Capacity Service Manual

CAPACITY TABLE OF CONTENTS
SECTION PAGE
1 GENERAL INFORMATION
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1
Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3
Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-4
Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8
Engine and Transmission Identification . . . . . . . . . . . . . . . . . . . . . . . . .1-10
2 PREVENTIVE MAINTENANCE
Pre-Operational Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1
Suggested Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Weekly or 50 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
200 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Quarterly or 500 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
2 Years or 2000 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
3000 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Engine Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
3 Years or 6000 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Daily Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3
Maintenance Procedures - 250 Hours or 3 Months . . . . . . . . . . . . . . . . .2-5
Maintenance Procedures 500 Hours of Operation . . . . . . . . . . . . . . . . . .2-6
Maintenance Procedures 5000 Hours or 1 Year . . . . . . . . . . . . . . . . . .2-12
Maintenance Procedures 2000 Hours or 2 Years . . . . . . . . . . . . . . . . . .2-16
Recommended Lubrication and Capacities . . . . . . . . . . . . . . . . . . . . . .2-20
Cooling System Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-20
Tire Pressure Maximum Recommendations . . . . . . . . . . . . . . . . . . . . . .2-20
Fuel Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-20
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-21
3 ELECTRICAL SYSTEM
Terminal Objective and Enabling Objectives . . . . . . . . . . . . . . . . . . . . . .3-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-2
Power Distribution Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-4
Relay Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-5
Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6
Wiring Diagrams & Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-8
SECTION PAGE
4 TRANSMISSION
(Refer to RDS3000 Allison Transmission Manual)
5 FRONT AXLE & STEERING

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-2
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4
TAS Steering Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-5
Front End Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-19
Disassembly, Overhaul and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .5-25
6 REAR AXLE & DURA RIDE

Drive Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-2
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4
Disassembly & Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4
Shock Absorbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-7
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-7
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-8
Ride Height Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-8
Ride Height Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-11
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12
Leveling Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-13
A-Frame Pivot Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . .6-14
7 AIR SYSTEM
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
Automatic drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
Air Brake System Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-5
Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8
SECTION PAGE
8 ABS/ATC SYSTEM
ABS Controller Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-2
Power Up Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3
ABS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3
ATC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4
Troubleshooting ABS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-5
Troubleshooting Blink Codes & Diagnostic Modes . . . . . . . . . . . . . . . . . .8-7
Troubleshooting Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-22
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-25
Appendix A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-26
9 CHASSIS LUBRICATION SYSTEM

System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-2
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-2
Air Operated Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-7
10 HYDRAULIC SYSTEM
Terminal Objective and Enabling Objectives . . . . . . . . . . . . . . . . . . . . .10-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-2
Checking Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-3
Hydraulic System Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-3
Changing Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-3
Hydraulic Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-4
Hydraulic System Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-6
Hydraulic System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-15
11 BOOM & FIFTH WHEEL

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-1
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-1
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-1
Trailer Upper Coupler or Bolster Plates . . . . . . . . . . . . . . . . . . . . . . . . .11-6
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-7
SECTION PAGE
12 CAB LIFT SYSTEM

Terminal Objective and Enabling Objectives . . . . . . . . . . . . . . . . . . . . .12-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-2
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-6
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-6
Ride Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-6
Leveling Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-6
Cab Cushion Air Suspension System . . . . . . . . . . . . . . . . . . . . . . . . . . .12-6
Troubleshooting Cab Lift Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-8
CAPACITY GENERAL INFORMATION
INTRODUCTION DASH PANEL

Removable for easy maintenance with volt-
This manual contains information and instruc-
meter, hour meter, oil presure, air filter restric-
tions for servicing, troubleshooting, mainte-
tion indicator, water temperature, air system
nance and repair of the Trailer Jockey. Regular
pressure, fuel level gauge.
servicing and an established preventive main-
tenance program will keep all components of
WARNING DEVICES:
the vehicle operating at maximum efficiency
Trailer ABS Fault Code . . . . . . . . . . . . .Light
and will promote a longer and safer service life.
ATC Automatic Traction Control Active .Light
Follow the instructions in this manual carefully
Charging System Indicator . . . . . . . . .Light
to keep the vehicle operating properly.
Lo-Air Air Pressure Low . . . .Light and Alarm
Engine Major Fault Code . . . . . . . . . . . .Light
SPECIFICATIONS: Warning Minor Engine Fault Code . . . .Light
WTS Wait to Start Warning . . . . . . . . . .Light
ENGINE Comm J1939 Datalink Backbone failure Light
Manufacturer . . . . . . . . . . . . . . . . . . . .Varies Trans Temp exceeds parameters . . . . .Light
Check Trans Fault Code . . . . . . . . . . .Light
TRANSMISSION Regen Icon Exhaust Regen. reqd. . . . .Light
Manufacturer . . . . . . . . . . . . . . ..........Varies
CAB TILTING
FRONT AXLE 45° Hydraulically with 90° Tilt Capability
Manufacturer . . . . . . . . . . . . . . . . . . . .Varies
CAB MOUNTING
REAR AXLE . . . . . . . . .Rubber Cushion Front Cab Pivots
Manufacturer . . . . . . . . . . . . . . ..........Varies . . . . . . . . . . . . . . .Safety Type Cab Latching
Rear Cab Air Ride
FRONT SUSPENSION DOORS
Type . . . . . . . . . . . . . . . . . . . . . Leaf Springs Heavy Duty Design with Key-Type Lock on L.H.
Rating . . . . . . . . . . . . . . . . . . . . .13,200 Ibs. and Rear Sliding Door .
REAR SUSPENSION Dura Ride Trailing Arm, HYDRAULIC SYSTEM FOR 5TH WHEEL
Air Spring, 30,000 lb. rating Trans. Direct Mounted Power Take-Off with
WHEELS Direct Mounted Gear Pump and 10 Gallon
22.5 X 8.35 Hub Piloted, 5-hole Reservoir
CAB
Width . . . . . . . . . . . . . . . . . . . . . . . . . . .51 in.
Depth . . . . . . . . . . . . . . . . . . . . . . . . . .64 in.
HEATER
45,000 BTU Fresh Air with Electric Blower
DEFROSTER
Type . . . . . . . . . . . . . . . . .Heater-integrated
1-1
FIFTH WHEEL & BOOM ASSEMBLY AIR SYSTEM

36” Dia. 5th wheel for 2” dia. king pins with 15.2 CFM compressor, 3 tank reservoir system
Cab-Controlled air unlatch and automatic
relatch ELECTRICAL SYSTEM
12 Volt negative ground with circuit breakers,
Dual hydraulic 5” double acting cylinders and 130 amp alternator, color coded wiring in sepa-
self-aligning replaceable cylinder bushings. rate removable harness.
TIRES STARTER . . . . . . . . . . . .Nippodensa Electric

Front . . . . . . . . . .Tubeless single 11 X R22.5
. . . . . . . . . . . . . .16 Ply LRG Highway Tread BATTERY . . . . . . .Two12V 700CCA 31-ECO
Rear . . . . . . . . . . . .Tubeless Dual 11 X 22.5
. . . . . . . . . . . . . .16 Ply LRG Highway Tread EXHAUST . . . . .Converter muffler and outlet
. . . . . . . . . . . . . . . . .with vertical behind cab
STEERING
Hydraulic power steering with engine mounted TRAILER EQUIPMENT
gear driven pump Air . . . . . . . . . . . . . . . . . . . .Two air lines with
. . . . . . . . . . . . . . . . . . . .glad hand receivers
BRAKES Electrical . . . . . . . . .7-wire female receptacle
Front axle . . . . . . . . . . . . . . . . . . . .ABS/ATV . . . . . . . . . . . . . . . . . . . . . . . . .at rear of cab
Rear axle . . . . . . . . . . . . . . . . . . . . .ABS/ATC
Parking . . . . . . . . . .Spring type on rear axle VEHICLE LOAD CAPACITY (at 15 mph)
Emergency . . . . . . . . . .Automatic application GVW . . . . . . . . . . . . . . . . . . . . . . .32,200 lbs.
. . . . . . . . . . . . . . . . . . . . . .of parking brakes GCVW . . . . . . . . . . . . . . . . . . . . .81,000 lbs.
COOLING SYSTEM WEIGHT (average) . . . . . . . . . . . .13,500 lbs.

Fin and tube radiator of heavy duty construction
mounted on rubber shock pads. System sup- TURNING RADIUS
plied with 50% solution of permanent type . . . . . . . . . .Standard 116” wheelbase 20’ 6”
antifreeze with transmission oil cooler in lower
radiator tank. DRAW BAR PULL . . . . . . . . . . . .12,702 lbs.
FUEL TANK . . . . . . . . . .50 Gallon step tank GRADEABILITY . . .At capacity GCW 15.9%
FILTERS FIFTH WHEEL

Engine air . . . . . . . . . . . .Dry type air cleaner Lift Rating . . . . . . . . . . . . . . . . . . .70,000 lbs.
Fuel (2) . . . . .Frame mounted fuel/water sep. Lift Height . . . . . . . . . . . . . . . . . . . . . . .16 in.
. . . . . . . . . . . . . . . . . . . . . . .Engine mounted
Hydraulic pump . . . . . . . . . .Full flow spin-on DIMENSIONS
. . . . . . . . . . . . . .element with intake strainer Height . . . . . . . . . . . . . . . . . . . . . . . . .120 in.
Power steering . . . . . .Replaceable cartridge Width . . . . . . . . . . . . . . . . . . . . . . . . .98.8 in.
. . . . . . .type within power steering reservoir Length . . . . . . . . . . . . . . . . . . . . . . . . .192 in.
Engine Oil Filter . . . . . . . . . . . . . . . .SpinnerII Wheelbase . . . . . . . . . . . . . . . . . . . . . .116 in.
1-2
SPOT LIGHT
ENGINE
AUTO-GREASER COMPARTMENT
CAB TILT PUMP
QUARTER
FENDERS
DURA-RIDE BATTERY BOX

