. Remove the crankrod assembly (1 through 8) from the pump by: a. Unscrewing the button head screws (12). b. Pulling out the wrist pin bushings (13). 16. Remove the check seat housing (28) from the reciprocating tube (21).
NOTE: There are a number of variations to the reservoir assembly. See the drawing in the system information in Section 9 - Options for detailed illustrations. 3. Remove the lid and pump assembly.
The grease pump assembly may be disassembled as follows: 1. Remove the four socket head capscrews (33). 2. Carefully separate the manifold (37) from the hydraulic motor assembly (42). Do not pry the components apart. Use extra care not to damage or mar the mating surfaces. 3. Remove the pipe plug (45) and drain the crankcase oil from the pump housing (46). 4. Remove the six self-threading screws (29). 5. Remove the housing cover (30) and the cover gasket (31). 6. If so equipped, remove the inlet strainer (63) from the tube assembly. 7. Remove the retaining ring (57). 8. Pull the shovel plug (56) from the housing tube (55). 9. Remove the two socket head screws (44). 10. Separate the hydraulic motor (42) from the pump housing (46). 11. Remove the two outlet pin nuts (50) from the pump housing (46). 12. Remove the pump subassembly (1 through 28) from the pump housing (46).
NOTE: There is a 3/8-inch Allen head socket in the

throat of the check seat housing to ease removal. 17. Unscrew the wrist pin anchor (14) from the reciprocating tube (21). 18. Pull the plunger assembly (9 through 20) from the reciprocating tube (21). 19. Using a inch (12 mm) wooden or plastic rod, push the cup seal (22) and the pump cylinder (24) from the reciprocating tube (21). 20. Remove the pump plunger (20) from the plunger link rod (17).
NOTE: A spanner wrench (for 3/8-inch diameter tube

with 1/8-inch pins) that uses the holes in the pump plunger is required. 21. Unscrew the plunger link rod (17) from the plunger tube (11). 22. Slide off the cup seal (16), the back-up washer (15), and the wrist pin anchor (14). 23. Unscrew the plunger tube (11) from the outlet pin (9). 24. To dismantle crank rod assembly (1 through 8), remove the flathead screws (1) and the inner and outer weights (2 and 3).
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25. Remove the retaining rings (6).

the wrist pin anchor (14). 6. After coating the threads with Loctite 242 (or equivalent), install the plunger link rod (17) onto the plunger tube (11). Torque to 100 to 110 inch-lb (11 to 12 Nm). 7. After coating the threads with Loctite 242 (or equivalent), install the pump plunger (20) onto the plunger link rod (17). Torque to 100 to 110 inch-lb (11 to 12 Nm).
26. Press the crank eccentric (7) out of the ball bearing (8).
NOTE: Be sure to support the ball bearing (8) on the

inner race to prevent damage.

The disassembled pump may be serviced as follows: 1. Clean all metal parts in solvent and dry with compressed air. Inspect for evidence of wear, damage, or leakage. Repair or replace as required. 2. Inspect all seals and gaskets for evidence of leakage or damage. If found, repair or replace the items responsible. Replace all seals during the reassembly process.
NOTE: A spanner wrench (for 3/8-inch diameter tube

with 1/8-inch pins) that uses the holes in the pump plunger is required. 8. Using a inch (12 mm) wooden or plastic rod, push the cup seal (22) and the pump cylinder (24) onto the reciprocating tube (21). 9. Install the plunger assembly (9 through 20) into the reciprocating tube (21). 10. After coating the threads with Loctite 242 (or equivalent), install the wrist pin anchor (14) into the reciprocating tube (21). Torque to 20 to 25 ft-lb (27 to 34 Nm). 11. Install the check seat housing (28) into the reciprocating tube (21). 12. Install the crankrod assembly (1 through 8) from the pump by installing the: a. Wrist pin bushings (13). b. Button head screws (12), after coating the threads with Loctite 242 (or equivalent). Torque to 100 to 110 inchlb (11 to 12 Nm). 13. Install the bronze bearing (51), O-ring (52), and backup washer (53) into the housing tube (55). 14. Install the pump subassembly (1 through 28) into the pump housing (46).
ASSEMBLY (Figure 1)
The grease pump assembly may be assembled as follows:
IMPORTANT:
1. Start all fasteners by hand to avoid stripped threads during the assembly process. 2. Use Loctite 242 (or equivalent) on all torqued threaded connections. Extreme care must be exercised to prevent excess compound from flowing into critical areas such as clearance fits, ball checks, etc. Allow a minimum of 30 minutes of cure time before operating the pump. 3. Prior to assembly, verify that all components are clean and free of damage, high spots, or burrs. Coat all items and bores with hydraulic oil compatible with that in the trucks hydraulic system 1. Press the crank eccentric (7) into the ball bearing (8).
NOTE: Be sure to support the ball bearing (8) on the

inner race to prevent damage. 2. Install the retaining rings (6). 3. To assemble the crank rod assembly (1 through 8), install the flathead screws (1) and the inner and outer weights (2 and 3). 4. After coating the threads with Loctite 242 (or equivalent), install the plunger tube (11) onto the outlet pin (9). Torque to 100 to 110 inch-lb (11 to 12 Nm). 5. Install the cup seal (16), the back-up washer (15), and
NOTE: Pushing the subassembly up with a wooden or

plastic rod inch (19 mm) O. D. against the check seat housing is typically found to be helpful. 15. After coating the threads with Loctite 242 (or equivalent), install the housing tube (55) from the pump housing (46) by inserting the inch (19 mm) rod through the inlet holes on the bottom of the housing tube and tightening it. Torque to 20 to 25 ft-lb (27 to 34 Nm). 16. After coating the threads with Loctite 242 (or equivalent), install the two outlet pin nuts (50) into the pump
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FIGURE 1 - HYDRAULICALLY OPERATED GREASE PUMP (56341)
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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.
Flathead Screw Outer Weight Inner Weight Retainer Ring Crankrod Retaining Ring Crank Eccentric Ball Bearing Outlet Pin O-ring (Nitrile) Plunger Tube Button Head Screw Wrist Pin Bushing Wrist Pin Anchor Back-up Washer Cup Seal (Polyurethane) Plunger Link Rod Spring Ball Pump Plunger Reciprocating Tube
22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42.
KEY Cup Seal O-ring (Polyurethane) Pump Cylinder Ball Cage Ball O-ring (Nitrile) Check Seat Self Threading Screw (#8-1/2) Housing Cover Cover Gasket (Nitrile) Pressure Gauge Socket Head Screw Solenoid Valve Cartridge Solenoid Valve Coil (24 Vdc) Solenoid Connector Manifold Pressure Reducing Valve Flow Control Valve O-ring (Nitrile) Motor Gasket Hydraulic Motor
56341
43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63.
Washer Socket Head Screw Pipe Plug Pump Housing Back-up Ring (Nitrile) O-ring (Nitrile) O-ring (Nitrile) Outlet Pin Nut Bronze Bearing O-ring (Nitrile) Back-up Washer O-ring (Nitrile) Housing Tube Shovel Plug Retaining Ring Seal Kit Seal Kit Seal Kit Orifice Fitting Gaskets Inlet strainer
housing (46). Torque to 30 to 35 ft-lb (41 to 47 Nm). 17. Install the hydraulic motor (42) onto the pump housing (46). 18. Install the two socket head screws (44). 19. Install the shovel plug (56) onto the housing tube (55). 20. Install the retaining ring (57). 21. If so equipped, install and the inlet strainer (63) onto the housing assembly. Secure with the setscrew. 22. Install the housing cover (30) with the cover gasket (31). 23. Install the six self-threading screws (29). 24. Refill the pump crankcase with SAE 10W30 oil as outlined in the instructions in Maintenance and Adjustment.
assembly (42). Use extra care not to damage or mar the mating surfaces. 27. Install the four socket head capscrews (33).
INSTALLATION
The pump assembly may be installed as follows: 1. Install the lid and pump assembly onto the top of the reservoir can.
NOTE: There are a number of variations to the reservoir assembly. See the drawing in the system information in Section 9 - Options for detailed illustrations. 2. Secure lid with the appropriate hardware for the application. 3. Refill the reservoir as required with the appropriate grease. 4. Purge all air from the pump and remainder of the system as outlined in the instruction on Maintenance and Adjustment in the information on the system in Section 9 - Options. 5. Test the operation of the system as outlined in the instruction on the system in Section 9 - Options.
NOTE: In arctic climate operating conditions, it is recommended that Mobil Aero HFA Low Temperature Hydraulic Fluid (or equivalent) be substituted as the lubricating fluid. 25. Install the pipe plug (45). 26. Carefully install the manifold (37) to the hydraulic motor
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Section 10. Miscellaneous
UNIT RIG
PREVENTIVE MAINTENANCE SCHEDULE ELECTRICAL DRIVE SYSTEM

GENERAL
Preventive maintenance is the systematic approach to keeping the trucks and related systems and components in good operating condition. Proper implementation of a preventive maintenance program should result in improvements in component life, optimum performance, and maximum availability through reduced, unscheduled downtime and repair. Records of all maintenance should be kept. Information such as the condition of components, brush lengths, components changed or serviced, etc. should be included. Good information can be useful in preventing problems and in troubleshooting improper operation of a system. It should be noted that the Preventive Maintenance Table included here does not include all of the components in the system. However, the entire system should be checked at intervals based on the operating conditions of the mine. The Pre-Operational Inspection outlined in the Operators and Mechanical Manuals should be performed as it is part of a good preventive maintenance program. Some of the components in the items columns are optional equipment. They are included to cover the trucks so equipped. The hour intervals shown in the Table reflects the maximum hours that preventive maintenance on any part should be performed. The individual mine operating and environmental conditions may require more frequent inspection and service. For successful truck operation the mine should provide: 1. Knowledgeable workers and supervision. 2. Adequate maintenance facilities, tools, shop supplies, and proper parts. 3. Lubricating oil and greases equal or superior to those specified. 4. Inspection and maintenance to a regular planned schedule with adequate records kept. When servicing: 1. Never mix lubricants of different brands or grades. 2. Never overfill lubricants - too much lubricant can be as harmful as too little. 3. Clean equipment covers before removal for maintenance to prevent the ingress of contamination. 4. Use only clean containers to handle lubricants. 5. After servicing, it is recommended that the truck be operated for at least 30 minutes, unloaded and at low speeds (10 mph (16 km/hr)) or less. The following equipment contains sealed bearings that do not require additional lubrication until the component is overhauled: 1. Wheelmotors 2. Alternator 3. Retarding grid blower motors
All checks and inspections should be made with the truck parked in a SAFE POSITON and secured by means other than the trucks friction brake system. Also, the trucks engine and battery power should be off except where indicated and required.
When performing any of the inspections, extra care must be taken to prevent the ingress of contamination into the gear case or interior or any of the components.
When welding on the truck: 1. Connect the welding ground as close as possible to the area being welded. Normally this is directly connected to the part being welded. 2. Never connect the welding ground so that the current will pass through the bearings or electrical components of any rotating equipment. 3. Do not pull any cards or remove panel connections. This practice puts unnecessary cycles on connector pins, and may cause loose or dirty pins. These could cause control system problems.
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Lethal voltages may be present. Before working on the truck and any of the propulsion or retarding systems or components, always: 1. Turn off and remove the key from the Master Switch and install an appropriate Safety or Lock-out Tag. 2. Turn the battery isolation switch off, lock out as required, and install an appropriate Safety or Lock-out Tag. 3. Move the Control Power Switch (CPS) to the Off position. 4. Move the Generator Field Cut-out (GFCO) switch located in the Operator interface Panel in the electrical control systems Main Control Cabinet to the Cut-out position and install an appropriate Safety or Lock-out Tag. 5. Verify that all of the lights on either Capacitor Charge Indicating Light Panel (CCL1 or CCL2) are off. Failure to comply with these procedures may result in electrocution or death.
UNIT RIG ELECTRICAL PREVENTIVE MAINTENANCE SCHEDULE

RECOMMENDED MINIMUM SERVICE FREQUENCY FOR G.E. 240 TON AC SYSTEM LEVEL 1 Operator Shift/Daily L-1 LEVEL 2 250 HOURS L-2 LEVEL 3 500 HOURS L-3 LEVEL 4 1,000 HOURS L-4 LEVEL 5 3,000 HOURS L-5 LEVEL 6 5,000 HOURS L-6 LEVEL 7 @ Tire Change Int. L-7
PERFORM DURING (PREFERABLY @ THE BEGINNING OF) EACH OPERATOR'S SHIFT. PERFORM EACH 250 HOURS OF OPERATION. INCLUDES LEVEL L-1. PERFORM EACH 500 HOURS OF OPERATION. INCLUDES LEVELS L-1 AND L-2. PERFORM EACH 1,000 HOURS OF OPERATION. INCLUDES LEVELS L-1, L-2 AND L-3. PERFORM EACH 3,000 HOURS OF OPERATION. INCLUDES LEVELS L-1, L-2, L-3 AND L-4. PERFORM EACH 5,000 HOURS OF OPERATION. INCLUDES LEVELS L-1, L-2, L-3, L-4 AND L-5. PERFORM WHENEVER THE DUAL TIRES ARE REMOVED FROM THE MOTOR, EASING ACCESS TO THE AREAS REQUIRED. L-2
L-3
L-4
L-5
L-6
L-7
PERFORM PREVIOUS INTERVAL ITEMS AT MULTIPLES OF THE ORIGINAL RECOMMENDATION. FOR EXAMPLE, AT 500 HOURS (LEVEL L-3) OF OPERATION, ALSO PERFORM THOSE ITEMS LISTED UNDER SHIFT INSPECTION (LEVEL L-1) AND 250 HOURS INSPECTION (LEVEL L-2) ETC. 13828
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ELECTRICAL PREVENTIVE MAINTENANCE SCHEDULE L-1