SUSPENSION
HYDRAULIC OIL
RESERVOIR
TILT CAB
FUEL FILTER
AIR DRYER FIFTH WHEEL

& BOOM
FUEL TANK
NOMENCLATURE
1-3
Maintenance Procedures Fastener Sizes
There are a number of procedures involved in For a number of reasons, automobile equip-
maintenance and repair that are referred to ment manufacturers are making wider and
throughout this manual. Application of these wider use of metric fasteners. Therefore, it is
procedures will enable the technician to be important to be able to tell the differences
more efficient, better organized and capable of between standard (sometimes called U.S. or
performing the various tasks properly, which SAE) and metric hardware, since they cannot
will ensure that the service and/or repair is thor- be interchanged.
ough and complete.
All bolts, whether standard or metric, are sized
according to diameter, thread pitch and length.
Fasteners
For example, a standard 1/2 - 13 x 1 bolt is 1/2
inch diameter, has 13 threads per inch and is 1
Fasteners are nuts, bolts, studs and screws
inch long. An M12 - 1.75 x 25 metric bolt is 12
used to hold two or more parts together. There
mm in diameter, has a thread pitch of 1.75 mm
are a few things to keep in mind when working
(the distance between threads) and is 25 mm
with fasteners. Almost all of them use a locking
long. The two bolts are nearly identical, and
device of some type, either a lockwasher, lock-
easily confused, but they are not interchange-
nut, locking tab or thread adhesive. All thread-
able.
ed fasteners should be clean and straight, with
undamaged threads and undamaged corners
In addition to the differences in diameter, thread
on the hex head where the wrench fits.
pitch and length, metric and standard bolts can
Develop the habit or replacing all damaged
also be distinguished by examining the bolt
nuts and bolts with new ones. Special locknuts
heads. To begin with, the distance across the
with nylon or fiber inserts can only be used
flats on a standard bolt head is measured in
once. If they are removed, they lose their lock-
inches. while the same dimension on a metric
ing ability and must be replaced.
bolt is sized in millimeters (the same is true for
nuts). As a result, a standard wrench should
Rusted nuts and bolts should be treated with a
not be used on a metric bolt and a metric
penetrating fluid to ease removal and prevent
wrench should not be used on a standard bolt.
breakage. After applying the rust penetrant, let
Also, most standard bolts have radial grade
it work for a few minutes before trying to loosen
lines on the head to denote the grade or
the nut or bolt. Badly rusted fasteners may
strength of the bolt, which is an indication of the
have to be chiseled or sawed off or removed
amount of torque that can be applied to it. The
with a special nut breaker, available at tool
greater the number of grade lines, the greater
stores.
the strength of the bolt. Metric bolts have a
property class (grade) number, rather than radi-
If a bolt or stud breaks off in an assembly, it can
al lines, molded into their heads to indicated
be drilled and removed with a special tool com-
bolt strength. In this case, the higher the num-
monly available at tool stores.
ber, the stronger the bolt.
Flat washers and lockwashers, when removed
Strength markings can also be used to distin-
from an assembly, should always be replaced
guish standard hex nuts from metric hex nuts.
exactly as removed. Replace any damaged
Many standard nuts have dots stamped into
washers. Never use a lockwasher on any soft
one side, while metric nuts are marked with a
metal surface (such as aluminum), thin sheet
number. the greater the number of dots, or the
metal or plastic.
1-4
higher the number, the greater the strength of

the nut.
Metric studs are also marked on their ends

according to property class (grade). Larger
studs are numbered the same as metric bolts
while smaller studs carry a geometric code to
denote property class.
It should be noted that many fasteners, espe-
cially grades 0 through 2, have no distinguish-
ing marks on them. When such is the case, the
only way to determine whether it is standard or
metric is to measure the thread pitch or com-
pare it to a known fastener of the same size.
1-5
Standard fasteners are often referred to as finger tight only. Next, they should be tightened
SAE, as opposed to metric. However, it should one full turn each, in a criss-cross or diagonal
be noted that SAE technically refers to a non- pattern. After each one has been tightened one
metric fine thread fastener only. Coarse thread full turn, return to the first one and tighten them
non-metric fasteners are referred to as USS all one-half turn, following the same pattern.
sizes. Finally, tighten each of them one-quarter turn at
a time until each fastener has been tightened to
Since fasteners of the same size (both stan- the proper torque. Too loosen and remove the
dard and metric) may have different strength fasteners, the procedure would be reversed.
ratings, be sure to reinstall any bolts, studs or
nuts removed in their original locations. Also,
when replacing a fastener with a new one,
make sure that the new one has a strength rat-
ing equal to or greater than the original.
Tightening sequences and procedures
Most threaded fasteners should be tightened to

a specific torque value (torque is the twisting
force applied to a threaded component such as
a nut or bolt). Overtightening the fastener can
weaken it and cause it to break, while under-
tightening can cause it to eventually come
loose. Bolts, screws and studs, depending on
the material they are made of and their thread
diameters, have specific torque values. Be
sure to follow the torque recommendations
closely. For fasteners not assigned a specific
torque, a general torque value chart is present-
ed here as a guide. These torque values are
for dry (unlubricated) fasteners threaded into
steel or cast iron (not aluminum). As was pre-
viously mentioned, the size and grade of a fas-
tener determines the amount of torque that can
safely be applied to it. Higher grades can toler-
ate higher torque values.
Fasteners laid out in a pattern, such as cylinder

head bolts, oil pan bolts, differential cover bolts,
etc., must be loosened or tightened in
sequence to avoid warping the component.
This sequence will normally be shown in the
appropriate section. If a specific pattern is not
given, the following procedures can be used to
prevent warping.
Initially, the bolts or nuts should be assembled
1-6
TORQUE CHART
NOTE: This chart is intended as a guide for the wrench torque that should be applied to tightening
nuts and bolts or studs, or capscrews when no torque is specified on the assembly print or sepa-
rate instructions.
When tightening a bolt with a castellated nut, torque to the low value shown on the chart. Then con-
tinue to tighten until the hole in the bolt and the slot in the nut become aligned. Nuts must be of the
same SAE grade as the bolts on the chart. When nuts and bolts are of different grades, use the
torque value for the lower of the two.
This chart is not intended for use in seating a stud in a housing. These values were calculated on
approximately 75% of the proof-load for dry unplated bolts, and should be reduced by approximate-
ly 25% for lubricated fasteners.
1-7
1-8
1-9
Engine and Transmission Identification
Engine Dataplate
The engine data plates show specific informa-

tion about your engine. The engine serial num-
ber (1) and Control Parts List (CPL) (2) provide
information for ordering parts and service
needs
NOTE: The engine dataplate must not be

changed unless approved by Cummins Engine
Company, Inc.
Transmission Nameplate
The transmission nameplate is located on the

right rear side of the transmission. the name-
plate shows the transmission serial number,
part number (assembly number), and model
number. All three of these numbers must be
provided when ordering replacement parts or
requesting service information.
1-10
CAPACITY PREVENTIVE MAINTENANCE
PRE-OPERATIONAL AND SAFETY INSPECTION
_______ Check engine oil level

_______ Check engine coolant level
_______ Check power steering fluid level
_______ Check charge air cooler connections for security and leaks
_______ Check hydraulic fluid level, boom down
_______ Drain moisture from air tanks
_______ Check tires for condition and proper inflation
_______ Check cab holddown latches for proper operation
_______ Check to ensure cab tilt pump selector is in cab lower position
_______ Check cab door(s) for proper operation - ensure door latches operate properly
_______ Check windshield wiper and washer for proper operation
_______ Check accelerator for proper operation - accelerator must move freely through
range of operation
_______ Check rear view mirrors and adjust as necessary
_______ Inspect trailer hoses and electrical cable for security and condition
_______ Clean all windows
_______ Check neutral lockout system for proper operation
_______ Check fifth wheel control lever for proper operation
_______ Check fifth wheel secondary lock - lock should be disengaged
_______ Check fifth wheel plate for proper lubrication
_______ Check horn for proper operation
_______ Check steering system for proper operation
_______ Check all gauges/indicators for proper operation
_______ Check parking and service brakes for proper operation
_______ Check lube lever in auto lube system reservoir - if less than half, refill
_______ Check fuel tank level - fill if necessary
_______ Adjust seat as necessary
_______ Check air compressor for proper operation - compressor cut-out pressure should
be 120 PSI - cut-in pressure should be between 90-110 PSI
_______ Check electrical system for proper operaion - all lights acc. should be on
_______ Check all lights for proper operation:
(a) Headlights, 1. High, 2. Low
(b) Turn signals, 1. Right, 2. Left
(c) Parking and clearance lights
(d) Brake lights
(e) Hazard lights
_______ Check transmission fluid level with engine running at idle
_______ Perform final walk around inspection and check for (a) fluid leaks - engine,
transmission and axles. (b) air leaks, (c) check exhaust system for damage and
leaks (d) check cab and frame for damage.
DAMAGE REPORT (Circle or mark

any damaged location)
Report all discrepancies to your

supervisor
2-1
SUGGESTED PREVENTIVE Change engine oil and filer
Check wheel bearing oil
MAINTENANCE Check brake linings for wear and adjust cams
or replace linings if necessary
Daily Check oil in rear axle
Record hourmeter reading Check oil in transmission
Check coolant level and add coolant if neces- (Oil sampling analysis recommended)
sary (Use caution)
Check transmission oil level and add oil if nec-
DURA RIDE:
essary (engine running)
Check center bearing
Check engine oil level (engine stopped)
Check power steering oil level and add oil if Check air bags
necessary Check height adjustment
Check all belts for tension and condition
Check hydraulic oil level and add oil if neces-
sary (boom down) 2 Years or 2000 Hours of Operation
Drain water from all air tanks Check vibration damper
Check tire pressure and condition Check vibration damper rubber
Check for leaks, broken or damaged parts Drain and flush cooling system
Check lights working and clean
Check mirrors clean, tight and unbroken
Check exhaust system for leaks or damage 3000 Hours of Operation
Drain Fuel/Water Separator Change internal transmission filter and change
Charge air connections
fluid
Transmission filter indicators
(Oil sampling analysis recommended)
Weekly or 50 Hours of Operation Change steer reservoir filter and fluid
Perform all daily checks Change hydraulic oil and clean strainer
Check auto lube Check air dryer cartridge
Check oil in rear axle Check and adjust 5th wheel jams
Change cab tilt pump fluid
200 Hours of Operation Repair Facility
Initial change of RDS3000 main filter Check and clean automatic drain valves on air
tank.
Quarterly or 500 Hours of Operation
Engine Valve Adjustment
CAUTION - Never service air cleaner Initial valve adjustment at 5000 hours.
with engine running to prevent dirt from being Subsequent valve adjustments at 50,000 miles.
drawn into intake. Annual inspection or lube of hydraulic pump
and PTO shafts.
Service air cleaner when indicator shows red
Change hydraulic oil filter
Check wheel nut torque 3 Years or 6000 Hours of Operation
Check fuel filters when fuel reaches 1/2” from Change oil in rear axle
top of clear bowl Change oil in wheel bearings
Check adjustment on all brakes Change oil in transmission
Check air compressor mounting Change air dryer cartridge
Check charge air cooler Change brake linings
Check fuel pump mounting
2-2
Daily Maintenance Procedures