LEVEL 1 TRUCK MODEL GE 240 TON AC, S/N #_______________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT BEGINNING OF EACH OPERATOR'S SHIFT. AXLEBOX/WHEELMOTOR AREA 1. 2. Visually inspect the planetary gear box area for evidence of damage or leakage. Using the dipstick or other appropriate means, check the level of oil in each of the gearboxes. While the cap is removed, check the condition of the sealing gasket. Add the appropriate fluid as necessary. Visually inspect the remainder of the wheelmotor for evidence of leakage or damage. This includes: a. Mud or stone build up. b. Damage to the hubcap or restriction to the air outlets.
3.
TRACTION ALTERNATOR AREA 1. Visually inspect the covers, gaskets, and ductwork for evidence of leakage or damage.
RETARDING GRID BOX AREA 1. Visually inspect the covers and components for evidence of damage.
CONTROL BOX AREA 1. Visually inspect the covers, gaskets and ductwork for evidence of leakage or damage. 13829
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LEVEL 2 TRUCK MODEL GE 240 TON AC, S/N #_______________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 250 HOUR INTERVALS TRACTION ALTERNATOR AREA 1. Check each brush for proper length, condition, and freedom of movement. Record the length and condition for future reference. NOTE: Any brushes worn to near the minimum operating length, or with chipping, broken or eroded carbon, or other damage or with loose or frayed pigtail should be replaced immediately. 2. 3. 4. Check the condition of the brush holder, its spacing and brush spring tension. Check the speed sensor cable connection for tightness and evidence of contamination or damage, particularly the pins. Check the condition of the collector rings as follows: a. Using the appropriate tools and procedures, blow out the area with clean, dry air (70 psi (485 kPa)) maximum. b. Wipe the area inside clean, including the drain holes. NOTE: When cleaning electrically insulated parts, use a quick drying cleaner which will not leave an oily deposit. Dip a clean, lint free cloth into the cleaner and wipe off the part. Do not dip any insulating material into the cleaner. c. Check the insulation between collector rings for evidence of physical damage. d. Check the collector ring surfaces for physical signs of damage or distress. CONTROL BOX AREA 1. Remove all foreign material from the interior of the control box by vacuuming. NOTE: The use of compressed air to remove the materials is not recommended as it may cause the material to migrate into other areas and components that could adversely affect their operation and service life. Check all air intakes and exhaust ports for evidence of blockage. Check all electrical connections for tightness and damage, particularly that caused by arcing and/or loose connections. Check the condition of the contactors, interlocks, and relays for tip wear, burning, breakage, over-travel, tip pressure. Check the shunts for fraying, breakage, or discoloration. Check the condition of the contactor arc chutes. Check the cabinet doors and seals for proper operation. Check the cabinet covers and components for loose or missing hardware. 13830
2. 3. 4. 5. 6. 7. 8.
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LEVEL 3 TRUCK MODEL GE 240 TON AC, S/N #_______________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 500 HOUR INTERVALS AXLEBOX/WHEELMOTOR AREA 1. Using the appropriate equipment and techniques, take sample of the lubricant from the gear sump and have it analyzed for oil condition and contamination. Remove, inspect and clean the gear case fill magnetic plugs on the sun pinion cover, noting all material that they have collected. Check all cable connections for tightness and evidence of discoloration or other damage. Check the speed sensor cable connection for tightness and evidence of contamination or damage, particularly the pins. Check the axlebox door to be in good repair. Closely inspect the seal's ability to form a good tight air seal. Visually inspect the condition of the sump breather filters and related hoses. They should be free of leakage, obstruction, or accumulations of oil or other contaminants. Clean, replace, or repair as required.
2. 3. 4. 5. 6.
RETARDING GRID BOX AREA 1. 2. 3. 4. Check the brushes for proper length, condition, and freedom of movement. Record the brush length for future reference. Check the brush holders for proper installation and condition, spacing, and spring tension. Visually check the relative condition of the armature and field coils for proper film, cracks, or evidence of damage. Check all electrical connections for tightness and damage, particularly that caused by arcing and/or loose connections. Check for deterioration, especially that which may be caused by high heat or chaffing. Check the grid resistors and elements for secure installation, evidence of damage including shorts, overheated or buckled components, cracked insulators, or other like damage. Using the appropriate tools and procedures, blow out the area and components with clean, dry air (70 psi (485 kPa)) maximum. Mechanically remove any caked on material or debris.
5.
6.
CONTROL BOX AREA 1. Review all event codes stored in the system using the D.I.D. panel or the Portable Test Unit (Laptop Computer). Make the appropriate changes and repairs indicated by the codes found. 13831
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LEVEL 4 TRUCK MODEL GE 240 TON AC, S/N #_______________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 1,000 HOUR INTERVALS ALTERNATOR 1. 2. 3. Check the air inlet screen. Verify that it is free of obstructions and foreign objects. Check the brush rings and field leads for evidence of cracked, frayed, or damaged insulation. Check the field coil connection strap insulation for evidence of cracks or other physical damage.
VEHICLE OPERATION TESTS 1. 2. Check the battery voltage and supply system. Adjust or repair as required. Verify operation of the systems' propulsion and retarding systems as outlined in the Vehicle Test Procedures. 13832

LEVEL 5 TRUCK MODEL GE 240 TON AC, S/N #_______________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 3,000 HOUR INTERVALS AXLEBOX/WHEELMOTOR AREA 1. Change the oil in the gear case. NOTE: Change the oil after the first 500 hours of operation of a new or rebuilt wheelmotor. After that, change at the 3,000-hour intervals. The 3,000-hour interval is the maximum. More frequent oil changes may be required, depending upon individual mine or component conditions. An oil sampling and monitoring program should be used in making these determinations. 13833
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LEVEL 6 TRUCK MODEL GE 240 TON AC, S/N #_______________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 5,000 HOUR INTERVALS AXLEBOX/WHEELMOTOR AREA 1. Inspect the condition and wear of the sun pinion gear in each wheelmotor. 13834

LEVEL 7 TRUCK MODEL GE 240 TON AC, S/N #_______________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT TIRE CHANGE HOUR INTERVALS AXLEBOX/WHEELMOTOR AREA 1. Verify that all exposed bolts are tight. 13835
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RECOMMENDED JACKING AND SUPPORT POINTS
RECOMMENDED JACKING AND SUPPORT POINTS

The recommended jacking and support points on a truck provide a means of lifting the truck and related components to allow effective servicing. 2. Parked in a SAFE POSITION. It must be secured by means other than the trucks friction brake system. 3. Empty of any payload with the dump body fully resting on the main frame. If this is not possible, the dump body must be completely secured to prevent unwanted movement in any direction. Prior to jacking, the support equipment should be: 1. Inspected and verified to be of sufficient capacity and in general good repair condition to properly lift and support the weight involved. 2. Securely located on a solid, flat surface, capable of supporting the weights involved.
OPERATION (Figure1)
There are two basic sets of jacking and support points at the front and rear of the truck. One set incorporates points on the front beam axle assembly and the axlebox. The other set is on members of the main frame assembly.

Prior to beginning jacking, the truck should be: 1. Located in a clear, flat area that will allow access from all sides and angles.
KEY 01. 02. 03. 04. 05. Under the lower plate on the front axle beam, just inside the link attachment bracket On the reinforced flat surface on the bottom of the main frame assembly, near the front edge of the front tires On the reinforcing plate material on the lower rear main frame crossmember. On the bottom of the axlebox lower suspension mounting bracket On trucks equipped with the available jack pad, skid plate assembly, on the flat jacking surface on the bottom of the axlebox, below the suspension lower pointing bracket. FIGURE 1 - RECOMMENDED JACKING AND SUPPORT POINTS
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KEY 01. 02. 03. 04. 05. Under the lower plate on the front axle beam, just inside the link attachment bracket On the reinforced flat surface on the bottom of the main frame assembly, near the front edge of the front tires On the reinforcing plate material on the lower rear main frame crossmember. On the bottom of the axlebox lower suspension mounting bracket On trucks equipped with the available jack pad, skid plate assembly, on the flat jacking surface on the bottom of the axlebox, below the suspension lower pointing bracket. FIGURE 1 - RECOMMENDED JACKING AND SUPPORT POINTS (CONTINUED)
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RECOMMENDED LUBRICANTS AND FLUIDS MT 4000AC, MT 4400, AND MT 4400AC

GENERAL
The items listed here are a compilation of the recommended lubricants and fluids used in specified operating conditions for the listed equipment. Brand names listed are for reference only and do not necessarily constitute an endorsement of the particular product. For detailed recommendations for specific applications, contact your suppliers or your TEREX|UNIT RIG Representative. 2. For operation in arctic environments, a synthetic CE/ SF engine oil with adequate low temperature properties such as a 5W-30 is recommended. 3. At other times during the year, other oils may be recommended to maintain proper operation and engine lubrication. 4. A non-synthetic, petroleum based 15W-40 is recommended for break in periods and when operating in the non-arctic temperatures. b. Engine coolant (1) Capacity:
NOTE: These recommendations are subject to change

without notice.
LUBRICANTS 1. Engine NOTE: These listed items are typical and for reference
only. Actual fluid recommendations will vary with a number of factors including engine, duty cycle, fuel content and consumption, lubricant/fluid used, etc. See the appropriate engine manufacturers instructions and directions for detailed information and specifications, or contact your engine or TEREX|UNIT RIG Representative. a. Engine crankcase oil (1) Capacity: (a) DDC 4000 (2700 hp (2 015 kW)) 66 gallons (250 liters) (b) Cummins QSK 60 (2700 hp (2 015 kW)) 72 gallons (273 liters) (2) Recommend service intervals: (a) Sample: Typically 250 hours. See engine manufacturers recommendations. (b) Change: See engine manufacturers recommendations. (3) Recommended fluid: (a) 15W-40 Category 2 Engine Oil (for extended change intervals) that meets current DDC and Cummins criteria.
(a) DDC 4000 Engine (2700 hp (2 015 kW))/ Wabtec radiator: 160 gallons (605 liters) (b) Cummins QSK 60 Engine (2700 hp (2 015 kW))/Wabtec radiator: 150 gallons (568 liters) (2) Recommended service interval: (a) Sample: See engine manufacturers recommendations. (b) Change: See engine manufacturers recommendations. (3) Recommended fluid: (a) Ethylene glycol based antifreeze that does not require a precharge of supplemental coolant additives to be added before use in heavy duty diesel engines. It is to meet TCM RP-329 (ASTM D6210) with cavitation corrosion additive type A.
NOTES:
1. A mixture of 50% ethylene glycol and 50% water is recommended in normal climates. It may be used year round. 2. A mixture of 67% ethylene glycol and 33% water is recommended in arctic climates. It may be used year round. It is the maximum recommended mixture. (b) When mixed 50/50 with water, it is to have the following corrosion inhibitor chemistry: Boron Nitrites Nitrates Silicon Phosphates Acidity (pH) 125 500 ppm 800 2400 ppm 200 750 ppm 50 250 ppm 0 ppm 8.0 11
NOTES:
1. This is the typical oil requirement. Manufacturer, site, and operating environmental considerations may cause alternative oils to be required.
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The water used with this antifreeze must meet the following requirements: Chlorides 40 ppm (maximum) Sulfates 100 ppm (maximum) Total dissolved solids 340 ppm Total hardness 170 ppm (maximum) (Magnesium and Calcium)
(a) Complete System Fill: 252 gallons (953 liters)
NOTE: This quantity represents an initial system fill.

The actual volume required when draining and refilling the system will be somewhat less, depending upon the amount drained from various components. (2) Recommended service intervals:
2. Front wheel bearing

a. Grease lubricant (1) Capacity: 5.3 gallons (20 liters) or 40 lb (18 kg) each (2) Recommended service intervals: (a) Petroleum based anti-wear hydraulic oil (a) Sample: As required (b) Change/repack: 5,000 hours (3) Recommended lubricant specifications: Synthetic grease, SHC 460 or equivalent b. Oil lubricant (1) Capacity: 3.3 gallons (13 liters) each (2) Recommended service intervals (a) Sample: 500 hours (b) Change: 2,500 hours (or when indicated by sampling) (3) Recommended lubricant specifications: Synthetic lubricant (ambient temperatures listed). (a) -67o F to 59o F (-55o C to 15o C): SHC 150 or equivalent (b) -35o F to 77o F (-37o C to 25o C): SHC 220 or equivalent (c) -29o F to 95o F (-34o C to 35o C): SHC 320 or equivalent (d) -20o F to 104o F (-29o C to 40o C) SHC 460 or equivalent (e) -9o F to 122o F (-23o C to 50o C) SHC 680 or equivalent (a) Sample: 500 hours (b) Change: [1] Filters: 500 hours [2] Oil: 5,000 hours (3) Recommended fluid:
NOTE: Must be approved for use with Mannesmann

Rexroth axial pump units. (b) The recommended viscosity varies with fluids operating temperature range, which may not directly correspond with the ambient temperature. See Figure 1 Selecting Hydraulic Fluid Viscosity for the proper recommendation. (c) Standard viscosities include: [1] VG 22 [2] VG 32 [3] VG 46 [4] VG 68 [5] VG 100 tures Arctic conditions Winter conditions Summer conditions Tropical conditions Excessively high tempera-
NOTES:
1. In severe arctic environments, the use of TEREXUNIT RIG Arctic Hydraulic Oil is recommended. It consists of: 70% Mobil 1 Synthetic ATF 30% Mobil Aero HFA Low Temperature Oil 2. During the warmer months of the year, it is recommended that the normal hydraulic oil be used in the system.
3. Hydraulic system
a. Hydraulic fluid
4. Automatic lubrication system

a. Grease pump reservoir Lincoln rotary pump (1) Capacity: 10 fluid ounces (296 ml)
(1) Capacity: (2) Recommended service intervals:
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FIGURE 1 SELECTING HYDRAULIC FLUID VISCOSITY (REXROTH)
(a) Check level: 100 hours (b) Change: 500 hours (3) Recommended fluid:
b. Lubricating chassis grease (1) Capacity: Varies with configuration. (2) Recommended change interval: Not appli-
(a) Non-arctic environments: 10W-30 engine motor oil (b) Arctic conditions: Mobil Aero HFA Low Temperature Hydraulic Oil
cable. (3) Grease Specifications (a) General: Premium Quality EP Grease that meets the following specifications:
NOTE: May be used all year. 09/30/2004 M1853 3
Property Base Oil Viscosity @ 40o C (104o F) Base Oil Viscosity @ 100o C (212o F) Worked Penetration, 60 Stokes @ 25o C (77o F) Dropping Point Water washout at 175o F (80o C) 4-Ball Wear Scar Diameter 4-Ball EP Weld Point Timken OK Load Molybdenum Disulfide Content Molybdenum Particle Size Graphite Content
Test ASTM D 445 ASTM D 445 ASTM D 217 ASTM D 2265 ASTM D 1264 ASTM D 2266 ASTM D 2596 ASTM D 2509
Requirement 320 cSt (minimum) 20 cSt (minimum) 370 mm (maximum) 450o F (232o C) (minimum) 8% of weight (maximum) 0.5 mm (maximum) 400 kg (885 lb) (minimum) 45 lb (20.5 kg) (minimum) 5 6% by weight 5 microns (maximum) None
Minimum Ambient Temperature (Sustained for 48 hours) -30o F to 0o F (-34o C to 18o C) 0o F to 30o F (-18o C to 0o C) Over 30o F (0o C)
Applicable NLGI Grade 0 1 2
NOTES:
1. For applications in which the ambient temperature is expected to be sustained at less than 30o F (-34o C) for greater than 48 hours and possibly to as low as 73o F (58o C), use TEREX|UNIT RIG Arctic Grease: 80% Mobiltemp SHC 32 20% Mobil 1 Synthetic ATF 2. During the warmer months of the year, it is recommended that the normal chassis grease be used in the system.
NOTES:
1. The arctic fluid should have the properties: ISO 46 viscosity grade -70o F (-55o C) pour point PAO synthetic May be used with common seals 2. May be used all year.
6. Wheelmotor GE 787 or GEB 25