General Information
Preventative maintenance begins with day-to-day awareness of the condition of the engine and its
systems. Before starting the engine, check the oil and coolant levels. Look for:
• Leaks
• Loose or damaged parts
• Worn or damaged belts
• Any change in engine appearance
Oil Level - Check
Never operate the engine with the oil level CAUTION: Do not add cold
below the “L” (Low) mark or above the “H” coolant to a hot engine. Engine castings can
(High) mark. Wait at least 15 minutes after be damaged. Allow the engine to cool to below
shutting off the engine to check the oil. This 120˚ F. before adding coolant.
allows time for the oil to drain to the oil pan.
Fill the cooling system with coolant to 1” below
NOTE: The vehicle must be level when check- the bottom of the fill neck in the radiator fill.
ing the oil level to make sure the measurement
is correct.
Coolant Level - Check
WARNING: Do not remove the

radiator cap from a hot engine. Wait until
the temperature is below 120˚ F. before
removing the pressure cap. Failure to do so
can result in personal injury from heated
coolant spray or steam. Remove the filler
cap slowly to relieve coolant system pres-
sure.
NOTE: Never use a sealing additive to stop

leaks in the coolant system. This can result in
coolant system plugging and inadequate
coolant flow causing the engine to overheat.
The coolant level must be checked daily. 2-3
Drive Belt - Inspection
Visually inspect the belt. Check the belt for

intersecting cracks. Transverse (across the
belt width) cracks are acceptable. Longitudinal
(direction of belt length) cracks that intersect
with transverse cracks are not acceptable.
Replace the belt if it is frayed or has pieces of
material missing.
Cooling Fan - Inspection
Warning. Personal injury can result

from a fan blade failure. Never pull or pry
on the fan. This can damage the fan
blade(s) and cause fan failure.
NOTE: Rotate the crankshaft by using the

engine barring gear.
A visual inspection of the cooling fan is required

daily. Check for cracks, loose rivets, and bent
or loose blades. Check the fan to make sure it
is securely mounted. Tighten the capscrews if
necessary. Replace any fan that is damaged.
2-4
Maintenance Procedures - 250 Hours or 3 Months

General Information
All checks or inspections listed under daily or previous maintenance intervals must also be per-
formed at this time in addition to those listed under this maintenance interval.
Air Intake System - Inspection
Inspect the intake piping for cracked hoses,

loose clamps, or punctures which can allow dirt
and debris to enter the engine.
Tighten or replace parts as necessary to make

sure the air intake system does not leak.
2-5
Maintenance Procedures - 500 Hours of Operation
• Check wheel bearing oil

• Check brake linings for wear and adjust cams or replace linings if necessary
• Check oil in rear axle
• Check oil in transmission
(Oil sampling analysis recommended)
Lubricating Oil and Filter Change

Interval
The maximum recommended oil and filter

change intervals are 250 hours or 3 months;
whichever comes first. If your application accu-
mulates high hours and low mileage, the
change interval is determined by hours.
Fill the engine with clean oil to the proper level.
Pan Capacity - 15 U.S. Quarts

Total System Capacity - 17.3 U.S. Quarts
Operate the engine at idle to inspect for leaks

at the filters and the drain plug.
Stop the engine. Wait approximately 15 min-

utes to let the oil drain from the upper parts of
the engine. Check the oil level again.
Add oil as necessary to bring the oil level to the

“H” (High) mark on the dipstick.
2-6
Adding Lubricant
STEER AXLE
The correct oil level for the front wheel bearings
is at the oil level line. It is permissible for the oil
level to be up to 1/4 inch above the oil level line.
The vehicle must be level.
When adding lubricant to front wheel hubs, wait

a short period of time for the lubrication to seek
its level. Recheck the lubricant level, add more
lubricant if necessary, and replace the filler
plug. Use lubricant as specified in section 1
Front Axle
Description
This steer axle is of extremely rugged construc-

tion. The design prevents scuffing of the steer
tires.
Lubrication
Access for checking proper lubrication cab be

attained by steering the machine first to one Oil Lubricated Hub Cap
side and then to the other. Lubrication is
accomplished by the automatic lubrication sys-
tem which is determined by the timer adjust- Front Wheel Bearing Service
ment.
Wheel bearings must be correctly adjusted for
Refer to the Recommended Lubrication Chart maximum bearing life. Perform the following
for type of lubricant to be used. If the machine procedures to service and adjust the front
is subjected to heavy work schedule under wheel bearings.
extreme dusty conditions, more frequent lubri-
cation may be necessary. a. Removal
Front Wheel Bearings Lubrication 1. Install wheel chocks on rear wheels
(Oil lubricated) to prevent movement, then place a jack under
the front axle and raise until the tire lifts off the
Hub caps used with oil lubricated front wheel ground. Remove the wheel.
bearings may be removed in the same manner
as conventional hub caps. Care must be taken 2. Remove the capscrews (1) and
to correctly install gasket since oil leakage can washers (2) from the hub cap (3).
occur at this point. Bolts should be torqued
evenly to 24 ft lbs. 2-7
3. Remove hub cap (3) and gasket (4). 100 to 150 ft. lbs. Torque 2-5/8” and larger jam
nuts 100 to 200 ft. lbs. The resulting end play
4. Remove outer bearing nut (5), lock- must be within limits of .001 to .010 in. loose.
washer (6) and lockwasher (7).
6. Install hub cap (3) and gasket (4),
5. Remove inner bearing adjuster nut and secure with capscrews (1) and lockwash-
(8). ers (2). Install wheel.
6. Remove outer bearing cone (9). 7. Install brake drum (10).
7. Remove drum (10) and hub assem- 8. Install wheel then torque wheel nuts
bly (11). to specified value.
8. Remove seal assembly (12) and

inner bearing cone (13).
b. Cleaning and Inspection.
1. Clean bearings, hub and seal.
2. Inspect the parts for wear or damage,

making any necessary replacements.
3. Coat bearings with synthetic gear

lube 75W-90.
c. Installation and Adjustment.

Front Wheel Bearings
1. Install the inner cone (13) and seal
assembly (12) in the hub (11) using a proper
seal installation tool and place the hub on the
front spindle.
2. Install the outer cone (9).
3. Install inner adjusting nut (8). Thread

the nut against the bearing as the hub assem-
bly is revolved.
4. Using a torque wrench, tighten the

adjusting nut to 50 ft. lbs. torque while rotating
drum and hub assembly in both directions to be
sure all bearing surfaces are in contact.
5. Back off adjusting nut 1/6 to 1/4 turn.

Install lockwasher (7), lockwasher (6) and outer
jam nut (5). Torque 1-1/8” to 2-5/8” jam nuts
2-8
DRIVE AXLE DRIVE AXLE

Description Description
This axle is a heavy duty type with double This axle is a heavy duty type with double
reduction gearing. Positive full flow lubrication reduction gearing. Positive full flow lubrication
assures adequate lubrication to all moving assures adequate lubrication to all moving
parts of the carrier under all operating condi- parts of the carrier under all operating condi-
tions. tions.
Checking Oil Level
Perform the following procedures to check oil

level and service the differential.
NOTE
The machine should be parked on a level sur-

face when the drive axle is being serviced.
Refer to the Lubrication Chart for servicing
intervals and type of oil to be used.
Checking Oil Level
a. Provide a suitable container to catch
Perform the following procedures to check oil oil then remove drain plug.
level and service the differential.
NOTE
The machine should be parked on a level sur-

face when the drive axle is being serviced.
Refer to the Lubrication Chart for servicing
intervals and type of oil to be used.
a. Provide a suitable container to catch

oil then remove drain plug.
b. Once oil has completely drained, rein-

stall drain plug.
c. Service differential with specified oil

through Fill/Level plug hole until oil starts to
flow from the hole. Rear Wheel Bearings
d. Install Fill/Level plug.

b. Once oil has completely drained, rein-
e. Wipe away any excess oil from axle stall drain plug.
housing then dispose of used oil in accordance
with federal and local regulations. c. Service differential with specified oil
2-9
and seals must be manually supplied with ade- 4. Remove the nuts (3), lockwashers
quate lubricant or they will be severely dam- (4), axle shaft (5), gasket (6), outer seal (7),
aged before the normal motion of the vehicle gasket (8) and wiper (9).
can supply lube to the hub ends of the housing.
5. Remove the nut (10), lockwasher
To avoid the risk if premature damage to wheel (11), nut (12) and bearing cone (13).
bearings and seals, they must be “prelubed”
any time the wheel equipment is being 6. Carefully pull the hub (14) from the
installed. axle housing (19).
1. Fill axle with lube through axle housing 7. Remove the seal (15) and bearing
cover filler hole. cone (16). Remove the bearing cups (17 and
18) only if they require replacement.
2. Jack up left side of axle. Maintain this posi-
tion for one minute to allow lube to flow into b. Cleaning and Inspection
wheel ends at right side.
1. Clean old lubricant from bearings,
3. Jack up right side of axle. Maintain this posi- hub and seals.
tion for one minute to allow lube to flow into
wheel ends at left side. 2. Inspect the parts for wear or damage,
making any necessary replacements. Repack
4. With vehicle level again, add lube through the hub and bearings with manufacturer’s spec-
axle housing cover filler hole The axle should ified lubricant.
require two additional pints of lube to bring level
up to bottom of filler hole. c. Installation and Adjustment.
Rear Wheel Bearing Service 1. If bearing cups (17 and 18) were
removed, install the bearing cups making sure
Wheel bearings must be correctly adjusted to they are seated squarely in their bores.
achieve maximum bearing life. Perform the fol-
lowing procedures to service and adjust the 2. Install the bearing cone (16) and
rear wheel bearings. grease seal (15) then, slide the hub (14)
assembly onto the axle housing (19).
a. Removal.
3. Install the bearing cone (13) and nut
1. Install wheel chocks to prevent move- (12). Thread the adjusting nut against the bear-
ment then place a jack under the rear axle and ing as the hub is rotated.
raise until the tires lift off the ground. Adjust
brake shoes until there is no drag on the 4. Tighten nut (12) to 50 ft. lbs. torque
wheels. while rotating the hub in both directions. The
wheel should turn easily.
2. Remove the nuts (1) to remove the
wheels and drum (2). 5. Install spindle washer (11) engaging
nut dowel pin with hole in washer.
3. Place a suitable container under the
end of the axle to catch lubricant.
2-10
NOTE
If dowel pin and washer hole are not aligned,

remove washer, flip over and reinstall. For fur-
ther alignment, the nut can be moved slightly.
However, do not back off more than 1/3 turn.
6. Repeat rotation of the wheel in both

directions. The wheel should rotate freely and
be within limits of 0.001” (.020 mm) end play.
7. With adjustment complete, install

outer nut and torque to 300-400 ft. lbs.
8. Install gasket (8), outer seal (7), gas-

ket (6), wiper (9) and axle shaft (5). Secure
with lockwashers (4) and nuts (3).
2-11
Maintenance Procedures at 5000 Hours or 1 Year