a. Gearcase oil (1) Capacity: 10.5 gallons (39.8 liters)
5. Suspensions Front and rear (Operating Fluid)

a. Capacity: (1) Front: (2) Rear: 9.7 gallons (36.7 liters) 8.9 gallons (33.7 liters)
NOTE: The use of synthetic lubricants is recommended

for all applications. See the appropriate General Electric information for detailed fluid requirements at each of the listed operating temperature ranges and related service information. (2) Recommended service intervals: (a) Sample: 500 hours (b) Change: (maximum) [1] GEB 25: 3,000 hours [2] GE 787: 3,000 hours
b. Recommended change interval: Not normally required. Change when the assembly is drained for service. c. Recommended fluid specifications (1) Non-arctic ambient temperatures Good quality 10W hydraulic oil or automatic transmission fluid (Conoco Power Trans III (or equivalent)) (2) Arctic ambient temperatures Synthetic hydraulic oil or automatic transmission fluid (Conoco Syncon Synthetic R & O (or equivalent))
NOTES:
1. This represents the maximum number of hours between oil changes. More frequent oil change intervals may be required, depending upon individual mine and wheelmotor conditions. An oil monitoring or sampling program should begin with a base line at the oil change and proceed throughout the operating interval, with any
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early changes dictated by information derived from this system. For more detailed information, see the detailed information in the appropriate General Electric publication. 2. On new or newly overhauled wheelmotors, it is recommend that the oil be changed after the first 500 hours of operation then at the 3,000 hour intervals or when indicated by sampling. 3. Since synthetic oils may be filtered for reuse rather than discarded, they may be monitored to determine whether or not filtering is required, through a particle analysis process. GE recommends an ISO Cleanliness Code of 18/13 be used for motorized wheels. Oil that is qualified to be reused must be filtered to 10 microns absolute. For more detailed information, see the detailed information in the appropriate General Electric publication. 4. When the oil is changed or filtered, the magnetic plugs should be removed, inspected, and cleaned.

(3) Recommended fluid specification: Synthetic lubricant (ambient temperatures listed) (a) -67o F to 59o F (-55o C to 15o C): SHC 150 or equivalent (b) -35o F to 77o F (-37o C to 25o C): SHC 220 or equivalent (c) -29o F to 95o F (-34o C to 35o C): SHC 320 or equivalent (d) -20o F to 104o F (-29o C to 40o C): SHC 460 or equivalent (e) -9o F to 122o F (-23o C to 50o C): SHC 680 or equivalent
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COMPONENT WEIGHTS
COMPONENT WEIGHTS
The following represent typical weights for normally serviced truck components. These are representative only and may vary between installations and may change without notice. Care should be given whenever attempting to lift or move these components to prevent personal injury or damage to these or other equipment.
Component
Structure Cab Fuel Tank Bracket Hydraulic Tank Electrical Electrical Control Box Control Panel Contactor GF Contactor P1 Contactor RP Rectifier Retarding Grid Box Assembly Blower Motor Grids Power Package Air Cleaner Assembly Engine Radiator Assembly High Temperature Core Low Temperature Core Traction Alternator
Identification lb
Weight kg
2 721 725 275 305
6,000 1,600 600 675
17FL375/386
5,700 75 35 70 70 60 5,100 950 150
2 585 35 16 30 30 27 2 315 430 70
DDC 16V4000 Cummins Wabtec (Young)
GTA41
275 15,815 16,610 5,100 1,350 1,350 9,000
125 7 175 7 535 2 315 615 615 4 085
Hydraulic System Brake System Accumulator Controller Valve Assembly Manifold Assembly Pedal Valve Assembly Dump System Control Valve Cylinder Pilot Valve Pumps (Double Pump Assembly) Steering System Accumulator Cylinder Flow Amplifier Hand Pump Manifold Manual Power Supply Pump Pump (Rear Section) - Standard
55 10 35 06 310 2,000 10 295 520 300 65 20 35 75 75
25 05 16 03 140 910 05 135 235 135 35 10 16 35 35
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Component
Pneumatic System Not available
Identification lb
Weight kg
Running Gear Front Axle Assembly (with brakes) Spindle Assembly Suspension Assembly - Side charge port Steering Linkage Steering Arms Tie Rod Assembly Wheel Assembly Inner Bearing Outer Bearing Seal Seal Ring Wheel Rear Axle Assembly Axlebox Assembly Suspension Assembly - Side charge ports Wheelmotors (w/o brakes) GE GEB25 Wheelmotor (w brakes) Tire and Rim Assemblies Assemblies 50/80 X 57 tires (Titan rims) Rims 32 X57 (Titan) Tires 50/80 X 57 Brake System Front Bracket Carlisle Rockwell Caliper Carlisle Rockwell Discs Carlisle Rockwell Park Bracket Carlisle Rockwell Caliper Carlisle Rockwell
34,500 1,925 1,900 400 800 190 75 10 40 3,700
15 650 875 860 180 360 80 35 05 18 1 670
14,000 1,750 27,000 28,000
6 350 795 12 245 12 700
11,670 3,400 8, 270
5 290 1 540 3 750
415 400 260 215 315 375
188 180 118 98 145 170
85 75 125 85
38 34 55 40
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Rear Caliper Carlisle Rockwell Disc Carlisle Rockwell
COMPONENT WEIGHTS Identification lb Weight kg
135 155 110 110
61 70 45 45
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FIELD ASSEMBLY INSTRUCTIONS MT 4000AC and MT 4400AC
FIELD ASSEMBLY INSTRUCTIONS MT 4000AC AND MT4400AC

DESCRIPTION
The TEREX|UNIT RIG Haul trucks are too massive to usually be shipped in one piece. Typically, the trucks are sub assembled at the factory assembly sites, then shipped to the mine in a modular form for final assembly and testing. The trucks may be assembled in many ways depending upon many factors including the equipment and manpower available. These instructions focus on what has been found as the most typical assembly process. The remaining versions are but variations on this process.
PREPARATION
Before the components begin arriving at the field assembly site, a plan should be developed for receiving and assembling the trucks. The plan should include several key items: Personnel requirements Hand tool requirements Welding equipment requirements Site requirements Safety requirements
PERSONNEL REQUIREMENTS
A typical assembly crew consists of the following: 1 Lead man - to supervise the crew. Should have heavy equipment experience. 1 or more experienced crane operators (quantity dependent upon equipment requirements and availability). 3 experienced journeyman welders - primarily for dump body assembly and final bracket securing. 3 mechanical/electrical laborers - experienced in heavy component assembly. 1 crew member who is experienced in the installation of electrical, mechanical, and hydraulic/pneumatic components, and well versed in the troubleshooting and testing of them.
TOOL REQUIREMENTS (Minimums)

A Master Mechanics Tool Box with at least the following: Special Tools Adjustable wrenches: 12, 18, and 24 inch (300, 450, and 600 mm) Pipe wenches: Steel: 12 and 18 inch (300 and 450 mm) Aluminum: 24 and 36 inch (600 and 900 mm) Sledge hammers: 8, 12, and 16 lb (3.5, 5.5 and 7 kg) Air impact wrenches: 1/2 Inch drive with 3/8 to 1-1/2 inch sockets 3/4 or 1 inch drive with sockets up to 2-1/2 inches Assortment of line up bars (18 to 24 inches (450 to 600 mm)) Assortment of heavy duty pry bars Torque wrenches: 1/2 inch drive 3/4 or 1 inch drive (500 ft-lb (680 Nm)) Minimum/1000 ft-lb (1 360 Nm) maximum) 18:1 Torque multiplier Welding Equipment 3 300 amp (minimum) dc welding machines with 100 ft (31 m) leads (600 amp dc machines preferred) 2 Carbon air arc attachment 2 Sets cutting/heating torches with assortment of tips
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1 Electrode oven 3 Air chipping hammers 2 Heavy duty grinders with assortment of wheels (Typically 5 to 9 inch (125 to 225 mm)) An assortment of wedges and clamps Lifting Equipment 1 100 ton (90 mt) crane 1 50 ton (45 mt) crane 1 10 ton (9 mt) fork truck/crane 1 Assortment of lifting slings and clevises for above 1 3 ton (3 mt) come-a-longs 1 10 ton (9 mt) port-a-power or jack assembly Support Equipment 1 Set front and rear stands 1 Assorted miscellaneous heavy cribbing (may be used instead of stands also) 1 100 scfm (minimum) portable air supply with adequate long hoses Test Equipment 2 Digital volt-ohmmeters 2 0 - 5000 psi (0 - 35 000 kPa) hydraulic test gauges 1 IBM Windows compatible laptop computer (with GE AC and TEREX|UNIT RIG Weigh System programs) 1 1000 V meggar-ohmmeter
COMPONENT WEIGHTS SHIPPING CONFIGURATION (Typical - including shipping crates)

Main frame assembly Superstructure (standard) Fuel tank Wheelmotors (GEB 25) Front axle assembly Air cleaner assemblies (with brackets) Air Ducts/Ladder Tear down (Miscellaneous parts) Rim sets (per pair) Tires 40R57 46/90R57 50/80R57 lb 113,500 36,500 4,400 29,000 35,000 1,000 2,500 5,000 6,800 7,500 7.650 8,270 kg 51 485 16 560 1 995 13 150 15 875 455 1 135 2 270 3 085 3 400 3 470 3 750
NOTE: These weights are representative only. The actual weight of the tires, rims, and assemblies varies with manufacturer and model.
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COMPONENT INSTALLATION WEIGHTS (Each) NOTE: Crating material removed:

Main frame assembly Superstructure assembly (standard) Fender assemblies Air cleaner assemblies Fuel tank Front axle assembly Tire and rim assemblies With 40R57 With 46/90R57 With 50/80R57 tires Wheelmotor assemblies (each w/brakes) lb 112,000 36,000 1,500 1,000 4,000 34,500 10,900 11,050 11,670 28,000 kg 50 795 17 330 680 500 1 815 15 650 4 950 5 010 5 290 12 700
NOTE: The tire and rim assembly weights are representative only. The actual weight of the tires, rims, and
assemblies varies with manufacturer and model. Dump body varies with size and liners installed. Refer to TEREX|UNIT RIG Service Representative for actual weights.
SITE REQUIREMENTS (Figure 1)

The assembly site should be a clean, dry, relatively flat area with sufficient room to off-load all of the parts around the main frame to minimize later efforts. If more than one truck is to be assembled, arrange the frame locations so that the same tools, equipment, and manpower can be used on them all and they all share easy access to them. Make sure that sufficient room is left to maneuver the cranes and other equipment easily and safely and that no electrical lines or other obstacles are in the working area. Reserve a level part of the area for the assembly, welding, and installation of the dump bodies. Remember to allow adequate room for the bodies to be turned over during the welding process.
assembly of the components in the upside down, horizontal position, typically the configuration in which it is shipped. 1. Prepare a suitable fabrication/assembly area. It must be flat and of sufficient size to set the sections together and later permit the turning and rolling of a complete body. 2. Remove all items tack welded inside of the bed. These are parts that will be used in the field fabrication.
NOTE: The dump body sections must have the same

serial number. 3. Two types of bodies can be welded by this procedure - center split and off-set split. If the body was shipped in a more disassembled (or flat pack) configuration, contact your TEREX|UNIT RIG Service Advisor for supplemental detailed information. 4. Check the weight of fabrications and assure correct crane size and cable sizes are utilized. These weights are most likely found on the bill of lading for the dump body or contact the TEREX|UNIT RIG Service Advisor. 5. Set each half section on concrete/steel or wood cribbing with steel, with the sections facing one another. Weld on the guide bars furnished top and bottom of floor plate, header plate, and canopy.
SAFETY REQUIREMENTS
Always review all mine, local, and other safety requirements and practices with all parties prior to beginning any work. This will minimize any problems that may later occur.
DUMP BODY ASSEMBLY NOTE: The dump bodies for the haulage trucks are
typically fabricated in two or more pieces to facilitate handling and transportation. This procedure will allow
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NOTE: Typically it is found desirable to place pieces

of steel under the points at which the body contacts the supports. The steel in the body will slide more easily on this intermediate steel plate, easing the moving of the sections when pulled together. 6. With the dump body in the inverted position, one side should be positioned into the mating side and all bolts drawn up but not securely tightened. Halves can be pulled together with come-a-longs attached to the inside of the side assemblies. 7. Boards, typically 3 X 12 inch X 4 ft. (75 X 300 mm X 1.2 m), or similar material should be installed under the canopy to reduce the potential for damage during the rollover. Set the remaining parts on wood or steel to ease their movement during assembly. The dump body should slide across the concrete/steel or wood cribbing/ steel for alignment of the halves. 8. Since proper pivot alignment is essential, refer to the dump body assembly print for the proper alignment information.
NOTES: 1. A pivot alignment tube that passes through all four

pivot bosses is required. Typically one is shipped with each truck or dump body order. 2. The bores must be concentric within 1/16 inch (1.5 mm). The above listed tube should be 5.950 inches (151 mm) in diameter and at least 90 inches (2.3 m) in length. 3. Typically the above dimension is 64-1/2 +/- 1/16 inches (1 638 +/- 1.5 mm) from the inside surfaces of the inboard pivot bosses. 9. Pull the sections together to mate the floor sections. Tighten the mating bolts to obtain proper alignment of the V groove in the floor plate. As the mating bolts are tightened, make sure that the pivot boss spacing is maintained and that the alignment tube can be turned by hand in the bosses.
NOTE: Some prying, wedging or dogging could be

required to obtain this alignment. Even light trimming or grinding could be necessary. 10. With the bottom tight and the pivots aligned, start aligning the front plate and the canopy sections.
NOTE: The front plate can have a V groove in either

side, inside or outside. Later versions are positioned more forward and to the outside. Align the plates so that they are level with each other. The canopy plates should be aligned at the same time.
FIGURE 1 - TYPICAL ASSEMBLY SITE
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11. Pull the front section of the canopy into alignment and skip weld to assure alignment.
FIELD ASSEMBLY INSTRUCTIONS MT 4000AC and MT 4400AC NOTES:

1. While welding is in process, make sure that the pivot pin alignment pipe still can be turned by hand. 2. When welding the front plate V groove inside - grind a V, 3/16 inch (4 mm) on the forward side. Weld up this groove completely. Remove the mating bolts and angles as you weld the groove. 3. When welding the canopy, weld the V area or flat bar, as called for on the drawings. Remove the mating bolts and angles as you weld the groove. Weld all vertical welds in the canopy header and grind the welds smooth, except the metal letters or logo (per TEREX|UNIT RIG Engineering or customer request). Complete all bottom welds prior to rolling the dump body over. 18. If equipped with dump body mounted pads, install the pads. Shimming will be done later. 19. Turn the dump body over.
NOTE: If there is a misalignment of the canopy section, this is not uncommon due to handling and tie downs while transporting from fabrication centers to mine sites. This situation can be readily corrected by the use of wedges and similar implements.
12. With the front section of the canopy aligned, tighten the mating bolts on the canopy and front plates, verifying that the plates are all level with one another. 13. With all of the bolts tight, inside and out, recheck the pivot alignment and pivot boss spacing. Make sure that the pivot alignment tube can still be rotated by hand. If the pivot is aligned, install a bar (typically 3/4 X 3 inch (19 X 75 mm) between the inside pivot bosses and tack weld in place (to maintain the minimum inside dimensions).
IMPORTANT: Due to safety implications, it has been

found that turning the body end for end is the safest method. Side to side turning often results in a humping or turtle effect. Also, provision must be made to secure the body as it goes overcenter. D-rings have been installed inside of the floor plate to assist in this form of movement. A four part cable, sized to carry the appropriate weight, is recommended. Two cables are connected at the pivots. Cut two 3 inch (75 mm) pieces of schedule 40 pipe, approximately the length of the two bosses. Place caps on each end of the pipe as a safety precaution, so that the pipes cannot fall out. Proper judgment is required; always consider the safety aspects and maintain complete control of the bodys movement. The cables attached to the D-rings will lift first (protection against damage when in contact with body parts may be required). As the body reaches the effective overcenter point, the pivot mounted cables begin to be loaded and control movement. These are used to lower the body back to the ground. 20. Block the body so that the floor is level and the canopy is also at some degree of level. 21. Verify that all joints to be welded are free of rust, paint, and other contaminants as outlined previously. 22. Weld the V groove in the floor plate. Grinding or air arcing may be required to reach the final desired condition. The bottom weld must be 100% weld. This weld should be kept as flat as possible to the plate surface,
NOTE: On beds with dump body support beams, check

the beams for flatness. 14. After all bolting clips are tightened and proper alignment secured, install a 3 inch (75 mm) standard spreader pipe welded on the inside of the two halves. This will ensure less stress on welds while turning the dump body, plus it will help keep the sides and runner support beams parallel.
NOTE: Typically this is supplied with the first dump

body shipped with a truck order. 15. Welding procedures should be followed as per the instructions on Field Welding in Section 10 - Miscellaneous in this manual. All weld sizes should be that specified on the TEREX|UNIT RIG Assembly Drawings for the particular body as each body is custom built per customers request or requirements.
NOTE: Cold weather welding should be followed after

ambient temperature drops below 50 F or 10 C. 16. All weld areas should be cleaned and free of rust, dirt or paint. The recommended method for cleaning is to burn the paint or use a rotary brush or grinder and clean the metal until it is shiny. 17. Weld the horseshoes on all bolsters as required. Weld the center between the bolsters. Use a grinder to grind a V or use minor air arc cutting.
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particularly if liners are to be installed, but should not be under-welded.
NOTE: Preheat of the weld area maybe required. Consult your TEREX|UNIT RIG representative for further information pertaining to your particular configuration and application. 23. If dump body liners were added at the factory, there should be center wear bars to be added between the liners in the middle of the body between the existing wear plates. Grinding may be required to allow the bars to lay flat against the bottom plate. These beveled seams should be welded at this time.
2. The crane or cranes should be centered and positioned to allow the frame to be safely lifted and moved onto the awaiting supports/cribbing. Do not lift the frame or any other component higher than is required. 3. If more than one truck is being assembled at one time, be sure that the serial numbers correspond to that on the frame assembly. 4. Never lift a wheelmotor by means of a cable around the outside. Always use suitable lifting brackets as identified in the vendor supplied information with the wheelmotors. a. Wheelmotors on the correct side and near the axlebox. b. Front axle assembly properly oriented to the side of where the frame will be set. It should be positioned first to minimize the lifting of the frame and set on stable 12 inch (300 mm) high blocks with a steel cap plate between the blocks and the axle while remaining stable during installation. c. Fuel and hydraulic tanks (hydraulic - driver side, fuel - off drivers side) on the correct side and near the center of the frame. d. Superstructure near the front of the frame (and supported by stands or cribbing to prevent damage to the underside).
NOTE: Preheat of the weld area is required.

24. Grind or air arc out and grind all weld joints made on the canopy and front plate from the opposite side down to good weld to ensure 100% penetration weld. 25. Install the impact cover plate between the canopy and the front plate after the body seam welding is complete. 26. Install the bevel plate at the bottom inside of the center cover plate. 27. Install the rock deflector per drawing specifications. The cab side is considered the primary side and has a standard deflector. 28. Reprimer and paint all welds and other damaged or skinned surfaces to match existing colors. Proper paint should be included in the truck ship kits.
NOTE: Special lifting eyes which mount near the front

and rear corners of the superstructure should be used to lift the assembly. Also, a spreader beam or equivalent is recommended to assist in distributing the lifting force through the assembly. If no spreader beam is available, four cable slings of a minimum of 20 ft (6.5 m) in length, may be used. 4. When unloading the main frame assembly: a. Measure the frame and prepare to locate the appropriate stands or cribbing to support the frame. This is typically done under the front bumper or front lower frame crossmember and at the bottom of the axle box or the dump cylinder lower mounting support assembly.
TRACTOR ASSEMBLY ARRIVAL ON SITE

When the components and boxes of loose parts arrive on site: 1. Immediately check their condition and note any shipping damage. 2. Verify their receipt against the shipping or packing lists. 3. As components are unloaded, place them in the vicinity of their installation point:
NOTE: The stands or cribbing should not extend out

beyond the outside of the frame to interfere in the installation of the remaining components. b. Attach the appropriate cables, clevises and other devices to the front lifting eyes on the frame. Install protective covering where required to prevent the cables from marking or damaging any components it contacts.
NOTES:
1. Attach two or more guide ropes to each assembly to assist in preventing unwanted movement in positioning.
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c. If not already in place, install the rear frame lifting fixtures in the dump body pivot bushings. Secure the pin with a cotter pin or other suitable keeper.

c. Install the left side upper radius rod. d. Install the upper right side radius rod.
NOTES:
1. Attach guide ropes to each assembly to assist in preventing unwanted movement and in positioning. 2. The crane or cranes should be centered and positioned to allow the frame to be safely lifted and moved onto the awaiting supports/cribbing. Do not lift the frame or any other component higher than is required. d. Slowly, carefully, and evenly raise the frame off of the carrier, remove the carrier, install the stands or cribbing (following appropriate safety practices), and lower until resting on it. Be sure that the frame is secure enough to be worked on prior to loosening or removing the lifting cables.
NOTE: Two upper connection points employ eccentric

pins to allow for assembly variations. If the axle has not been previously fitted to the truck: 1. Install the radius rod as before, except use the eccentric pin in the axle end. Rotate the pin until the pin bore in the link is aligned with the frame bore. 2. Weld the pin retainer to the boss with 1/4 inch (26 mm) fillet weld. 2. When the axle installation is complete secure the main frame/axle assembly on cribbing of sufficient height and stability to allow installation of the wheelmotors and all tire and rim assemblies. 3. Have the appropriate trained personnel install the tire and rim assemblies on each of the front wheels as outlined in the instructions in Section 7 - Running Gear. During assembly, make sure that the valve stems are properly installed in the cut-out in the wheel, the rims are properly seated on the hub and closely aligned, and that the clamps are properly torqued. 4. Install the left and right wheelmotor assemblies as outlined in the instructions in Section 7 - Running Gear. During assembly, make sure to use the proper flatwasher and properly torque each of the mounting bolts. 5. Have the appropriately trained personnel install the dual tire and rim assemblies on each of the wheelmotors as outlined in the instructions in Section 7 - Running Gear. During assembly, make sure that the valve stems are properly installed in the cut-out in the wheelmotor hub, the rims are properly seated on the hub and closely aligned, and that the clamps are properly torqued. 6. Have the appropriately trained personnel fill each tire assembly with air to the proper pressure determined for the application and load. If the pressure is not known, contact the tire supplier or the TEREX|UNIT RIG Service Advisor. 7. Lift the front and rear ends of the frame as outlined previously, remove the stands or cribbing and allow the assembly to rest on the tires.
ASSEMBLY PROCESS NOTES:

1. Prior to installing each component, make sure that the mating surfaces on both the component and the frame or other assembly is clean of all dirt, paint, rust, damage or any other contaminant or irregularity. 2. Attach guide ropes to each assembly to assist in preventing unwanted movement and in positioning. 3. The crane or cranes should be centered and positioned to allow the component to be safely lifted and moved as required. Do not lift the frame or any other component higher than is required. The tractor may be assembled as follows: 1. Install the front axle assembly as follows: (See the information in Section 7 - Running Gear for additional information.) a. Raise the main frame and position squarely over the axle. b. Install the two bottom radius rods first: (1) Move the rod end into position and place the neoprene rings into position. (2) Install the radius rod pins.
NOTE: Use the standard pins only. The eccentric pins

are used only in designated locations and will be used last. (3) Install the pin retainer and secure with the capscrews and washers.
NOTE: Unless two cranes of 75 ton (68 mt) or greater

are used, it is typically found that the large crane is used to lift each end of the truck off of the stands or cribbing separately, remove the material, and then lower until the tires rest on the ground.
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8. Install and securely weld the handrails onto the superstructure as outlined in the information in Section 2 Structure. 9. Install the engine air cleaners as outlined in the instructions in Section 4 - Power Package. 10. Install the fender and mud guard assemblies on the back corners of the superstructure as outlined in the TEREX|UNIT RIG As-Built or Assembly Parts Manual. 11. Install the left and right hand side mirror assemblies. 12. Remove the hood and grille assembly as outlined in the information in Section 2 - Structure. 13. Install the superstructure onto the frame as outlined in the information in Section 2 - Structure. During assembly, be sure to install all bolts before tightening any, then properly torque. Routing and connection of all cables, wires and hoses can now begin. Refer to the appropriate TEREX|UNIT RIG As-Built or Assembly Parts Manual for details. 14. Reinstall the hood and grille assembly as outlined in the instructions in Section 2 - Structure. 15. Install the superstructure access ladder as outlined in the information in Section 2 - Structure. 16. Install all engine air intake and exhaust ducting as outlined in the TEREX|UNIT RIG As-Built or Assembly Parts manual provided with the truck. 17. Install the fuel tank as outlined in the information in Section 2 - Structure. During assembly make sure to properly tension all stabilizers and struts and to connect all plumbing as required. 18. If equipped with frame mounted pads, install the dump body pad assembly as outlined in the information in Section 2 - Structure. 19. Complete and check all plumbing and electrical wiring and cabling. 20. Fill and service all components and reservoirs as outlined in the information of that components or assembly or as defined in the Preventive Maintenance information in Section 10 - Miscellaneous. a. If not done previously, service the front and rear suspension assemblies as outlined in the information in Section 7 - Running Gear.
b. Purge the manual or automatic lubrication system lines as required and make any initial adjustments. 21. Statically test the electrical system as outlined in the instructions in the appropriate TEREX|UNIT RIG Test Instructions. 22. Test the mechanical systems as outlined in the information in the following sections in this manual: a. Pneumatic - Section 6 - Pneumatic System (on trucks so equipped) b. Steering - Section 5 - Hydraulic System c. Dump - Section 5 - Hydraulic System d. Brakes - Section 5 - Hydraulic System 23. When the tractor assembly and dump body are complete they may be mated as outlined in the information in Section 2 - Structure. After mating, shim the pad assembly as outlined in the same instructions.
NOTE: If the truck is equipped with dump body heating provisions, the assembly should now be fitted as outlined in Section 7 Power Package. 24. Clean, reprise, and repaint any area requiring touchup. 25. Verify all hoses, wiring, and cabling are secure to prevent movement or chaffing. 26. Assembly of the truck is now complete.
TESTING
The completed truck testing may be done as follows: 1. Complete any testing not done prior to the mounting of the dump body.
NOTE: Burnish the brake linings as per the instructions for the specific vendor and lining used, as outlined in the information in Section 8 - Brake System, before driving a loaded truck. 2. Perform a road test as outlined in the instructions in the TEREX|UNIT RIG and system vendors instructions and any other testing required to meet mine, engine, or drive system representative requirements.
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3. Check the alignment of the front wheels as outlined on the information on the mechanical steering assembly in Section 7 - Running Gear. Adjust as required. 4. Recheck the wheel clamp torque on both the front and rear wheel assemblies as outlined in Section 7 - Running Gear. 5. Check and shim the dump body pads as outlined in the information on the dump body in Section 2 - Structure. 6. Recheck the empty truck ride height clearance on the suspensions and adjust as required.
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PREVENTIVE MAINTENANCE FOR MT 4400AC

GENERAL
Preventive maintenance is a systematic approach to keeping the truck and its components in good condition and operational. This can reduce down time and increase the life of the truck. In addition, a higher level of safety during the trucks operation can be met. Records of all maintenance should be kept. Information such as pressure readings, condition of components, etc. should be included. Good information can be useful in preventing problems and in determining the causes of improper operation of a system. To use this section, determine the service interval (e.g. from Table 1). Use this information to locate the corresponding level. After locating the appropriate level, review the information for detailed instructions.
IMPORTANT NOTES
It should be noted that the Preventive Maintenance Tables do not include all of the components on the truck. However, the entire truck should be checked at intervals based on the operating conditions of the mine. The pre-operational inspection outlined in the Operators Manual should be performed, as it is a part of preventive maintenance. Some of the components in the Items columns are optional equipment. They are included to cover the trucks equipped with options. The hours shown in the table are the maximum recommended hours that preventive maintenance should be scheduled. Preventive maintenance on any part of the truck should be performed more frequently if the conditions of the mine require so. If a truck is equipped with an automatic lubrication system, its operation should not be taken for granted. Verify that the parts serviced by this system are lubricated.
USE OF THE PREVENTIVE MAINTENANCE TABLES

Two inter-related tables are included to summarize the recommended practices. Table 1 - Preventive Maintenance Guidelines - A matrix of service items and the recommended intervals. Table 2 - Mechanical Preventive Maintenance Schedule A detailed list of instructions and recommendations on the items listed in Table 1.
TABLE 1
This table is divided into several sections separated by main headings. The sections are of the same title and sequence as the sections in this manual. To use the table, locate the Hours column that matches the procedure to be scheduled. Look down the column to see what items need attention. The letter or letters appearing in the Hours column and beside the components designate what kind of attention is needed, and are defined in the Key. If a specific component is to be found, determine the general section in which the component would most likely be included. The components are generally included in the same section that they are covered in the Items column. The main components are in alphabetical order.
TABLE 1 PREVENTIVE MAINTENANCE GUIDELINES KEY I L R S T V * INSPECT LUBRICATE REPLACE SERVICE TEST VISUALLY INSPECT Refer to the appropriate manufacturer's specific instructions
TABLE 2
This table is divided into eight levels, each with a preset service interval.
NOTE: Where L, R, S or T are used, a visual inspection should also be performed.

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TABLE 1 - PREVENTIVE MAINTENANCE GUIDELINES STRUCTURE ITEM

Every Shift Every 250
HOURLY INTERVAL
Every 500 Every 1,000 Every 2,500 Every 3,000 Every 5,000 Every 10,000
REMARK
Cab Cab Mounts Controls Defroster Door Gauges Heater Horn Indicators Mirrors Seats and Belts Shifter and Linkage Windows Wipers Dump Body Body and Liners Canopy Pads Pivot Pins Rock Ejectors Dump Cylinder Attachment Points Frame Fuel and Hydraulic Tanks Ladder and Rails Superstructure V V V V V I I I, S I I
13579
I V V V V V V V V V V V V I I I I I I I I I I I I
V V V V V
I I I I I
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TABLE 1 - PREVENTIVE MAINTENANCE GUIDELINES 24 V dc ELECTRICAL ITEM

HOURLY INTERVAL
REMARK
Batteries Battery Charging Alternator Clearance Lights Gauges Headlights Indicators Switches Taillights Wiring
V V V V V V V V V
I I I I I I I I I
Inspect wiring for damage & loose c o nne c ti o ns . S e c ure a wa y fr o m moving parts.
13580
NOTES:
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TABLE 1 - PREVENTIVE MAINTENANCE GUIDELINES POWER PACKAGE ITEM

HOURLY INTERVAL
REMARK
Alternator Blower Blower Ducting Engine Cooling System: Belts (if so equipped) Coolant Filter Coolant Level Coolant Lines and Clamps Engine Water Pump Fan Assy., Bushings & Bearings Sheave Radiator Cap Radiator Core/Aux. Coolers Radiator Mounts & Stabilizer Radiator Tanks Engine Air Cleaners & Dry Filter Elements Air Cleaner Restriction Indicators Starter Emergency Shut-off Device (if so equipped) Engine Speed Control and Actuator Exhaust System Inlet Manifold & Air Piping Mounts Turbocharger Engine Crankcase Breather Engine Oil Oil Filters & Bypass Filters (if so equipped) Fuel Filters (Primary and Secondary)
V V V V V V V V V V V V V V V V V V V V V V V V V V V V S
I I I I I
I I I I L L
I I I
Check for oil in radiator.
Steam clean if necessary. * Check engine area for leaks. Check for damaged or loose connections and pipes.
I, S I I I T I I I I
* * *
* Drain H2O Daily.
13806
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TABLE 1 - PREVENTIVE MAINTENANCE GUIDELINES HYDRAULIC SYSTEM ITEM

HOURLY INTERVAL
REMARK
Accumulators Brake Valves Dump Valve/Cylinders Hydraulic Lines/Cooler Hydraulic Oil Hydraulic Oil Filters Hydraulic Pump U-Joints & Spline Hydraulic Tank Air Breathers/Relief Valve Steering: Manual Power Supply (if so equipped) Cylinders Linkage Manifolds Autolube System
V V V V V
I, T I, T I, T I, T R R
V V
L I, S R
Chassis grease Clean with solvent and dip in clean oil unless replaceable.
V V V V
I, T I I I, T I,S,T
13791
TABLE 1 - PREVENTIVE MAINTENANCE GUIDELINES PNEUMATIC SYSTEM (if so equipped) ITEM

HOURLY INTERVAL
REMARK
Air Aftercooler (if so equipped) Air Compressor Air Governor Air Starter and Lubricator Air Tank(s)
V V V V V
I, T I, T I, T I, T I, T
S S S S S
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TABLE 1 - PREVENTIVE MAINTENANCE GUIDELINES RUNNING GEAR ITEM

HOURLY INTERVAL
REMARK
Axlebox: Access Door Grease Hoses Nosecone Bushing Panhard Bar Suspension Mounts Front Axle Kingpin Assembly Front Axle Speed Sensor Assy. Front Wheel Bearings/Grease Lubricated Front Wheel Bearings/Oil Lubricated Hub Caps Rims Steering Linkage Suspension (Front): Mounting Bolts Ride Height Seals Tubes Suspension (Rear): Bushings and Mounting Pins Ride Height Tires Wheels Wheelmotors: Dirt Seals Gear Box Lubricant Sump Breathers Mounting Drive V V V S I I S
13807
*
V V V V V V V V V V V S
I I I I I I, T I, T I S I I I, T I I
Inspect toe-in. Inspect tightness of linkage. Clearance measurements.
S R
R
Sample @ 250 Hours. Change @ 2,500 Hours. Ensure hub caps are sealed.
V V V
I V V V I T I, T I I
Sample @ 500 Hours (max.). Replace @ 3,000 Hours (max.).
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TABLE 1 - PREVENTIVE MAINTENANCE GUIDELINES BRAKE SYSTEM ITEM

HOURLY INTERVAL
REMARK
Supply Lines Calipers and Discs Friction Pads Hand, Loading & Park Controls Park Brake System Valves
V V V V V V
I I I I I, T I
13585
TABLE 1 - PREVENTIVE MAINTENANCE GUIDELINES ACCESSORIES/OPTIONS ITEM

HOURLY INTERVAL
REMARK
Autolube System Fire Suppression System Manual Automatic Weigh System
I, T
I, T I, T I, S
13855
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TABLE 2 MECHANICAL PREVENTIVE MAINTENANCE SCHEDULE

LEVEL 1 RECOMMENDED MINIMUM Operator SERVICE FREQUENCY Shift/Daily FOR MT 4400AC L-1 PERFORM DURING (PREFERABLY @ THE BEGINNING OF) EACH OPERATOR'S SHIFT . PERFORM EACH 250 HOURS OF OPERATION. INCLUDES LEVEL L-1. PERFORM EACH 500 HOURS OF OPERATION. INCLUDES LEVELS L-1 AND L-2. PERFORM EACH 1,000 HOURS OF OPERATION. INCLUDES LEVELS L-1, L-2 AND L-3. PERFORM EACH 2,500 HOURS OF OPERATION. INCLUDES LEVELS L-1, L-2 AND L-3. PERFORM EACH 3,000 HOURS OF OPERATION. INCLUDES LEVELS L-1, L-2, L-3 AND L-4. PERFORM EACH 5,000 HOURS OF OPERATION. INCLUDES LEVELS L-1, L-2, L-3, L-4 AND L-5. PERFORM EACH 10,000 HOURS OF OPERATION. INCLUDES LEVELS L-1, L-2, L-3, L-4, L-5 AND L-7. L-2 LEVEL 2 250 HOURS L-2 LEVEL 3 500 HOURS L-3 LEVEL 4 1,000 HOURS L-4 LEVEL 5 2,500 HOURS L-5 LEVEL 6 3,000 HOURS L-6 LEVEL 7 5,000 HOURS L-7 LEVEL 8 10,000 HOURS L-8
L-3
L-4
L-5
L-6
L-7
L-8
PERFORM PREVIOUS INTERVAL ITEMS AT MULTIPLES OF THE ORIGINAL RECOMMENDATION. FOR EXAMPLE, AT 500 HOURS (LEVEL L-3) OF OPERATION, ALSO PERFORM THOSE ITEMS LISTED UNDER SHIFT INSPECTION (LEVEL L-1) AND 250 HOURS INSPECTION (LEVEL L-2) ETC. 13819
TABLE 2 - LEVEL 1 MECHANICAL PREVENTIVE MAINTENANCE SCHEDULE

LEVEL 1 TRUCK MODEL MT 4400AC, S/N #_________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT BEGINNING OF EACH OPERATOR'S SHIFT. 1. Perform a walk-around visual inspection as outlined in SECTION 1 - DESCRIPTION AND OPERATION. Check for fuel and hydraulic leaks, damaged, frayed, or improperly secured cables, hoses or components, and the general overall condition of the truck. Drain water and contaminants from fuel filters daily or each shift. 13808
2.
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LEVEL 2 TRUCK MODEL MT 4400AC, S/N #_______________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY
SCHEDULED MAINTENANCE SERVICES PERFORMED AT 250 HOUR INTERVALS 1. P erform any engi ne mai ntenance as outli ned i n the engi ne manufacturer's recommendations. Typically this includes changing the engine oil and filters. NOTE: Refer to the engine manufacturer's manual for detailed instructions. Check the hydraulic oil level. Sample the front wheel bearing lubricant (oil lubricated wheel bearings) as outlined in Section 7 - Running Gear. Inspect the front wheel bearing reservoir breather (if so equipped).
2. 3. 4.
13810
NOTES:
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LEVEL 3 TRUCK MODEL MT 4400AC, S/N #_________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 500 HOUR INTERVALS 1. Wash the truck thoroughly. The frame and components must be clean in order to facilitate inspection. Use care to avoid water entering & contaminating the traction alternator, wheelmotors, electrical system cooling ducts, the retarding grid box electrical control cabinet, hydraulic & fuel reservoirs, & any other area adversely affected by water or accumulation. NOTE: Use caution when cleaning in the wheelmotor hubcap & thrust ring area. High pressure should NOT be used here. Refer to GE Tips No. 16 for details. 2. Visually inspect the main frame for evidence of damage. Special attention should be paid to weldments. NOTE: Any defects should be repaired promptly & in accordance with recommendations. For applicable welding procedures see the instructions of Field Welding in Section 10 - Miscellaneous in this manual. Use only approved welding rod & practices. 3. 4. Inspect all access & service ladders & railings for evidence of wear or damage. Inspect the engine area components for evidence of improper operation & adjustment, leakage, wear, or damage, particularly the following items: a) b) c) d) e) 5. All engine inlet & exhaust pipes. Air cleaner elements (free of dirt & properly serviced). Radiator, fan, fan drives & guards. All engine coolant system piping & components. Fan & accessory drive belts.
Inspect the front axle assembly comonents for proper lubrication & evidence of wear or damage: (make sure that all grease seals are in place) a) Kingpin assemblies (measure radial & vertical wear clearances). b) Steering cylinders. c) Steering linkage & components including measuring the toe-in of the front tires. d) Trailing & lateral mounting arm assemblies.
6.
Inspect the front brake system components for evidence of leakage, wear or damage. 13811-1
LEVEL 3 - Continued next page
10
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LEVEL 3 TRUCK MODEL MT 4400AC, S/N #_________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 500 HOUR INTERVALS 7. Service the front wheel assembly including: a) Inspecting the wheel clamps & studs for proper installation & torque. b) Inspecting the tires for proper inflation pressure & evidence of wear or damage. c) Inspecting the wheel bearing area for evidence of leakage. d) Inspect the wheel speed system for proper installation & to be in good operating condition. 8. Inspect the front suspension assemblies for: a) Evidence of proper lubrication & leakage, wear or damage. b) Proper installation of the grease seals. c) Proper empty truck ride height. 9. Visually inspect the superstructure & support structure for proper mounting & evidence of wear or damage. Special attention should be paid to weldments. NOTE: Any defects should be repaired promptly & in accordance with recommendations. For applicable welding procedures see the instructions of Field Welding in Section 10 - Miscellaneous in this manual. Use only approved welding rod & practices. 10. 11. Inspect the hydraulic tank & filter assembly for proper mounting. Sample the hydraulic oil, then change all filter elements in the hydraulic systems. NOTE: Oil sampling & monitoring of the condition of the filtration system may provide a different filter change interval. 12. 13. Inspect the dump cylinders & mounts for evidence of leakage, wear or damage. Inspect the hydraulic pump driveshaft assembly for evidence of proper lubrication & leakage, wear or damage. If equipped with relubable type U-joints or shafts, carefully lubricate with chassis grease. NOTE: Do not over-grease as this can damage the seals. 14. 15. Inspect the cooling air blower & ducting for proper installation & evidence of leakage, wear or damage. Inspect the hydraulic pump assembly for proper mounting & evidence of leakage, wear or damage. 13811-2
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11

LEVEL 3 TRUCK MODEL MT 4400AC, S/N #_________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 500 HOUR INTERVALS 16. Inspect the axlebox assembly for proper installation, lubrication & evidence of wear or damage. Make sure that all grease seals are in place. a) Nosecone assembly. b) Radius rod assembly. c) Access door assembly & seal. 17. Inspect the wheelmotor area for proper installation & mounting & evidence of leakage, wear or damage including: a) Inspecting the structure both internally & externally. b) Wheelmotor to axlebox attachment. c) Inspecting the wheel clamps & studs for proper installation & torque. d) Inspecting the tires for proper inflation pressure & evidence of wear or damage. e) Inspecting the wheel bearing & hubcap areas for evidence of leakage. f) Sampling the gear lubricant as outlined in the service requirements from the wheelmotor manufacturer. g. Inspect then clean the magnetic plugs in the wheelmotor gear case sump. 18. Inspect each of the rear brake assemblies for proper installation & evidence of leakage, wear or damage. Also verify that the hubcaps are properly installed & free of damage. Inspect the rear suspension assemblies for: a) Evidence of proper lubrication & leakage, wear or damage. b) Proper installation of the grease seals. c) Proper empty truck ride height. 20. 21. Inspect the dump body pivot pin & bushing assemblies for evidence of wear or damage. Inspect the dump body assembly for proper installation & evidence of wear or damage including: a) b) c) d) e) 22. 23. Rock ejectors. Structural components. Liners. Pads. Guides on frame.
19.
Inspect the fuel tank assembly for proper mounting. Drain any accumulated moisture or other contaminants. Inspect the grid box & components for proper installation & evidence of wear or damage. Remove any dirt or other contamination. 13811-3
12
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LEVEL 3 TRUCK MODEL MT 4400AC, S/N #_________ OK DATE:__________ HOURS:__________ REPAIRS NEEDED PERFORMED BY SCHEDULED MAINTENANCE SERVICES PERFORMED AT 500 HOUR INTERVALS 24. Inspect the electrical drive system components box for proper installation & evidence of wear or damage. Remove any dirt or other contamination. Inspect the cab & all components, plumbing & wiring for proper installation & evidence of wear or damage. Include checking all of: a) Windows & doors. b) Controls & interlocks. c) System operation. 26. Test the operation of the following systems as outlined in the proper publication: a) Dump system (including the oil cooler system). b) Steering system. c) Brake system. d) 24 Vdc system including the battery charging alternators, batteries & operating components. e) Light system. f) Warning horn systems. g) Engine & propulsion & retarding systems. 27. Test the operation of the autolube system as outlined in the proper procedures in Section 9. Also, on trucks equipped with the rotary pump configuration, change the lubrication oil in the separate reservoir. Weigh System: a) Inspect & test the operation system components as outlined in the instructions in the separate manual. Repair or replace as required. b) Download the data stored in the system. Review for problems & correct as required. Keep the data for later reference. 29. Fire suppressant system: a) Inspect & test the operation of the system components as outlined in the instructions in the publications. Repair or replace as required. 13811-4
25.
28.
NOTES:
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13