General Information
All checks or inspections listed under daily or previous maintenance intervals must also be per-
formed at this time in addition to those listed under this maintenance interval.
2-12
2-13
2-14
2-15
Maintenance Procedures at 2000 Hours or 2 Years

Cooling System Maintenance -
Coolant Draining
CAUTION: Avoid prolonged

and repeated skin contact with used
antifreeze. Such prolonged repeated con-
tact can cause skin disorders or other bod-
ily injury.
• Avoid excessive contact - wash thorough-

ly after contact.
• Keep out of reach of children
Protect the environment: Handling and dis-

posal of used antifreeze can be subject to
federal, state, and local law regulation. Use
authorized waste disposal facilities, includ-
ing civic amenity sites and garages provid-
ing authorized facilities for the receipt of
used antifreeze. If in doubt, contact your
local authorities or the EPA for guidance as
to proper handling of used antifreeze.
Drain the cooling system by opening the drain

valve on the radiator and removing the plug in
the bottom of the water inlet. A drain pan with
a capacity of 10 U.S. gallons will be adequate
in most applications.
Check for damaged hoses and loose or dam-

aged hose clamps. Replace as required.
Check the radiator for leaks, damage and build
up of dirt. Clean and repair as required.
2-16
Cooling System Flushing
CAUTION: During filling, air

must be vented from the engine coolant pas-
sages. The air vents through the “jiggle pin”
openings to the top radiator hose and out the fill
opening.
NOTE: Adequate venting is provided for a fill

rate of 5 U.S. gallons/minute.
Fill the system with a mixture of sodium carbon-

ate and water (or a commercially available
equivalent).
NOTE: Use 1.0 pounds of sodium carbonate

for every 6 U.S. gallons of water.
CAUTION: Do not install the

radiator cap. The engine is to be operated
without the cap for this process.
Use a mixture of 50 percent water and 50 per-

cent propylene glycol antifreeze to fill the cool-
ing system.
CAUTION: Never use water

alone for coolant. Damage from corrosion
can be the result of using water alone for
coolant.
Install the pressure cap. Operate the engine

until it reaches a temperature of 180˚ F. and
check for coolant leaks.
Check the coolant level again to make sure the

system is full of coolant.
WARNING: Before removing

the pressure cap, wait until the coolant tem-
perature is below 120˚ F. Failure to do so
can cause personal injury from heated
coolant spray.
2-17
Vibration Damper (Rubber) -

Inspection
Check the index lines (A) on the damper hub

(B) and the inertia member (C) If the lines are
more than 1/16 inch out of alignment, replace
the damper.
Inspect the rubber member for deterioration. If

pieces of rubber are missing or if the plastic
member is more 1/8 inch below the metal sur-
face, replace the damper.
NOTE: Also look for forward movement of the

damper ring on the hub. Replace the damper if
any movement is detected.
Air Compressor - Inspection
NOTE: All air compressors have a small

amount of lubricating oil carry over which lubri-
cates the piston rings and moving parts. When
this lubricating oil is exposed to normal air com-
pressor operating temperatures over a period
of time, the lubricating oil will form varnish or
carbon deposits. If the following inspections
are not done, the air compressor piston rings
will be affected by high operating temperatures
and pressures and will not seal correctly.
Air Compressor Discharge Inspection
Drain the air system wet tank to release the

system air pressure. Remove the air discharge
line from the air compressor.
Measure the total carbon deposit thickness

inside the air discharge line as shown. If the
total carbon deposit (X + X) exceeds 1/16 inch,
clean and inspect the cylinder head, the valve
assembly, and the discharge line. Replace if
necessary.
2-18
If the total carbon deposit exceeds specifica-

tions, continue checking the air discharge line
connections up to the first tank until total car-
bon deposit is less than 1/16 inch. Clean or
replace any lines or connections that exceed
this specification.
Inspect air dryer, spitter valves and pressure

relief valves for carbon deposits or malfunction-
ing parts. Inspect for air leaks.
2-19
RECOMMENDED TIRE PRESSURE MAXIMUM

LUBRICANTS AND RECOMMENDED
CAPACITIES
FRONT . . . . . . . . . . . . . . . .11R X 22.5-16PR
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 PSI
ENGINE OIL . . . . . . . . . . . . . . . . . . .17.3 qts.
. . . . . . . . . . . . . . SAE 15W40 - Heavy Duty REAR . . . . . . . . . . . . . . . . .11R X 22.5-16PR
. . . . . . . . . . . . . . . . . . . . . . . . . . .(API C1-4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 PSI
TRANSMISSION OIL . . . . . . . . . . . . .23 qts.

. . . . . . . . . . . . .Synthetic Transmission Fluid
. . . . . . . . . . . . . . . . . . . . . .Castrol Transynd
FUEL REQUIREMENTS
DRIVE AXLES OIL . . . . . . . . . . . . . . .41 pts.
. . . . . . . . . . . . .Synthetic Gear Lube 75W-90 GENERAL FUEL CLASSIFICATION
. . . . . . . . . . . . . . . . . . . . . . . . .Chevron RPM Winter . .No. 1-D or 2-D Blended (Winterized)
Summer . . . . . . . . . . . . . . . . . . . . . . .No. 2-D
POWER STEERING . . . . . . . .4 Qt. “Dexron”
. . . . . . . . . . . .Automatic Transmission Fluid FINAL BOILING POINT
. . . . . . . . . . . . . . . . . . . . . . . . . .675˚ F. Max.
HYDRAULIC SYSTEM . . . . . . . . . . . .10 Gal.
. . . . . . . . . . . . .Anti-Wear, AntiFoam (AW46) CETAIN NO.
Winter . . . . . . . . . . . . . . . . . . . . . . . . .45 Min.
FUEL TANK . . . . . . . . . . . . . . . . . . . .50 Gal. Summer . . . . . . . . . . . . . . . . . . . . . . .40 Min.
. . . . . . . . . . . . . . . . . . . . . .No. 2 Diesel Fuel
SULFUR CONTENT . . . . . . . . . .05% Max.
CHASSIS FITTINGS . . . . . .NLGI-00 Grease
AUTO LUBE PUMP RESERVOIR . . . .6 Lbs.
FRONT WHEEL BEARINGS . . . . . . . . . . . . .

. . . . . . . . . . . . .Synthetic Gear Lube 75W-90
. . . . . . . . . . . . . . . . . . . . . . . . .Chevron RPM
CAB TILT PUMP . . . . . . . .2 Qts. Dextron III

. . . . . . . . . . . .Automatic Transmission Fluid
COOLING SYSTEM
RECOMMENDATIONS
41 Qt. - Use 50/50 solution of Ethylene Glycol
permanent antifreeze and softened water in
winter.
2-20
ALL CHANGE PERIODS OUTLINED IN SECTION 1 ARE RECOMMENDATIONS

BASED ON AVERAGE CONDITIONS. LUBRICANTS SHOWING SIGNS OF
EXCESSIVE HEAT, OXIDATION OR DIRT, SHOULD BE CHANGED OFTEN
ENOUGH TO PREVENT THESE CONDITIONS FROM OCCURRING. CHANGE
PERIODS MUST BE ESTABLISHED ON THE BASIS OF INDIVIDUAL JOB CONDI-
TIONS.
2-21
CAPACITY ELECTRICAL SYSTEM
TOPIC 3 – ELECTRICAL SYSTEM
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the location, identifica-
tion, procedures, diagnostics and repairs of the electrical system found on Capacity spot-
ters.
Enabling Objectives:
• Locate, identify and define wire coding, usage, and circuit protection. Identify and
repair electrical connectors and terminals used on these vehicles.
• Read and interpret vehicle wiring diagrams. Identify, locate and trace circuits
using the vehicle wiring diagrams.
• Locate and identify the electrical system components, harnesses, electrical panels,
bulkhead connectors, electronic control modules and other related components
used on these vehicles.
• Understand the operation and diagnosis of circuit protection devices used on
these vehicles.
3-1
the battery charging circuit
DESCRIPTION
(1 ) A fully charged battery and low
The electrical system consists of a battery, a charging rate indicates normal alternator-regu-
battery charging alternator with voltage regula- lator operation.
tor, ignition and starter switch, starter, and
diaphragm valve. The remainder of the electri- (2) A low battery and high charging rate
cal system consists of instruments, switches, indicates normal alternator-regulator operation.
sending units, wiring, circuit breakers, etc., nec-
essary for operation of the electrical system. (3) A fully charged battery and a high
Equipment selected by the customer will deter- charging rate usually indicates the voltage reg-
mine the electrical equipment to be installed in ulator is not limiting the alternator output.
addition to the standard electrical system.
CAUTION
Battery
A high charging rate on a fully charged battery
There are two 12V 700CCA 31-ECO batteries. will damage the battery and other components.
They are maintenance-free. Water does not
have to be added at any time. If a maintenance (4) A low battery and low or no charging
type battery is installed at any time, the water rate could be caused by loose connections,
level should be checked periodically. damaged wiring, defective alternator, improper
regulator operation, or defective alternator.
CAUTION
NOTE
Overfilling can cause poor performance or early
failure. If the machine is to be inoperative or idle for
more than 30 days, remove the batteries. The
a. Keep the top of the batteries, termi- batteries should be stored in a cool dry place.
nals and cable clamps clean. When necessary,
wash them with a solution of baking soda and Alternator
water, and rinse with clean water.
The alternator can be expected to give long,
CAUTION trouble-free service; however, the diodes and
transistors in the alternator circuit are very sen-
Do not allow the soda solution to enter the sitive and can be easily destroyed. The follow-
cells. ing precautions should be observed when
working on or around the alternator.
b. Inspect the cables, clamps and hold-
down brackets regularly. Replace any damaged Avoid grounding the output wires or the field
parts. Clean and re-apply a light wires between the alternator and regulator.
coating of grease to the terminals and cable
clamps when necessary. Never run an alternator on an open circuit.
c. Check the electrical system if the bat- Grounding an alternator's output wire or termi-
tery becomes discharged repeatedly. nals, which are always hot regardless of
whether or not the engine is running and acci-
d. Use the following quick in-the-unit dentally reversing the battery's polarity will
check as an indication of faulty components in
3-2
destroy the diodes. Grounding the field circuit

will also result in the destruction of the diodes.
Some voltage regulators provide protection
against some of these circumstances; however,
it is recommended that extreme caution be
used.
Accidentally reversing the battery connections

must be avoided. If a booster battery is to be
used, the batteries must be connected positive
(+) to positive (+), and negative (-) to negative
(-).
Never disconnect the batteries while the alter-

nator is in operation. Disconnecting the batter-
ies will result in damage to the diodes, caused
by the momentary high voltage and current
induced by the instantaneous collapse of the
magnetic field surrounding the field windings.
NOTE
Cummins engines use an automatic spring

loaded belt tensioner on the water pump and
alternator belt. No belt tension adjustment is
necessary on this belt.
Drive Belt Tension - Check
Measure the belt deflection at the longest

span of the belt.
Maximum deflection: 3/8 to 1/2 inch.
3-3
Power Distribution Center
1 Electronic Board Assembly