SCHEDULED MAINTENANCE SERVICES PERFORMED AT 1,000 HOUR INTERVALS 1. Inspect the operator's cab filter element. Replace if required.
13815

SCHEDULED MAINTENANCE SERVICES PERFORMED AT 2,500 HOUR INTERVALS 1. 2. 3. Recheck the torque on the axlebox nosecone bearing bolts. Check the allowable movement of the axlebox as outlined in Section 7 - Running Gear. Sample, then change the front wheel bearing lubricant (oil lubricated bearings).
13816

SCHEDULED MAINTENANCE SERVICES PERFORMED AT 3,000 HOUR INTERVALS 1. Sample then change the oil in the wheelmotor gear case sump. NOTE: Change the oil after the first 500 hours of operation of a new or rebuilt wheelmotor. After that, change at the 3,000 hour intervals. The 3,000 hour interval is the maximum. More frequent oil changes may be required, depending upon individual mine or component conditions. An oil sampling & monitoring program should be used in making these determinations. 2. Inspect & clean the magnetic plugs in the wheelmotor gear case sump.
13857
14
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SCHEDULED MAINTENANCE SERVICES PERFORMED AT 5,000 HOUR INTERVALS 1. Change the hydraulic oil. Clean the internal tank suction screens while the tank is empty. Inspect the tank for indications of damage or contamination or residue. Repair and/or clean prior to refilling. NOTE: Use oil outlined in information on lubricants in Section 10 - Miscellaneous. NOTE: Oil sampling & monitoring of the condition of the filtration system may provide a different oil change interval. 2. 3. 4. Clean, inspect , repack & reshim the front wheel bearings. Replace the hydraulic tank relief valve. On Cummins engine equipped trucks; clean, inspect & repack the engine fan hub & drive belt backside idler assemblies (using Areoshell 5 lubricant) or equivalent. NOTE: On Detroit Diesel engine equipped trucks, bearing packing & replacement is recommended at engine overhaul time.
13817

SCHEDULED MAINTENANCE SERVICES PERFORMED AT 10,000 HOUR INTERVALS 1. Replace front wheel bearings. Install & reshim. Install new seals.
13818
NOTES:
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15
16
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STANDARD MAN-HOURS FOR COMPONENT REMOVAL & REPLACEMENT MT 3000/3300/3300AC/3600B/3700B/3700AC/4000AC/4400/4400AC
STANDARD MAN-HOURS FOR COMPONENT REMOVAL AND REPLACEMENT MT 3000/3300/3300AC/3600B/3700B/3700AC/ 4000AC/4400/4400AC

GENERAL
The information in Table 1 reflects the typical man-hours required to remove and replace the listed component. Assumptions included in these times include: 1. Prior to beginning the task: a. The work area is clean and free of obstructions and other possible problems. b. All required parts, tools and tooling, lifting, safety and other equipment is near or at the work area. It must all be available in a timely manner to avoid wasted time. c. The truck and components are washed and cleaned and are positioned in safe operating conditions. 2. Time for personnel breaks, including travel, meal, smoke, etc. are not included. 3. The task hours do not include other tasks that need to be performed prior to or after the listed primary tasks. 4. Time for fluid, oils, lubricants, etc. draining and refilling is included in these hours.
NOTE: Times are typical only and subject to change

without notice.
TABLE 1 TYPICAL COMPONENT REMOVE AND REPLACE TIMES COMPONENTS REMOVE & REPLACE (TYPICAL MAN-HOURS) 6 5 24 1 3 6 0.5 4 0.5 0.5 1 4 1 1 1 2 1 1 2 2 1 2 1 COMPONENTS REMOVE & REPLACE (TYPICAL MAN-HOURS) 1 1 0.5 3 0.5 0.5 0.5 0.5 0.5 0.5 1 0.5
STRUCTURE Bushing, Dump Body Bushing, Suspension Cab, R.O.P.S. Door Latch, Cab Door, Cab Dump Body Fuel Level Sender Fuel Tank Gauge, Dash Gauge, Hydraulic Heater Blower Motor Heater Core Pedal, Brake Pedal, Retard Pedal, Throttle Pin, Retaining Dump Body Seat, Driver Seat, Passenger Steering Column Window, Door Window, Rear Cab Windshield Windshield Wiper Motor
ELECTRICAL Batteries (1 set) Contactors (each) Dump Body Up Switch Grid Blower Motor Master Switch Assembly Pressure Switch, Axlebox Switch, Battery Disconnect Switch, Brake Drag Switch, Dash Switch, Electrical Switch, Selector Turn Signal Flasher POWER PACKAGE Air Cleaner Engine Air Intake Line Engine Module Exhaust Line Flex Hose, Wheelmotor Cooling Pressure Regulator, Radiator Radiator Radiator Cap Sensor, Engine
1 4 48 4 1 1 7 0.5 0.5
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COMPONENTS
REMOVE & REPLACE (TYPICAL MAN-HOURS) 1 3 6 2 3 1 3 2 1 6 1 5 4 1 1.5 2 4 0.5 0.5 3 2 1 4
COMPONENTS
REMOVE & REPLACE (TYPICAL MAN-HOURS) 3 4 2 4 2 8 4
HYDRAULIC SYSTEM Accumulator, Brake Accumulator, Steering Brake Manifold Brake Pilot Valve Brake System (Dual) Valve Driveshaft Dump Cylinder Dump Lever Dump Pilot Valve Dump Valve Hoses, Hydraulic Hydraulic Tank .Suction Valve Load Brake Shuttle Valve Pump, Manual Power Supply Pump, Steering Pump, Hydraulic (Tandem) Sensor, Hydraulic Oil Level Sensor, Hydraulic Oil Temperature Steering Cylinder Steering Flow Amplifier Steering Hand Pump Steering Manifold RUNNING GEAR Axlebox Axlebox Door Axlebox Nosecone Bearing Axlebox Nosecone Seal (each side) Front Axle Assembly Front Axle King Pin Front Axle King Pin Bushing Front Axle Spindle (Each) Front Wheel Bearing Pin, Retaining Radius Rod Pin, Retaining Steering Cylinder Pin, Retaining Suspension Radius Rod Arm, Axlebox Radius Rod Arm, Front Axle Steering Yoke Suspension, Front Suspension, Rear Tie Rod Tires (Each position) Front Rear Wheelmotor
BRAKES Brake Caliper, Front Brake Caliper Mount, Front Brake Caliper, Park Brake Brake Caliper, Rear Inside Brake Caliper, Rear Outside Brake Disc, Front Brake Disc, Rear OPTIONS Autolube Grease Injector Autolube System Pump Hoses, Lube Hubodometer Weigh System Control Board Weigh System Display Weigh System Transducer MISCELLANEOUS A/C Receiver/Dryer Air Compressor, Seat Compressor, Freon Radio
0.5 1 1 0.5 1 1 2
2 1 2 1
50 0.5 15 1 14 6 10 16 6 2 1 2 4 3 2 4 4 3 1.5 2 24
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TEREX|UNIT RIG
FIELD REPAIR WELDING PROCEDURES

These instructions are mandatory guidelines for the field repair and remanufactured processes of Terex|Unit Rig structures. The procedures are based on the shielded metal arc welding process using low hydrogen electrodes and flux cored arc welding. They provide welding guidelines on Terex|Unit Rig Products Unit Rig and Lectra Haul, Dart, and Payhauler. brittlement cracking. To eliminate this possibility the information on Welding Application and Tack Weld has been revised.
MATERIAL SPECIFICATIONS
1. All plate material must conform to constructional alloy steel ASTM-A514, Type A.2 on trucks built prior to 1985; after 1985, Unit Rig specification 02-560, 561, 562 similar to Bethstar 80.
REVISION DESCRIPTION
Terex|Unit Rig makes a constant effort to offer our customer maintenance information to reduce operating costs through increased service life and reduced downtime. Terex|Unit Rigs Engineering Department has reviewed the previous welding documentation and the following information has been included in these procedures.
NOTE: Some dump bodies still use 04 - 578 material.

Contact a Terex|Unit Rig representative for material specification. 2. The main frames of Unit Rig (and Lectra Haul) trucks and Dart products plus many of the other major structural components are now being fabricated from a HSLA (High Strength, Low Alloy) steel. This material has a minimum yield strength of 55 to 80 ksi (55 to 80 MPa), depending on thickness and where used, and is very similar to Bethstar 80, except with a lower allowable sulfur content and is produced by the controlled rolled process. The result is a superior quality steel with very favorable weld characteristics and good fatigue qualities. However, in order to take advantage of these characteristics it is still necessary to carefully follow the weld and repair procedures. Further questions should be directed through the Terex|Unit Rig Engineering or Technical Service Departments or a Service Advisor.
1. Weld Filler Material (SMAW)

The weld filler material considered for weld repairs is AWS E8018C3 (with E7018-1 as an alternative) and is recommended as the primary choice. These both have excellent cold weather impact properties and provide the required tensile strength.
2. Flux Cored Arc Welding (FCAW)

Also known as Dual Shielded Welding is approved using AWS Lincoln 71M or Frontarc 711 (Koby). Shielding is obtained through decomposition of the flux within the tubular wire. Additional shielding is obtained from an externally supplied gas mixture of 75% Argon 25% CO2.
ELECTRODE/WIRE SPECIFICATIONS
1. All shield metal arc welding (stick) electrodes must conform to AWS E8018 C3 or approved equivalent, such as E-7018-1. Welding should be DC, reverse polarity. Alternate electrodes require Terex|Unit Rig Mining Engineering approval.
NOTE: CO2 by itself will not meet Terex|Unit Rig

Engineering Charpy requirements.
3. Roll Over Protective Structure (R.O.P.S.)

To avoid violation of the R.O.P.S. certification, do not weld to or modify the R.O.P.S. in any way without the prior written permission of Terex|Unit Rig. The R.O.P.S. may not provide sufficient protection if it has been altered, damaged, or previously involved in a roll over. Contact your Terex|Unit Rig Service Advisor or Service Department for assistance with R.O.P.S. related questions.
NOTE: The material has excellent cold weather impact

properties and provides the required tensile strength. 2. Flux core arc welding (FCAW) must conform to Lincoln 71M or Frontarc 711 (Koby). a. The approved wires are Lincoln outer shield 1/16 inch (0.052) and 0.045 - dual shield 1170. Gas flow rate 35 to 45 cfh (1 to 1.3 m3/hr). b. External shielding gas shall be CO2 or a mixture of 75% Argon, 25% CO2. For further detailed information
4. Tack Welds
We previously allowed tack welds no larger than a rod diameter without preheating. These tack welds, under certain adverse conditions, could produce hydrogen em-
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refer to your electrode supplier or Unit Rig Specification 02-150.
axlebox-to-axlebox. This will avoid current passing through bearings. Grounding leads from the power supply should have good ground clamps.

Engineering Charpy requirements.
ELECTRODE CARE (STICK)

1. All electrodes must be purchased in hermetically sealed containers. Immediately on opening the container, the electrodes must be removed from container and transferred to a ventilated holding oven at 250 to 300 F (125 to 150 C). 2. If the electrode container has been damaged so as to allow electrode exposure to air, or if it is not of hermetically sealed type, the electrode should be baked at the temperature and for the time as specified by the electrode manufacturer. One to one and a quarter hours at 700 to 800 F (271 to 427 C) is common. They should then be returned to the holding oven as in Step 1. 3. Heating electrodes at a low temperature, 250 to 300 F (125 to 150 C), for several hours is not equivalent to using specified temperatures as outlined in Step 2. 4. Stick electrodes contaminated with oil, grease, water, or with damaged coating must be discarded. 5. No more than a 15 minute supply of electrodes should be removed from oven at one time. Unused electrodes out of oven more than 30 minutes must be discarded or reconditioned as outlined in Step 2.
During wet weather, when welding leads have bare wire exposed, improper grounding can occur causing damage to truck parts. 3. To protect the trucks electrical system, refer to General Electric TIPS, Issue 34, Oct. 1989, or later information. DO NOT pull any control cards or remove panel connectors. This practice can cause more damage than it prevents. It puts unnecessary cycles on the connector pins and may result in loose or dirty pins which could result in a control system failure. 4. If the truck has a Detroit Diesel engine equipped with DDEC controls or an Allison transmission with ATEC controls, the ECM power must be disconnected either by a suitable switch or disconnecting the power plug. The Master Switch must be kept in the Off position. 5. Air arcing is required when removing weldment and removing cracks in welds and parent material. The maximum size air arc electrode recommended is 1/4 inch (6.35 mm) in diameter. Scarfing or gas gouging is not permitted. Air arcing should begin 1/2 inch (12 mm) past the propagating end of crack. After air arcing, remove carbon deposits by grinding metal until bright, including all cavities. A die grinder with a carbide burr is recommended for all grinding. Complete removal of crack should be verified by NDT, such as dye penetrant or magnetic particle inspection. 6. An oxygen and gas cutting torch is recommended for web plate cut-outs and preheating. Correct tip size compatible with metal thickness is important to avoid over-heating metal edges. Flame-cut surfaces having burn marks deeper than 1/16 inch (1.6 mm) will require grinding.
ELECTRODE CARE (WIRE REELS)

1. Welding wire must be maintained free of dirt, oil and other contaminants. 2. Wire that has been accidentally contaminated must be scrapped. 3. Wire reels should not be removed from shipping box until ready to use.
WELDING PRECAUTIONS WELDING PREPARATION

1. Clean the surface prior to making repairs. Use a gas torch, buffer, or grinder to remove paint, rust, oil, and/or dirt. 2. For proper electrode grounding, attach ground cable directly to part being welded. For example, superstructure-to-superstructure, frame-to-frame, and 1. The weld joint plus a three inch (75 mm) area either side must be preheated to 213 F (101 C) (minimum) prior to welding. A temperature crayon, such as tempilstick, can be used for checking the temperature. 2. Interpass temperatures should not exceed 400 F (204 C). Discontinue work until surface cools to approximately 250 F (118 C).
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3. All welds must be made with stringer passes. No weaving of welds is acceptable; however, a slight oscillation may be necessary, but movements should never exceed 1/8 inch (3 mm) maximum width or 1/16 inch (1.5 mm) per side of oscillation. 4. When cold weather welding, the overall temperature must be above 50 F (10 C) on the truck or component parts. Cold climates require covering the work piece and using heaters to raise the temperature above 50 F (10 C) and maintaining this temperature control throughout the welding process. 5. Preheat and interpass temperature control are recommended for optimum mechanical properties, crack resistance and hardness control. This is particularly important on multiple pass welds and heavier plate. Job conditions, prevailing codes, high restraint, alloy level and other considerations may also require preheat and interpass temperature control.

These are both all position flux cored wires that display exceptional impact properties in both the aswelded and stress-relieved conditions. Arc characteristics are smooth and splatter level is low. It is recommended for the wide range of low and medium carbon steels used extensively in the construction, shipbuilding, rail car and heavy equipment industries. Shielding Gas - 75% Argon/25% CO2

Engineering Charpy requirements. 3. Proper AWS classification of filler material, flux-core can be applied in the vertical-up position. All welds should be made with stringer passes. Flat position is preferred as this improves melted metal flow, bead contour and shielding gas coverage. All starts and stops using multipass welding should be staggered wherever possible. A pneumatic chipping hammer is used to clean each weld bead and remove the slag covering.
WELDING APPLICATION AND TACK WELDS TIG DRESSING PROCEDURE

1. Preheating is required for all tack welds, regardless of size. 2. Cracks that occur in tack (or skip) welds must be removed. 3. Tacks must not leave an uneven finished weld profile on a single or multiple pass welds. 4. Tack welds should be consumed in the final weld or removed by grinding 1/64 inch (1 mm) into the parent material. 5. It is very important that each weld bead be thoroughly cleaned before the following bead is deposited. Pneumatic or hand chipping must be done with a blunt tool after each pass. Wire brushing after chipping is required. Air must never be blown on the weld area. 6. In multiple pass welding all starts and stops must be staggered. 7. Welds must be finish ground as specified in current Terex|Unit Rig T-drawings and blueprints. 1. The surface shall be clean and free of mill scale and slag prior to initial welding. Blasting is the preferred method of cleaning. 2. The completed weld shall be clean and free of slag before TIG dressing. 3. The tip of the electrode shall be kept sharp and clean. 4. There shall be no undercut at the resulting dressed profile. 5. Weld parameters: a. Electrode: Thoriated tungsten, 0.12 to 0.016 inch (0.3 to 0.4 mm) diameter
b. Welding current: 150 to 250 amp range c. Welding voltage: 10 to 25 V range d. Welding speed: 4 to 8 inches/minute (101 to 203 mm/minute) range 6 inches/minute (152 mm/ minute) target 25 to 63 kj/inch (1 to 2.5 kj/ mm) range 45 kj/inch (1.8 kj/mm) target
WIRE APPLICATIONS
1. All welds should be made with stringer passes. 2. Flux Core Arc Welding (FCAW) a. Lincoln 71M (or Frontarc 711 (Koby)) e. Heat input:
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ELECTRODE CHART (out of position welds) ELECTRODE SIZES AND APPLICATIONS STICK ELECTRODE DIAMETER 3/32" - 1/8" 3/32" - 1/8" 3/32" - 1/8" 3/32" - 1/8" 1/8" 1/8" - 5/32" FLUX CORE WIRE DIAMETER .045 - 1/16" .045 - 1/16" .045 - 1/16" .045 - 1/16" .045 - 1/16" .045 - 1/16" SHIELDED MANUAL ARC WELDING (SMAW) Primary E-8018 C3 E-8018 C3 E-8018 C3 E-8018 C3 E-8018 C3 E-8018 C3 Alternate E-7018-1* E-7018-1* E-7018-1* E-7018-1* E-7018-1* E-7018-1*
APPLICATION
DESCRIPTION
Flange Repair Web Plates Tack Welds Original Welds
1" Plate Bell Cut-Outs All Under 10" (255 mm) Long Over 10" (255 mm) Long
Dump Bodies
APPLICATION
DESCRIPTION
FLUX CORE ARC WELDING (FLAW) Primary Alternate Frontarc 711 Frontarc 711 Frontarc 711 Frontarc 711 Frontarc 711 Frontarc 711
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Wrapper Repair* 1" Plate Web Plates Tack Welds Original Welds Bell Cut-Outs All Under 10" (255 mm) Long Over 10" (255 mm) Long Dump Bodies
Lincoln 71M Lincoln 71M Lincoln 71M Lincoln 71M Lincoln 71M Lincoln 71M
* Lincoln, Essb, Hobart, etc. * (Note: Do not exceed 400 F (205 C) Interpass Temperature
f. Preheat:
As required by base material composition Argon 0.35 to 0.42 cfm (9.85 to 11.83 liters/minute)
6. Added weld material is not required, but compatible weld consumable may be used to fill undercut resulting from initial welding.
g. Shielding gas: h. Gas flow:
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FIGURE 1 - TIG WELD DRESSING RECOMMENDATIONS (T-5089)
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STANDARD GRAPHIC SYMBOLS

GENERAL
Figure 1, Standard Graphic Symbols, represents the standard graphic symbols used on the hydraulic and pneumatic schematics in this manual. For detailed explanations of each schematic, refer to the appropriate information in Section 5 - Hydraulic System, Section 6 - Pneumatic System, Section 9 - Options, or the appropriate manufacturers information.
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FIGURE 1 - STANDARD GRAPHIC SYMBOLS 2 M1119 12/01/95
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FIGURE 1 - STANDARD GRAPHIC SYMBOLS, CONTINUED 12/01/95 M1119 3
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STANDARD TORQUE VALUES

BOLTS, STUDS, ETC.
GENERAL INFORMATION
These torque specifications are based on SAE bolt steel classifications. They should be observed in all cases unless directed otherwise by instructions in this manual. If a particular grade of bolt is to be replaced but is not available, only a higher specification bolt should be substituted. 9. It is recommended that to prevent damaging fine thread fasteners: a. Both sets of threads are cleaned prior to installation. b. The fastener is installed hand tightened sufficiently to ensure proper thread installation. c. Impact tools are not employed in the tightening and torquing processes.
HYDRAULIC FITTINGS
GENERAL INFORMATION
Proper assembly and torque tightening of hydraulic system fittings will reduce external leakage, service time and requirements and improve overall system integrity and reliability.
PROCEDURE
When tightening a series of bolts, tighten them alternately and in even torque increments. Never tighten bolts to the maximum on the first tightening sequence. Alternate the tightening process by tightening bolts directly opposite each other. In some cases, a specific tightening sequence may be outlined in this manual.
NOTES:
1. The assembly torque values in the tables are for steel and stainless steel fittings, adapters, flanges, and hose ends manufactured to SAE specifications and ports manufactured to SAE specifications. 2. The fittings and ports are to be non-lubricated. 3. The O-rings must be lubricated with hydraulic oil or grease compatible with the oil in the hydraulic system. 4. The pipefittings require sealant or Teflon tape on the threads. These sealants should be selected for low hydraulic system contamination.
GRADE OF BOLTS
The higher the grade of the bolt, the stronger the bolt is i.e. a Grade 8 or Class 10.9 bolt is stronger than a Grade 5 or Class 8.8 bolt. Terex|Unit Rig products use Grade 5 or Class 8.8 bolts or stronger.
NOTES:
1. The charts shown in Figures 1 and 2 should be used as guides to torque all fasteners according to size, number of threads per standard length, and grade. 2. These charts are for both assembly and maintenance procedures. 3. The torque values are valid for any of the following lubricants (or equivalents): a. All plated hardware b. Thin oil film as received c. 30 wt. engine oil d. Hardened washers 4. The use of anti seize compounds is not recommended. 5. Grade 8 and Class 10.9 capscrews shall not be reused. Re-tightening of previously tightened capscrews that may have loosened, as a result of tightening adjacent capscrews shall not be considered a reuse. 6. Class 8.8 is approximately equivalent to SAE Grade 5. 7. Class 9.8 has properties approximately 9% stronger than SAE Grade 5. 8. Class 10.9 is approximately equivalent to SAE Grade 8.
ASSEMBLY TORQUE METHODS

There are three primary methods of torque tightening the fittings: 1. Torque Method. a. Uses a standard torque wrench, possibly incorporating crows foot or other adapters to allow for proper tightening. b. Installation involves standard torque procedures used in conjunction with the torque values specified in the appropriate table. c. Typical installations include the assembly of: (1) O-ring boss fittings, port fittings, nipples and couplings.
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SUGGESTED ASSEMBLY TORQUE VALUES SIZE 1/4 - 20 1/4 - 28 5/16 - 18 5/16 - 24 3/8 - 16 3/8 - 24 7/16 - 14 7/16 - 20 1/2 - 13 1/2 - 20 9/16 - 12 9/16 - 18 5/8 - 11 5/8 - 18 3/4 - 10 3/4 - 16 7/8 - 9 7/8 - 14 1-8 1 - 12 1 - 14 1 1/8 - 7 1 1/8 - 12 1 1/4 - 7 1 1/4 - 12 1 3/8 - 6 1 3/8 - 12 1 1/2 - 6 1 1/2 - 12 SAE GRADE 5 ASSEMBLY TORQUE Ft.-Lb. 6 7 13 14 23 26 37 41 55 65 80 90 115 125 200 225 325 355 485 530 440 590 670 835 935 1095 1255 1455 1645 N.m 8 9 18 19 31 35 50 56 75 90 108 122 156 170 271 305 441 481 658 719 597 800 900 1132 1268 1485 1702 1973 2231 GRADE 8 ASSEMBLY TORQUE Ft.-Lb. 9 10 18 20 32 37 53 58 80 90 115 130 160 180 280 315 455 500 680 745 600 970 1080 1360 1510 1790 2030 2380 2660 N.m 12 14 24 27 43 50 72 79 108 122 156 176 217 244 380 427 617 678 922 1010 814 1315 1465 1844 2048 2427 2753 3228 3607
11912
FIGURE 1 - STANDARD BOLT TORQUE VALUES (2) Tube nuts and swivels (if identical to plating or manufacturer of mating parts). 2. Flats from finger tight method (FFFT) (Figure 3)
a. Uses whatever appropriate wrench is available to tighten fitting. b. Installation procedure:
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TEREX | UNIT RIG
SIZE M6.0 - 1.00 M6.3 - 1.00 M6.0 - 0.75 M8.0 - 1.25 M8.0 - 1.00 M10.0 - 1.50 M10.0 - 1.25 M12.0 - 1.75 M12.0 - 1.25 M14.0 - 2.00 M14.0 - 1.50 M16.0 - 2.00 M16.0 - 1.50 M18.0 - 2.50 M18.0 - 1.50 M20.0 - 2.50 M20.0 - 1.50 M22.0 - 2.50 M22.0 - 1.50 M24.0 - 3.00 M24.0 - 2.00 M27.0 - 3.00 M27.0 - 2.00 M30.0 - 3.50 M30.0 - 2.00 M30.0 - 1.50 M36.0 - 4.00 M36.0 - 3.00
CLASS 8.8 Ft.-Lb. 122 130 169 190 239 265 325 357 412 450 605 652 820 908 939 1433 1517 N.m 169 181 234 263 330 367 451 495 571 623 837 903 1135 1258 1300 1985 2102
CLASS 9.8 Ft.-Lb. 6 8 7 15 17 31 32 53 58 85 92 N.m 9 10 10 21 23 42 45 74 81 118 128 -
CLASS 10.9 Ft.-Lb. 10 9 20 21 39 41 68 74 109 118 169 180 234 262 330 366 450 494 570 622 836 902 1134 1256 1299 1982 2099 N.m 13 12 27 29 54 57 94 103 151 163 234 250 323 363 457 507 623 684 790 861 1158 1250 1570 1740 1799 2745 2907
13805
FIGURE 2 STANDARD BOLT TORQUE VALUES (METRIC FASTENERS) (1) Tighten the fitting finger tight (removing all slack from the fitting components).
(2) Mark initial corresponding flats on the stationary and swiveling surfaces. (3) Mark the appropriate position that will indicate proper final torque. (4) Using the appropriate tools, turn the swivel portion of the fitting the appropriate number of flats to
NOTE: If tools or other instruments are used to assist

in this initial tightening of the fittings, care must be taken to prevent actually applying clamping torque to the fittings.
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align the designated marks. Leave in this position. c. Typical installations include the assembly of:
a. Uses whatever appropriate wrench is available to tighten fitting. b. Installation procedure:
(1) Tube nuts and swivels (if different or unknown plating or manufacturer of mating parts). (2) Port fittings, and tube and swivel nuts not accessible with a torque wrench. 3. Turns from finger tight method (TFFT) (Figure 3)
(1) Tighten the fitting finger tight (removing all slack from the fitting components).
NOTE: If tools or other instruments are used to assist

in this initial tightening of the fittings, care must be taken to prevent actually applying clamping torque to the fittings.
FIGURE 3 - TIGHTENING PROCEDURE FOR FITTINGS
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(2) Mark initial corresponding position on the stationary and swiveling surfaces. (3) Mark the appropriate position that will indicate proper final torque. (4) Using the appropriate tools, turn the swiveling portion of the fitting to the appropriate position to align the designated marks. Leave in this position. c. Typical installations include the assembly of: (1) Pipe fittings. (2) Pipe fittings not accessible to torque wrenches.
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UNIT RIG
METRIC CONVERSIONS
METRIC CONVERSIONS
GENERAL
Information concerning metric conversions is provided here to aid and supplement the use of dual dimensioning in this manual. Two tables are presented here to show conversions from U.S. Standard units to their metric equivalents.
TABLE 2 - DECIMAL EQUIVALENTS

Table 2 - Decimal Equivalents contains fraction of inches with the appropriate decimal equivalents in inches and millimeters. The fractions are shown in intervals of 1/64 inch (0.4 mm).
TABLE 1 - METRIC CONVERSIONS