2 Flasher only
NS Flasher bracket
3-4
Relay Bank
1 105 amp man reset breaker . . . . . . . . . . . . . . . . . . . . . . . . . . .4

2 75 amp relay with diode . . . . . . . . . . . . . . . . . . . . . . . . . . .3
3 12V solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . .2
3 3
3-5
INSTRUMENTATION
3 4
5
1
2
7
6
Item No. Name Function
1 Voltmeter Indicates current within electrical system
2 Hourmeter Indicates total time the engine has been

operating in hours and tenths of hours.
This is vital to good maintenance proce-
dures and to keep records on the
Trailer Jockey
3 Engine Oil Pressure Indicates pressure within engine lubri-

Gauge cation system in PSI and KPa. Normal
reading 40 to 60 PSI.
4 Engine Water Temperature Indicates temperature of engine coolant in

degrees F. and Celsius. Normal operating
temperature 170˚-195˚ F.
5 Air Filter Restriction Indicates need to change air filter.

Indicator
6 Emergency Flasher Pull knob out to activate emergency flashers.

Control Push knob in to deactivate.
7 Turn Signal/High Beam Move lever FORWARD to indicate right

Control turns, or BACK to indicate left turns.
Lift lever to switch from low to high beams,
lift again to switch back to low beam
3-6
10 11
12
8
9
Item No. Name Function
8 Horn Button Depress in center of steering wheel to sound

horn.
9 Air System Pressure Indicates pressure within air brake system

Gauge in PSI and KPa. Normal maximum operating
pressure is approximately 120 PSI. A warning
buzzer
will sound if air pressure drops below 60 PSI.
10 Speedometer Indicates speed vehicle is traveling in miles

per hour and kilometers per hour.
11 Fuel Level Gauge Indicates level of fuel remaining in fuel tank.
12. Ignition Switch Key operated, 3 position switch.

Anti-Restart OFF position - electrical system de-energized
key can be removed.
ON position - electrical system energized.
START position - spring loaded position.
This position engages and activates the
engine starter motor. When key is released,
switch will return to ON position.
Key must be turned to OFF position
before trying to restart again.
3-7
WIRING DIAGRAMS If testing instruments are going to be utilized,

use the wiring diagrams to plan ahead of time
where you will make the necessary connec-
Since it isn’t possible to include all wiring infor-
tions in order to accurately pinpoint the trouble
mation on one wiring diagram, smaller individ-
spot.
ual wiring diagrams are provided for clarity.
The basic tools needed for electrical trou-
Prior to troubleshooting any electrical circuit
bleshooting include a circuit tester or voltmeter
check the circuit breaker to make sure they are
and a continuity tester.
in good condition. Make sure that the battery is
properly charged and that the battery cable
Voltage Checks
connections are clean and in good condition.
When checking a wiring circuit, make sure that
Voltage checks should be performed in a circuit
all connectors are clean with no broken or
that is not functioning properly. Connect one
loose terminals. When unplugging a connec-
lead of a circuit tester to either the negative bat-
tor, do not pull on wires. Pull only on the con-
tery terminal or a known good ground. Connect
nector housings themselves.
the other lead to a connector in the circuit being
tested. If the bulb in the tester lights, voltage is
Electrical Troubleshooting - General present, which means that part of the circuit is
Information problem free. Continue checking the rest of the
circuit in the same fashion. When you reach a
A typical electrical circuit consists of an electri- point at which no voltage is present, the prob-
cal component, switches, relays and circuit lem lies between that point and the last test
breakers related to that component and the point with voltage. Most often the problem can
wiring and connectors that link the component be traced to loose or bad connections.
to both the battery and the chassis. To help
pinpoint an electrical circuit problem, wiring dia- NOTE: Keep in mind that some circuits receive
grams are included in this section. voltage only when the ignition switch is in the
run position.
Before tracking any troublesome electrical cir-
cuit, first study the appropriate wiring diagram Locating a Short
to get a complete understanding of what makes
up that individual circuit. Trouble spots, for One method of finding a short in a circuit is to
instance, can often be narrowed down by not- remove the circuit breaker and connect a test
ing if other components related to the circuit are light or voltmeter to the breaker terminal. There
operating properly. If several components or should be no voltage present in the circuit.
circuits fail at the same time, chances are the Move the electrical harness from side to side
problem is in the circuit breaker or ground con- while watching the test light. If the light comes
nection. on, there is a short to ground somewhere in
that area, probably where the insulation has
Electrical problems usually stem from simple rubbed through. The same test can be per-
causes, such as loose or corroded connec- formed on each component in the circuit includ-
tions, bad relay and/or circuit breaker. Visually ing the switch.
inspect the condition of circuit breakers, wiring
and connections in the problem circuit before
troubleshooting it.
3-8
Ground Check
Perform a ground test to check whether a com-

ponent is properly grounded. Disconnect the
battery and connect one lead of a self powered
test light or continuity tester to a known good
ground. Connect the other lead to the wire or
ground connection being tested. If the light
comes on, the ground is good. If the light does
not come on the ground is bad.
Continuity Check
A continuity check is done to determine if there

are any breaks in a circuit. With the circuit off
(no power in the circuit) a self powered continu-
ity tester can be used to check the circuit.
Connect the test leads to both ends of the cir-
cuit (or to the “power” end and a good ground)
and if the test light comes on the circuit is pass-
ing current properly. If the test light does not
come on, there is a break somewhere in the cir-
cuit. This same procedure can be used to test
a switch, by connecting the continuity tester to
the switch terminals. With the switch turned on,
the test light should come on.
Finding an Open Circuit
When diagnosing for possible open circuits, it is

often difficult to locate them by sight because
oxidation or terminal misalignment are hidden
by the connectors. Merely wiggling a connec-
tor on a sensor or in the electrical harness may
correct the problem. Remember this when an
open circuit is indicated when troubleshooting a
circuit. Intermittent problems may also be
caused by oxidation or loose connections.
Electrical troubleshooting is simple if you keep

in mind that all electrical circuits are basically
electricity running from the battery, through the
wires, switches, relays and circuit breaker to
each electrical component (light bulb, motor,
etc.) and to ground, from which it is passed
back to the battery. Any electrical problem is an
interruption in the flow of electricity to and from
the battery
3-9
CAPACITY TRANSMISSION
TOPIC 4 – ALLISON TRANSMISSION

(Refer to Allison RDS3000 Allison Transmission Manual)
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the identification, con-
struction, operation, diagnostics, troubleshooting and repairs of the ALLISON RDS-3000
Transmission found on Capacity spotters.
• Identify the Allison transmission and identify it as an assembly or in components

form.
• Understand basic operation, locate external and internal electronic components,
decode Identification Plate and identify fluid levels.
• Identify components of the cooling system.
• Understand electronic controls and operation such as inputs, outputs, TCM and
J1939.
• Perform system diagnostics and troubleshooting.
4-1
CAPACITY FRONT AXLE & STEERING
TOPIC 5 – FRONT AXLE & STEERING
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the identification, pro-
cedures and repairs of the front axle & steering system found on Capacity spotters.
• Identify the TAS steering and identify it as an assembly or in components form.

• Understand basic operation, procedures for tow-in adjustments, axle stops and
components of the steering column.
5-1
INTRODUCTION b. Close the shut off valve and read the

pressure gauge.
The following paragraphs outline the proce-
c. If the pressure is below 1250 PSI or
dures to remove and replace various compo-
above 2000 PSI, repair or replace the pump.
nents of the hydraulic power steering system.
Each of the components may be serviced indi-
NOTE:
vidually. Perform only the steps necessary to
effect the desired repair. Refer to the figures as
Closing of the valve will cause the fluid temper-
indicated for location and identification of parts
ature to increase significantly. Allow the fluid to
while performing these procedures.
cool to 130˚ F. before continuing tests.
NOTE:
4. Steering Pump Flow Test.
Many power steering problems are due to lack
a. Operate the engine at idle speed and
of pressure or insufficient flow. In the event any
slowly close the shut off valve until the pressure
problem occurs, always check first for low oil
gauge indicates 1000 PSI. Record the flow
level, restricted lines, loose fitting and plugged
rate shown on the flow meter. (Min. 3 GPM,
filters. Use the following procedures to test
Max 8 GPM) Open the shut off valve.
pressure and flow. (See “Steering Circuit
Hydraulic Tests” illustration, Figure 11-1)
NOTE:
1. Install a pressure gauge and a shut off valve
If fluid temperature has risen, allow it to cool to
in the line from the pump outlet to gear inlet.
130˚ F.
Install a flow meter in the line from the gear out-
let to reservoir. Place a thermometer in the
b. Increase engine speed to 1200 -
reservoir.
1300 RPM. Read and record the flow rate.
Slowly close the shut off valve until the pres-
2. With the shut off valve open, start the engine
sure gauge reaches 1000 PSI and again record
and steer the wheels to lock several times to
the flow rate.
heat the system fluid to approximately 130˚ F.
c. The reduction from the first reading to
3. Steering Pump Pressure Test.
the second reading should not exceed 20%.
a. Operate the engine at approximately
5. Steering Gear Internal Leakage Test.
1000 RPM.
a. Place a long steel spacer block (1
NOTE: Test at 1000 RPM. Pump flow (no
inch square by 6 inches long) between the axle
pressure) should be 4.5 GPM +/- .5 GPM.
stops as shown (see illustration “Internal
Pump flow (at 1000 PSI) should be 4.0 GPM.
Leakage Test” , Figure 11-2)
Relief pressure 1300 PSI (no flow).
CAUTION
Do not keep the shut off valve closed over five

seconds to avoid damage to the pump.
5-2
Figure 11-1
PUMP FLOW RATE VS ALLOWABLE

INTERNAL LEAKAGE
VARIOUS SPEEDS OF STEERING AS NOTED
FLOW RATE FOR 2 HWT/SEC

FROM PUMP
@ 1000 PSI FOR 1.5 HWT/SEC
& ENGINE
IDLE (GPM)
FOR 1.0 HWT/SEC
130˚ F.
F = FAHRENHEIT
GPM = GALLONS PER MIN.
HWT = HAND WHEEL TURNS
PSI = POUNDS PER SQ. IN.
ALLOWABLE INTERNAL LEAKAGE (GPM)