Table 1 - Metric Conversions, includes some of the most common units and the metric conversions from practical use. Also included are the unit abbreviations used in this manual. Multiply the U.S. standard unit in the left column by the figure shown in the second column to obtain the metric equivalent. Multiply the metric number in the center column by the number in the column to its right to obtain the desired U. S. standard equivalent.
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Multiply:
by:
to get: Multiply: LINEAR
by:
to get:
inches (in.) feet (ft.) yards (yds.) miles (mi.) microinches (m in.)
x 25.4 x 0.3048 x 0.9144 x 1.6093 x 0.0254
= = = = =
millimeters (mm) meters (m) meters (m) kilometers (km) micrometers (mm)
x 0.03937 x 3.281 x 1.0936 x 0.6214 x 39.37
= inches = feet = yards = miles = microinches
AREA
inches2 (sq. in.) feet2 (sq. ft.) yards2 (sq. yds.) acres x x x x 645.16 0.0929 0.8361 0.4047 = = = = millimeters2 (mm2) meters2 (m2) meters2 (m2) hectometers (hm2) [hectares (ha)] x x x x 0.000155 10.764 1.196 2.471 = inches2 = feet2 = yards2 = acres
VOLUME
inches3 (cu. in.) inches3 (cu. in.) quarts (qts.) gallons (gal.) feet3 (cu. ft.) feet3 (cu. ft.) fluid oz. (fl. oz.) yards3 (cu. yds.) teaspoons (tsp.) cups x 16387 x 0.01639 x 0.94635 x 3.7854 x 28.317 x 0.02832 x 29.57 x 0.7646 x 4.929 x 0.2366 = = = = = = = = = = millimeters3 (mm3) liters (I) liters (I) liters (I) liters (I3) meters3 (m3) millileters (ml) meters3 (m3) millileters (ml) liters (I) x 0.000061 x 61.024 x 1.0567 x 0.2642 x 0.03531 x 35.315 x 0.03381 x 1.3080 x 0.2029 x 4.227 = inches3 = inches3 = quarts = gallons = feet3 = feet 3 = fluid oz. = yards3 = teaspoons = cups
MASS
ounces (oz.) pounds (Ibs.) tons (2000 lb.) tons (2000 lb.) tons (long) (2240 lb.) x 28.35 x 0.4536 x 907.18 x 0.90718 x 1016.05 = = = = = grams (g) kilograms (kg) kilograms (kg) metric tons (t) kilograms (kg) x 0.03527 x 2.2046 x 0.001102 x 1.1023 x .000984 = ounces = pounds = tons (2000 lb.) = tons (2000 lb.) = tons (long) (2240 lb.)
FORCE
ounces - - f pounds - - f kilograms - - f x 0.278 x 4.448 x 9.807 = newtons (N) = newtons (N) = newtons (N) x 3.597 x 0.2248 x 0.10197 = ounces - - f = pounds - - f = kilograms - - f 12109 SHEET I OF 2
TABLE 1 - METRIC CONVERSION
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METRIC CONVERSIONS
Multiply:
by:
to get: Multiply: by: ENERGY OR WORK (watt-second = joule = newton-meter)

= joules (J) = joules (J) = joules (J) = joules (J) = megajoules (MJ) x 0.7376 x 0.2388 x 0.000948 x 0.0002778 x 0.2778
to get:
foot-pounds (ft.-lbs.) calories (c) Btu watt-hours (w-h) kilowatt-hrs. (kw-h)
x 1.3558 x 4.187 x 1055 x 3600 x 3.600
= = = = =
foot-pounds calories Btu watt-hours kilowatt-hrs.
PRESSURE OR STRESS (newton sq. meter = pascal)

inches Hg (60F) pounds/sq. in. inches H20 (60F) bars pounds/sq. ft. (psf) x 3600 x 6.895 x 0.2488 x 100 x 47.88 = kilopascals (kPa) = kilopascals (kPa) = kilopascals (kPa) = kilopascals (kPa) = pascals (Pa) x 0.2961 x 0.145 x 4.0193 x 0.01 x 0.02088 = inches Hg = pounds/sq. in. = inches H20 = bars = pounds/sq. ft.
POWER
horsepower (hp) ft.-lbs./min. x 0.746 x 0.0226 = kilowatts (kW) = watts (W) x 1.34 x 44.25 = horsepower = ft.-lbs./min.
TORQUE
pound-inches (in.-lbs.) pound-feet (ft.-lbs.) x 0.11298 x 1.3558 = newton-meters (Nm) = newton-meters (Nm) x 8.851 x 0.7376 = pound-inches = pound-feet
VELOCITY
miles/hour (mph) feet/sec (ft./sec.) kilometers/hr. (km/hr) miles/hour (mph) x 1.6093 x 0.3048 x 0.27778 x 0.4470 = kilometers/hour (km/hr) = meters/sec (m/sec) = meters/sec (m/sec) = meters/sec (m/sec) x 0.6214 x 3.281 x 3.600 x 2.237 = miles/hour = feet/sec = kilometers/hr = miles/hour
TEMPERATURE
Celsius = 0.556 (F-32) F = (1.8C)+32
COMMON METRIC PREFIXES

mega (M) kilo (k) hecto (h) deka (da) = = = = 1 000 000 1 000 100 10 or or or or 106 103 102 101 deci (d) centi (c) milli (m) micro (m) = = = = 0.1 0.01 0.001 0.000 001 or or or or 101 102 103 106
12109 SHEET 2 OF 2
TABLE 1 - METRIC CONVERSION - CONTINUED
12/13/95
M1115
FRACTION (IN.) 1/64 1/32 3/64 1/16 5/64 3/32 7/64 1/8 9/64 5/32
DECIMAL EQUIVALENT (IN.) (MM)
FRACTION (IN.)
DECIMAL EQUIVALENT (IN.) (MM)
0.015625 0.39688 0.03125 0.79375 17/32
33/64 0.515625 13.09690 0.53125 13.49378
0.046875 1.19063 0.0625 1.5875 9/16
35/64 0.546875 13.89065 0.5625 14.28753
0.078125 1.98438 0.09375 2.38125 19/32
37/64 0.578125 14.6844 0.59375 15.08128
0.109375 2.77813 0.125 3.17501 5/8
39/64 0.609375 15.47816 0.625 15.87503
0.140625 3.57188 0.15625 3.96878 21/32
41/64 0.640625 16.27191 0.65625 16.66878
11/64 0.171875 4.36563 3/16 0.1875 4.76251 11/16
43/64 0.671875 17.06566 0.6875 17.46253
13/64 0.203125 5.15939 7/32 0.21875 5.55626 23/32
45/64 0.703125 17.85941 0.71875 18.25629
15/64 0.234375 5.95314 1/4 0.25 6.35001 3/4
47/64 0.734375 18.65316 0.75 19.05004
17/64 0.265625 6.74689 9/32 0.28125 7.14376 25/32
49/64 0.765625 19.44691 0.78125 19.84379
19/64 0.296875 7.54064 5/16 0.3125 7.93752 13/16
51/64 0.796875 20.24066 0.8125 20.63754
21/64 0.328125 8.33439 11/32 0.34375 8.73127 27/32
53/64 0.828125 21.03442 0.84375 21.43129
23/64 0.359375 9.12814 3/8 0.375 9.52502 7/8
55/64 0.859375 21.82817 0.875 22.22504
25/64 0.390625 9.92189 13/32 0.40625 10.31877 29/32
57/64 0.890625 22.62192 0.90625 23.0188
27/64 0.421875 10.71565 7/16 0.4375 11.11252 15/16
59/64 0.921875 23.41567 0.9375 23.81255
29/64 0.453125 11.50940 15/32 0.46875 11.90627 31/32
61/64 0.953125 24.20942 0.96875 24.6063
31/64 0.484375 12.30315 1/2 0.50 12.70002 1
63/64 0.984375 25.00317 1.0 25.40005 12110
TABLE 2 - DECIMAL EQUIVALENTS
M1115
12/13/95
UNIT RIG
PREVENTIVE MAINTENANCE
PREVENTIVE MAINTENANCE
The following checks should be made whenever the truck is in the shop for its normal preventive maintenance (typically at 500 hour intervals). d. Verify that the voltages from all transducers are greater than 1 and less than 6 Vdc. (See Figure 2.)
NOTES: PRESSURE TRANSDUCERS

The normal readings of the pressure transducers may be tested as follows: a. Turn the trucks Master Switch On. b. Depress the MENU switch on the Display in the cab. (See Figures 1 and 3.) c. Press the UP and DOWN arrows to position the pointer at Transducer Status, and then depress ENTER switch. 1. The locations are as follows: LF refers to Left Front RF refers to Right Front LR refers to Left Rear RR refers to Right Rear 2. The first time these are checked, record the values below. They should be about the same each time they are checked. The rear suspensions will always have a much lower voltage than the front units. 3. Notify the proper personnel if the transducer voltages are not greater than 1 or less than 6 Vdc or if they have changed by more then 0.5 Vdc since the first reading.
MENU-WEIGH SYSTEM 0 Default (15) -- -->Set shovel number 2 Set dump number
13867
TRUCK S/N
DATE
LF
RF
LR
RR
FIGURE 1 DISPLAY: MENU
Transducer Status LF=1.576 LR=1.230 RF=1.550 RR=1.232

13865
13868
TABLE 1 TRANSDUCER VOLTAGE READINGS (VDC) e. Turn the Master Switch Off.
FIGURE 2 DISPLAY: TRANSDUCER STATUS
KEY 01. 02. 03. 04. 05. 06. FIGURE 3 WEIGH SYSTEM DISPLAY
13869
Display MENU Pushbutton UP ARROW Pushbutton Pushbutton Light Control Switch DOWN ARROW Pushbutton ENTER Pushbutton
09/17/2003
U2066
LOAD LIGHTS
The load lights may be tested as follows:
2. Also following one of outlined procedures in this manual the data obtained in step 1 should be reviewed and kept for future reference. a. Weigh System operational problems, once identified, should be repaired to allow the system to operate properly. b. The range of truck maximum vehicle weights. (1) Maximum gross vehicle weight should not exceed truck capacity and allowance.
NOTE: There are 2 red and 2 amber lights on left side

and the right side of the trucks equipped with load lights. To check these, it is best to have 2 people, one in the cab and one where he can see the load lights and the person in the cab. 1. Verify that the Master Switch is On. 2. Verfiy that there is sufficient supply pressure in the brake accumulators to release and hold the park brake calipers and pressure switches. 3. While holding the truck in place with the Brake Pedal, release all other brakes (Hand, Park and Load). 4. Apply the Load Brake. 5. Verify that all of the load lights flash enough to show that the lamps are operational. 6. Release and apply the Load Brake to repeat light flashing until the non-operational lamps have been identified.
IMPORTANT: Exceeding the capacity of the truck

systems may adversely affect its operation and ability to perform properly. It may ultimately adversely impact maintenance and warranty considerations. (2) The range of the maximum vehicle weights carried should be approximately equal with minimal peaks or valleys. This will ensure the maximum productivity without overloading the truck.
NOTE: When the Load Brake is applied, the Display should indicate LOADING mode. When the loading brake is released the Display should show EMPTY mode.
7. Replace/repair any lamp assemblies that are not operational and retest as required.
DOWNLOAD SYSTEM INFORMATION

The information gathered by the Weigh System should be downloaded and analyzed as follows: 1. Following the procedures outlined in this manual the information gathered and stored by the Weigh System should be downloaded to a laptop computer for analysis.
NOTE: Care must be take when uploading Weigh

System data to ensure the desired effect on the data continuity: 1. If the data is to remain as it is recorded and stored, select the option entitled Update Data (Do NOT Reset the Haul Count). 2. If resetting the haul count recorded on the truck is desired, select the option entitled Update Data and Reset the Haul Count Since Last Update.
U2066
09/17/2003

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MT 4400AC MECHANICAL MANUAL

MINERA ZALDIVAR S/N MH272-274

MT 4400AC MECHANICAL MANUAL

MT 4400AC MECHANICAL MANUAL (MHTOC4)

SECTION 3 - ELECTRICAL SYSTEM

SECTION 4 - POWER PACKAGE

SECTION 5 - HYDRAULIC SYSTEM

SECTION 5 - HYDRAULIC SYSTEM (CONTINUED)

SECTION 6 - PNEUMATIC SYSTEM

SECTION 7 - RUNNING GEAR

SECTION 8 - BRAKE SYSTEM

M1756 M1757 M1623 M1578 M1113 M1703

TEREX|UNIT RIG SECTION 10 - MISCELLANEOUS

MT 4400AC MECHANICAL MANUAL

SAFE POSITION DEFINITION

USE OF THIS MANUAL

Section 1. Description and Operation

DANGER, WARNING AND CAUTION EMBLEMS

FIGURE 1 - HAZARD DECALS (A83678, SHEET 1 OF 5)

FIGURE 1 - HAZARD DECALS (A83678, SHEET 2 OF 5)

FIGURE 1 - HAZARD DECALS (A83678, SHEET 3 OF 5)

FIGURE 1 - HAZARD DECALS (A83678, SHEET 4 OF 5)

FIGURE 1 - HAZARD DECALS (A83678, SHEET 5 OF 5)

DO NOT LOCK THE REVERSER IN THE NEUTRAL POSITION

LEVER IS ALWAYS IN "FLOAT " WHEN NOT IN USE.

NOTE: A SAFE POSITION is defined as:

BEFORE BEGINNING WORK

NOTE: These procedures must be followed any time

FIGURE 2 - TIRE FIRE DANGER AREA

SAFETY TIRE SAFETY

FIGURE 1 - TYPICAL CAB LAYOUT 10/31/95 M1584 1

NOTE: If the truck is not equipped with an extension

IMPORTANT: The amount of retarding effort available 09/30/2004

FUEL AND HYDRAULIC TANKS

ELECTRICAL CONTROL SYSTEM

POWER PACKAGE ELECTRICAL DRIVE

POWER PACKAGE (continued) ENGINE

HYDRAULIC SYSTEM SUPPLY SYSTEM

HYDRAULIC SYSTEM (continued) BRAKE SYSTEM

1000 psi (6 895 kPa)

MAINTENANCE AND ADJUSTMENT

FIGURE 1 - MT 4400 MAIN FRAME

CAB HEATER ASSEMBLY

CAB HEATER ASSEMBLY

MAINTENANCE AND ADJUSTMENT

FIGURE 1 - CAB HEATER ASSEMBLY - SHEET 1 OF 7

CAB HEATER ASSEMBLY

FIGURE 1 - CAB HEATER ASSEMBLY - SHEET 2 OF 7

FIGURE 1 - CAB HEATER ASSEMBLY - SHEET 3 OF 7

CAB HEATER ASSEMBLY

FIGURE 1 - CAB HEATER ASSEMBLY - SHEET 4 OF 7

FIGURE 1 - CAB HEATER ASSEMBLY - SHEET 5 OF 7

CAB HEATER ASSEMBLY

FIGURE 1 - CAB HEATER ASSEMBLY - SHEET 6 OF 7

FIGURE 1 - CAB HEATER ASSEMBLY - SHEET 7 OF 7

MAINTENANCE AND ADJUSTMENT

FIGURE 1 - HOOD ASSEMBLY

FIGURE 1 - HOOD ASSEMBLY - CONTINUED

LADDER AND RAILING ASSEMBLY

LADDER AND RAILING ASSEMBLY