@ STEERING GEAR 130˚ F.
Figure 11-2 Figure 11-3
5-3
b. Turn the steering wheel until the linkage bot- (1) Refer to Figure 11-4 and remove the
toms out on the spacer block. wingnut (1) and gasket (3) to release the cover
(4) and gasket (5).
NOTE:
(2) Remove the spring (6) and cap (7) to
Apply at least 20 lbs. to the rim of the steering release the filter element (8).
wheel during this test to be sure the steering
gear control valve is closed. (3) Position the replacement filter ele-
ment (8) place in the reservoir (9) then, install
c. Pressure gauge should now read sys- cap (7) and spring (6).
tem relief pressure as noted in pump pressure
test. Steering gear internal leakage can be (4) Install the gasket (5), cover (4), gas-
read on the flow meter. ket (3) and wing nut (1).
CAUTION CAUTION
Do not hold the steering wheel in the maximum Do not mix power steering fluids. Seal damage
turn position longer than five to ten seconds at may result.
a time to avoid pump damage.
(5) Fill the reservoir to the FULL mark on
d. If leakage is greater than 1.5 GPM the dipstick (2) with the grade of oil listed in the
the gear should be repaired or replaced. If Recommended Lubricants chart in the front of
leakage is less, refer to the “Allowable Leakage this manual.
Chart” below to determine the allowable leak-
age. Use the flow rates recorded during pump
flow tests. (Figure 11-3)
e. Repeat procedure for opposite direc-

tion of turn.
SERVICING
a. Maintain the proper level of fluid in the
reservoir.
b. Check all hoses and fittings for sign of

leakage.
c. The power steering filter requires peri-

odic replacement. Refer to the Periodic
Maintenance Chart for the intervals between
power steering filter changes.
d. Change the power steering filter by

performing the following:
Figure 11-4
5-4
TAS STEERING GEAR One valve or the other, depending on the direc-
tion of turn, will trip as the steered wheels
approach the axle stops (which must be set
General Operation according to manufacturer's specification). The
tripped valve reduces pressure in the gear and
helps to reduce heat generated by the pump. At
What Happens During a Steering the same time, the valves also reduce forces
Maneuver on the steering linkage. These valves are auto-
matically set to axle stops after installation in
When the driver turns the steering wheel, he vehicle at first full right and left turn.
transmits force from the steering wheel to the
steering gear input shaft. A torsion bar, pinned The procedure for air bleeding follows in this
at its one end to the input shaft and at its other manual. Replacement of damaged automatic
end to the worm shaft, turns with the input shaft bleed plugs, and manual bleed screws is
and exerts a rotational force on the worm shaft. described in a later section.
In response to this rotational force, the worm
shaft, acting through the recirculating ball
mechanism, tries to move the rack piston axial-
ly through the gear housing cylinder bore.
General Design
The rack piston’s axial movement is resisted by Integral Power Steering

its engagement to the sector shaft, which is
connected by linkage to the steered wheels. TAS power steering gear is the latest design in
Because of this resistance, the torsion bar is the TRW Commercial Steering Division family
twisted by the input shaft, thereby actuating the of integral hydraulic power steering gears.
control valve. Pressurized fluid, directed by the Integral hydraulic power steering means that
control valve, assists in moving the rack piston the gear contains a manual steering mecha-
axially through the cylinder bore. The rack pis- nism, a hydraulic control valve, and a hydraulic
ton then turns the sector shaft to steer the vehi- power cylinder, all in a single, compact pack-
cle. age.
Shock Loads to the Gear Rotary Control Valve
If the steered wheels receive a shock load, the The rotary control valve combines simplicity of
shock forces are transmitted through the sector construction with desirable performance char-
shaft to the rack piston, and on to the worm acteristics. The speed at which the driver can
shaft. The internal geometry of the steering turn the steering wheel with power assist is
gear causes the control valve to send high- dependent upon the pump flow (measured in
pressure fluid to the correct cylinder cavity to gallons per minute) directed to a cylinder cavi-
resist the shock forces. By absorbing the shock ty. The control valve controls flow through the
forces hydraulically, the steering gear prevents steering gear.
objectionable kickback at the steering wheel.
The pressure (measured in pounds per square
Unloading (Poppet) Valves inch) required for the gear to steer the vehicle
is created by the power steering pump to over-
The steering gear is equipped with two unload- come resistance at the steered wheels. The
ing valves, one at each end of the rack piston. control valve senses these requirements and
5-5
directs fluid to the appropriate cylinder cavity in WARNING

the steering gear at the proper flow rate and
pressure. Completely flush the steering system with one
of the recommended fluids above only. Do not
Pressure Means Work, Flow Means mix oil types. Any mixture or any unapproved
Speed oil could lead to seal deterioration and leaks. A
leak could ultimately cause the loss of fluid,
The higher pressure a steering gear can with- which could result in a loss of power steering
stand, the more work it can perform. The maxi- assist.
mum operating pressure gears is 2,175 psi
maximum flow rate is 8 gal/min. Initial TAS Installation
The TAS series gears can steer a vehicle with- • Bolt gear to frame, torque to vehicle manufac-
in its front end weight rating through a turn at turer's recommendation.
low speed and engine idle. As the driver turns
the steering wheel faster or slower, more or • Connect return line to steering gear return
less fluid will be required by the gear. port.
• Connect hydraulic line from pump to pressure

Approved Hydraulic Fluids port in steering gear unit.
Automatic Transmission Fluid Dexron II • Connect steering column to input shaft, torque
Mobil ATF 210 pinch bolt to recommendation.
Automatic Transmission Fluid Type "E" or “F”
Mobil Super 10W-40 Motor Oil • Install pitman arm on output shaft, torque bolt
Chevron 10W-40 to recommendation.
Shell Rotella T30W
Chevron Custom 10W-40 Motor Oil Initial Poppet Setting
Shell Rotella T SAE 30
Chevron Torque 5 Fluid For this procedure to work correctly, you must
Texaco 10W-40 have: A new gear received from TRW or your
Exxon Nuto H32 Hydraulic Fluid vehicle manufacturer's aftermarket system, or a
Texaco TL-1833 Power Steering Fluid used gear on which poppet seats have been
Fleetrite PSF (Can #990625C2) replaced or reset during gear disassembly pro-
Union 10W-40 cedures. ALSO: Fixed stop screw installed in
Ford Spec. M2C138CJ housing, or poppet adjusting screw installed so
Union 15W-40 that it duplicates fixed stop screw length.
Mack EO-K2 Engine Oil
Unocal Guardol 15W-40 Motor Oil CAUTION
The steering system should be kept filled with The axle stops and all steering linkage must be
one of the above fluids. set according to vehicle manufacturer's specifi-
cations, and the pitman arm must be correctly
aligned on the sector shaft for poppets to be set
correctly.
5-6
Full turn in one direction Make sure the steering column is aligned prop-
erly.
1. With the engine at idle and the vehicle
unloaded, turn steering wheel to full travel in Encourage drivers to report any malfunctions or
one direction until axle stop contact is made. accidents that could have damaged steering
Maximum input torque to be applied during this components.
procedure is 40 lb. rim pull on a 20 in. diameter
steering wheel. Do not attempt to weld any broken steering
component. Replace the component with origi-
NOTE: If you encounter excess rim pull effort, nal equipment only.
allow vehicle to roll forward or jack up the vehi-
cle at the front axle. Do not cold straighten, hot straighten, or bend
any steering system component.
Full turn in other direction
Always clean off around the reservoir filler cap
2. Follow the same procedure while turning the before you remove it. Prevent dirt or other for-
steering wheel in the other direction. The pop- eign matter from entering the hydraulic system.
pets are now positioned to trip and reduce
pressure as the steered wheels approach the Investigate and correct any external leaks, no
axle stops in either direction. matter how minor.
Replace reservoir filters according to require-

ments.
Maintenance Tips
If you feel the vehicle is developing excessive-
ly high hydraulic fluid temperatures, determine
Never high-pressure wash or steam clean a
the cause immediately.
power steering gear while on or off the vehicle.
Doing so could force contaminants inside the
Maintain grease pack behind the output shaft
gear and cause it to malfunction.
dirt and water seal as a general maintenance
procedure at least twice a year, in the Spring
Make sure vehicle wheel cut or clearances
and Fall. Grease fitting is provided in housing
meet manufacturer's specifications, and make
trunnion. Use only NLGI grade 2 or 3 multipur-
sure pitman arm timing marks are aligned prop-
pose chassis lube, and use only a hand operat-
erly to prevent internal bottoming of the steer-
ed grease gun on fitting. Add grease until it
ing gear.
begins to extrude past the sector shaft dirt and
water seal.
Regularly check the fluid and the fluid level in
the power steering reservoir.
Keep tires inflated to correct pressure.
Never use a torch to remove pitman arm.
Investigate and immediately correct the cause

of any play, rattle, or shimmy in any part of the
steering system.
5-7
Filling and Air Bleeding the Allow air to bleed out from bleed screw
System 4. With engine idling, steer from full left turn to

full right turn several times. Stop steering and
TOOLS REQUIRED - 5/16” Socket loosen the manual bleed screw about one turn.
Lbf•in. Torque wrench Allow air and aerated fluid to "bleed out" until
only clear fluid is seen. Close the bleed screw,
MATERIALS REQUIRED - Hydraulic fluid refill the reservoir if required.
CAUTION Repeat step 4 three to four times until all the air
is discharged. Torque manual bleed screw to
Make sure poppets are set correctly before 30 Ibf~in.
beginning this procedure.
CAUTION
Run engine for 10 seconds, turn off and fill
reservoir Do not turn steering wheel with bleed screw
loosened.
1. Fill the reservoir nearly full. Do not steer.
Start and run the engine for 10 seconds, then
shut it off. Check and refill the reservoir. Repeat
at least three times, checking the reservoir
each time.
CAUTION
Do not allow the fluid level to drop significantly

or run out of the reservoir. This may induce air
into the system.
Run engine for 2 minutes, turn off and fill

reservoir
2. Start the engine and let it idle for 2 minutes.

Do not steer. Shut off the engine and check the
fluid level in the reservoir. Refill as required.
Steer vehicle
3. Start the engine again. Steer the vehicle

from full left to full right several times. Add fluid,
as necessary, to the full line on the dip stick.
Automatic bleed systems should now be free

from trapped air. Manual bleed systems contin-
ue with step 4.
5-8
Input Shaft Seal Replacement

TOOLS REQUIRED - Hammer, J37073, This procedure uses the vehicle’s power
Screwdriver steering pump to force out the input shaft
seal. To use this procedure, the power steer-
MATERIALS REQUIRED - Clean cloth, Drip pan, ing pump should have a minimum of 1,500
High pressure fitting, Hydraulic fluid, Plug, Shop PSI available.
towel.
Disconnect return line
1. Disconnect return line from the steering gear and plug the
line. Also cap the return port of the gear with a high pressure
fitting.
Disconnect column
2. Remove the steering column from the gear input shaft.
Remove dirt & water seal
3. Remove the dirt and water seal from the steering gear.
Remove retaining ring
4. Wipe out the grease and the~ remove the spiral retaining
ring. Use a screwdriver inserted into the notch formed in the
end of the ring. Be careful not to scratch the bore with the
screwdriver.
5-9
Input Shaft Seal Replacement (Cont.)
Replace column
5. Slip the steering column back onto the input shaft with the
pinch bolt installed, but no tightened.
Wrap exposed area
6. Tie or wrap a shop towel around the input shaft area and
place a drip pan under the vehicle to catch oil.
Fill reservoir
7. Add fluid as necessary to the full line on the dipstick. Do

not mix fluid types.
WARNING - Any mixture of fluid types, or use

of any unapproved fluid could lead to seal deterioration and
leaks. A leak could ultimately cause the loss of fluid, which
could result in a loss of power steering assist.
Force out seal
8. With the vehicle in neutral, momentarily turn the starter

(quickly turn off the engine if it starts).
Remove input shaft seal
9. Remove the shop towel. Disconnect the steering column,

and remove the input shaft seal.
5-10
Inspect seal area
10. the seal area of the valve housing for any seal frag-
ments. Remove any that are found.
Inspect old seal
11. Check the seal for heat damage. If the seal is stiff and
brittle, and not pliable like the new seal, it is probably heat
damaged. Determine and fix the cause of excessive heat in
the vehicle.
Install new seal
12. Put clean grease (Mobil Temp 1 or 2 or equivalent) on the

inside dia. of the new input shaft seal, and place it over the
input shaft. With the small dia. of tool J37073 against the
seal, tap the tool until the tool shoulder is square against the
valve housing. Remove any seal material that may have
sheared off in the seal bore or retaining ring groove.
CAUTION: Do not use a socket to install seal

because you will not be able to control seal installation depth,
possibly causing a leak.
Install retaining ring
13. Insert new retaining ring into the groove.
Install dirt & water seal
14. Pack the end of the sing bore around the input shaft with
clean, high temperature industrial grease (Mobile Temp 1 or
2 or equivalent). Apply more of the grease to a new dirt &
water seal and install it over the input shaft. Seat it in the
groove behind the serrations and against the valve housing.
5-11
Reconnect column
15. Reconnect the steering column to the input shaft and

tighten the pinch bolt to torque level specified.
Reconnect return line
16. Reconnect the return line to the steering gear return port.
Air bleed system
17. Air bleed the system using the air bleeding procedure in
this section.
5-12
Sector Shaft Adjustment This adjustment can only be completed on the

vehicle if the adjusting screw jam nut is acces-
TOOLS REQUIRED - Screwdriver, 3/4” Socket, sible. This nut is located on the side cover.
3/4” Open end wrench
Photos in this section were taken on a mock
frame rail for clarity.
Center the sector shaft
1. With the engine off, rotate the steering wheel (input shaft)
until the timing mark on the sector shaft lines up with the
mark on the housing. The line on the sector shaft should be
at a 90˚ angle from the input shaft. The sector shaft is now
on its “center of travel”.
Remove the drag link
2. Remove the drag link from the pitman arm.
CAUTION: To avoid resetting the poppets, do

not rotate the input shaft more than 1-1/2 turns from the “cen-
ter of travel” position while the drag link is disconnected.
Check for sector shaft lash
3. From the “center of travel” position, grasp the pitman arm

and gently try to rotate it. If looseness or lash is felt at this
point, the sector shaft is out of adjustment.
Loosen jam nut
4. Loosen the jam nut.
5-13
Sector Shaft Adjustment (Cont.)
Position adjusting screw
5. If no lash was detected in step 3, turn the shaft adjusting

screw counterclockwise until you feel lash at the output shaft.
Adjust shaft
6. Slowly turn the shaft adjusting screw clockwise until you

feel no lash at the output shaft without using more than 10
lbf•ft of torque. From this position, turn the screw clockwise
1/8 to 3/16 of a turn more. Hold the adjusting screw in place,
and tighten the jam nut. Final torque 43 lbf•ft.
Recheck for lash
7. Turn the steering wheel 1/4 turn each side of center, then
back to center and recheck the pitman arm for lash. You
should feel no lash; if there is lash, repeat steps 4, 6 and 7.
Connect drag link
8. Reconnect the drag link to the pitman arm.
CAUTION: Maintain grease in the sector shaft

bearing through the grease fitting in the housing using only a
hand operated grease gun. Add grease until it begins to
extrude past the dirt and water seal. Do not use a power
grease gun because it will supply grease too fast; this could
adversely affect the high pressure seal and contaminate the
hydraulic fluid.
5-14
Poppet Readjustment
This resetting procedure will work in most
cases with at least 1-3/4” hand-wheel-turns
TOOLS REQUIRED - 7/32” allen wrench, 5/8”
from each side of center. If you’re making a
open end wrench, 3/4” open end wrench, 3/4”
large reduction cut and this procedure does
socket, lbf•lb torque wrench.
not work, you may have to replace or internal-
ly reset the poppets.
MATERIALS REQUIRED - hydraulic fluid, jack
Set axles stops, warm-up system
1. Set the axle stops to provide a 5/8” minimum clearance of

the tire with any chassis component.
Start the engine and allow the vehicle to idle for 5-10 minutes
to warm the hydraulic fluid. Shut off the engine.
Assemble adjusting screw into nut
2. If a new poppet adjusting screw and nut are being used,

turn the screw into the non-sealing end of the jam nut until
the drive end of screw is flush with the nut.
Your steering gear will have either fixed stop bolt or an

adjusting screw. If the adjusting screw is already part of the
steering gear, back the nut off of the adjusting screw until it is
flush with the end of the adjusting screw.
Remove poppet stop bolt
3. Make sure the engine is off and the road wheels are in
straight ahead position. Remove and discard the poppet
fixed stop bolt (if equipped) and washer (if equipped) from the
lower end of the housing.
If the unit has a poppet adjusting screw and sealing nut that
need to be replaced, remove and discard them.
Turn adjusting screw assembly into housing
4. Turn the adjusting screw and sealing nut assembly, with-

out rotating the nut on the screw, into the housing until the nut
is firmly against the housing using a 7/32” allen wrench.
Tighten the sealing nut against the housing.
CAUTION: If the drive end of the screw is

below the face of the nut, the poppet seat flange will break
during step 7d.
5-15
Refill reservoir
5. Refill the system reservoir with approved hydraulic fluid.
CAUTION: Do not mix fluid types. Mixing of

transmission fluid, motor oil, or other hydraulic fluids will
cause seals to deteriorate faster.
Jack up vehicle
6. Place a jack under the center of the front axle and jack up
the front end of the vehicle so the steer axle tires are off the
ground.
Push upper poppet out to prepare it for setting
7. a. Start the engine and let it run at idle speed.
b. Note which output shaft timing mark is nearest the hous-

ing piston bore.
c. Turn the steering wheel in the direction that makes this

timing mark move toward the adjusting screw just installed in
this direction until axle stop contact is made.
d. Pull hard on the steering wheel (put up to 40 lb rim pull on

a 20” dia. steering wheel) after the axle stop is contacted.
Set upper poppet
8. a. Turn the steering wheel in the opposite direction (end

of timing mark away from adjusting screw)until the other axle
stop is contacted.
b. Pull hard on the steering wheel (put up to 40 lb rim pull on

a 20” dia. steering wheel).
c. Release the steering wheel and shut off the engine.
Back out adjusting screw
9. Loosen the sealing nut and back out the adjusting screw
until 1” is past the nut. Tighten the sealing nut against the
housing.
CAUTION: Do not hold the steering wheel at

full turn for more than 10 seconds at a time; the heat build-up
at pump relief pressure may damage components.
5-16
Poppet Readjustment (Cont.)
Set lower poppet
10. a. Start the engine and let run at idle speed

b. Turn the steering wheel in the original direction (end of
timing mark toward adjusting screw), until axle stop contact
is made.
b. Hold the steering wheel in this position (with up to 40 lb

rim pull) for 10 seconds, then release. Repeat this hold
and release process as many times as necessary while
completing step 11l.
Position adjusting screw
11. a. With steering wheel held tightly at full turn loosen

the jam nut and hold it in place with a wrench.
b. Turn the adjusting screw in (clockwise) using finger-

pressure only (don’t use a ratchet), until the allen wrench
stops. Do not attempt to turn it in further. Pause the turn-
ing-in process each time the driver releases the steering
wheel; continue turning only while the wheel is held at full
turn.
c. Back off the adjusting screw 3-1/4 turns and tighten the
sealing nut. Torque sealing nut to 35 lb•ft.
The procedure is complete
12. The poppets have now been completely reset. Lower

the vehicle. Check the reservoir and fill if required.
WARNING: The length of the adjusting screw

beyond the nut must be no more than 1-1/16” for proper
thread engagement.
NOTE: The length of adjusting screw beyond the sealing

nut may be different for each vehicle.
5-17
TAS Steering Design

Features
1. Rotary Valve - This device provides respon-
sive steering control.
2. Poppets - These unloading valves are auto-

matically set to furnish power steering pump
protection and reduce pressure to unload steer-
ing linkage at vehicle axle stop settings.
3. Recirculating Balls - Combine high

mechanical efficiency with smooth operation.
4. Dirt & Water Seals - Lip-type seals on both

input and output shafts.
5. Torsion Bar - Provides positive valve cen-

tering with definitive “feel of the road”.
5-18
Figure 5-5
FRONT END ALIGNMENT Proper alignment of front wheels must be main-

tained to insure efficient steering and satisfac-
tory tire life. The most important factors of front
The following notice applies to one or more
end alignment are wheel toe-in, wheel camber,
steps in the assembly procedure of component,
and axle caster, King-pin inclination is
this portion of the manual as indicated at appro-
designed into the axle end. Front end align-
priate locations by the terminology:
ment should be checked at regular intervals,
and particularly after the front axle has been
NOTICE: Front end alignment fasteners are
subjected to heavy impacts such as a collision.
important attaching parts in that they could Before checking alignment. Insure that front
affect the performance of vital parts and sys-
wheel bearings are properly adjusted. The
tems, and/or could result in major repair
wheel bearings will affect the instrument read-
expense. They must be replaced with one of
ings when checking the wheel toe-in, wheel
the same part number or with an equivalent part
camber, and axle caster.
if replace becomes necessary. Do not use a
replacement part of lesser quality or substitute
When checking the alignment, the instructions
design. Torque values must be used as speci-
outlined in this section should be followed care-
fied during reassembly to assure proper reten-
fully, as well as instructions covering related
tion of all parts.
units such as brakes, and wheels and tires,
which are given in other sections of this manu-
Description al. The front end alignment chart (Figure 9-5)
indicates the points at which the alignment
Alignment is the proper positioning or state of dimensions are taken.
adjustment of parts in relation to each other.
5-19
Definition of Terms - TOE-IN - The dis- “Negative” caster is the tilt of the top of the king-
tance between the front wheels is less at the pin toward the front of the vehicle.
front that at the rear of the axle (E and F, Figure
9-5)
Toe-In
The distance between the front wheels is less
at the front than at the rear of the axle (E and
F, Figure 5-5)
Camber
Camber (A, Figure 5-5) is the amount in

degrees that front wheels are tilted outward at
the top from vertical position (C, Figure 5-5).
Camber offsets wheel deflection, due to wear of
front axle parts, and prevents a reverse or neg-
ative camber condition. A reverse or negative
is an inward inclination of wheels at the top. A caster angle more positive than specified
may result in excessive steering effort and/or
If camber is extreme unequal between the shimmy. An angle less positive may result in
wheels, improper steering and excessive tire vehicle wander or poor steering return to cen-
wear will result. ter. Caster angle is determined by the installed
position of the steer axle.
Caster Adjustment
Caster is adjusted by adding or removing taper
Caster is the fore and aft tilt (toward front or rear wedges between the springs and axle beam
of vehicle) of the steering kingpin as viewed mounting pad.
from the side of the vehicle.
The caster angle is generally more positive with
“Positive” caster is the tilt of the top of the king- power steering, since the power-assist over-
pin toward the rear of the vehicle. comes excessive steering effort. This enables
the vehicle to exhibit maximum straight ahead
steering stability (common range for power
steering units is +1° to +2°).
King Pin Inclination
King pin inclination is designed into the axle

end and is the amount that the top of the king
pin is inclined toward the center of vehicle.
King pins are inclined (D, Figure 5-5) to assist
front return to center after a turn is executed.
5-20
Frame angle brakes.

3. Chock the rear wheels. Place a 5" (127 mm)
The caster, camber, and toe-in dimensions are long piece of masking tape parallel to the
for vehicle at design load (with frame level). If center tread rib on the rear of both tires, half
frame is not level on alignment equipment, the way up the tire height.
frame angle must be considered. This is espe- 5. Position a trammel bar behind the front tires.
cially important when making caster angle The pointers should be raised/lowered until
check to obtain a true setting. they are at the hub’s centerline height.
6. With the trammel bar pointers at the hub’s
centerline height, place the pointers at the
On-Vehicle Service outside edges of the masking tape and
secure the pointer set screws.
Inspection 7. Mark the location of one of the pointers with
a simple horizontal mark on the masking
Before checking the front end alignment, the tape.
following front end inspection should always be 8. Remove the trammel bars from behind the
made: wheels.
9. Roll the truck forward until the mark on the
1. Check the tires for proper inflation pressure. tape travels 180-degrees.
Note that the rim-to-floor need be the same at 10. Position the trammel bar at the front of the
each wheel. tires. Position the pointer to the edge of the
tape on the side that has the horizontal
2. Check the wheel installation and run-out. mark. The pointer and the mark should be at
the same height.
3. Check the wheel bearing adjustment. 11. Measure the toe between the pointer and
the edge of the tape on the opposite tire to
4. Check the steering tie rod and drag link ends get the total toe measurement.
for looseness.
Note: Toe-in specification is 1/16” (1.587 mm)
5. Check the king pins for looseness. for unloaded vehicles. This applies to a tractor
(less trailer) or straight truck with no load.
Checking and Correcting Toe-In
12. If the toe measurement is incorrect, loosen
Incorrect toe-in results in excessive tire wear the tube clamp and bolt on the end of each
caused by slide slippage and also unstable of the cross tubes. Turn the cross tubes until
steering with a tendency to wander. Toe-in the specified distance is reached.
may be measured from the center of the tire 13. Make sure the threaded portion of the tie
treads or from the inside of the tires. Measure ends are inserted completely and are visible
at both the front and rear of the axle (E and F, in the complete cross tube slot. Tighten the
Figure 5-5). Note that the toe-in measurements bolt and nut on the ends of the cross tube to
must be made at the horizontal axis of the the specified torque.
wheel. 14. Check the toe settings again.
Toe Setting
1. Use a work bay with a level floor.
2. Drive the vehicle into bay slowly and straight
ahead. Try to roll to a stop without the use of
5-21
Checking and Correcting Camber tive camber causes wear at the inner shoulder.
Incorrect camber setting will affect steering
Camber variations may be caused by wear at effort.
wheel bearings and steering knuckle bushings,
or by a bent steering knuckle or axle center. Checking and Correcting Caster
Camber specifications are listed at the end of
this section. Caster dimensions are for a vehicle carrying its
design load. Design load is the load equal to
Before checking the camber, check wear at the the capacity of the vehicle’s suspension,
king pins as follows: whereby the frame in most cases would be
level. If an alignment check is to be made with
Raise the front of the vehicle, pull bottom of the the frame NOT LEVEL, the frame angle must
wheel outward and take a camber reading. be determined and added to the caster angle to
Then pull the top of the wheel outward and take obtain a true caster reading. To determine
a camber reading. Then pull the top of the frame angle proceed as follows:
wheel outward and take a camber reading. If
the readings vary more than 15 minutes (1/4”) 1. Position vehicle on a smooth level surface.
make the following adjustments:
2. Using a bubble protractor or inclinometer,
1. Adjust the wheel bearings as directed in measure the frame angle. Frame angle is the
under front axle section, then take the camber degree of tilt in the frame from the level posi-
readings. If the readings still vary over 15 min- tion.
utes, check and replace if necessary, the steer-
ing knuckle bushings and king pins. 3. Determine whether the frame angle is up in
rear or down in rear.
2. Check the wheel run-out as instructed in
wheel tire runout check. If the run-out is exces- 4. Determine the caster angle for the left wheel
sive, replace the wheel. not.
3. Place the vehicle on a level surface with the 5. To determine an actual (corrected) caster
normal weight of the vehicle on the wheels, reading with various frame angles and caster
then take the final camber reading. If a camber readings, one of the following rules applies:
gauge is not available, the readings can be
taken as shown in Figure 5-5. Place the square a. A DOWN IN REAR frame angle must
as shown and measure distances A and B. B be SUBTRACTED from a POSITIVE caster
should EXCEED A. Camber dimensions of the reading.
right wheel should not vary over 3/32” from
camber dimensions of the left wheel. If the final b. AN UP IN REAR frame angle must
camber reading is incorrect, either the steering be ADDED to a POSITIVE caster reading.
knuckle or the axle center is bent.
c. A DOWN IN REAR frame angle must
4. To determine which part is bent, check the be ADDED to a NEGATIVE caster reading.
king pin inclination (D, Figure 5-5). Camber
plug king pin inclination is the included angle of d. An UP IN REAR frame angle must be
steering knuckle. If the included angle varies SUBTRACTED from a NEGATIVE caster read-
more than 30 minutes (1/2”), the knuckle is ing.
bent and should be replaced. Excessive posi-
5-22
6. Repeat steps 2 through 5 for the right wheel.
7. If the caster is not within specifications, cast-

er can be corrected by selecting proper caster
shims between the axle and the spring.
Turning Angle (Stop Screw

Adjustment)
Turning angle, or toe-out on turns is determined

by the angle of the steering arms. Regardless
of maximum turning angles, adjustment of stop
screw must provide 5/8” minimum clearance of
the tire with any chassis component. If front
wheel stop screw adjustments are made, the
poppet valves in the steering gear must also be
adjusted.
Figure 5-6
Adjustment (Figure 5-6)
1. Loosen the jam nut and turn in the right stop

screw so that screw will not contact it’s stop 2. Make a tool for checking runout.
when wheels are turning to the right.
a. Secure a block of wood 6 X 6 X 14
NOTE: Turn wheel to a position that 5/8” true inches or material with a suitable base so it will
clearance is maintined. remain in position.
b. Secure a thin piece of wood or a suit-
2. With the wheels turned to the extreme able material 10 inches long (ruler or yardstick).
right,then turn out the stop screw until it con-
tacts firmly against it’s stop. Check the position c. Fasten the thin wood to the block to a
of the tire. If the tire has less than 5/8” clear- height in relation to the rim surfaces.
ance from any chassis obstruction, adjust
screw to obtain clearance. d. Tighten the screw just so the pointer
will hold its position when adjusted.
3. Repeat steps 1 & 2 on left side.
3. Position the pointer at the crown of the rim.
4. When installing oversized tires, recheck the
turning clearance and stop screw setting. 4. Slowly turn the wheel and move the pointer
toward the wheel until it touches the wheel at
the nearest point.
Wheel and Tire Runout Check
5. Continue to turn the wheel and check the
Wheels that are thought to be distorted may be amount of lateral runout (the amount of wheel
checked as follows: side wobble). This should not exceed 3/32”.
1. Raise the axle at the side to be checked and 6. Place the point of the marker at the inside of
support it. the wheel.
5-23
7. Follow the previous procedure to check the

radial runout (out of round condition). This
should not exceed 3/32”.
a. If wheel is distorted beyond these
measurements, replace the wheel.
Hub Check
If it is doubtful whether it is the wheel of the hub

that is distorted, check the hub as follows:
1. Replace the existing wheel with a wheel

known to be true.
2. Turn the wheel and make the previous tests.

a. If the tests are within the limits, the
tire is good, but the wheel is sprung.
5-24
Disassembly, Overhaul, and 7. Disconnect tie rod end from tie rod arm using
Assembly a suitable tool such as a pickle fork.
Steering Knuckle Disassembly
Preparation
1. Set parking brake and block drive wheels to
prevent vehicle movement.
2. Raise vehicle until steer axle tires are off the
ground. Support raised vehicle with safety
stands.
WARNING
Never work under a vehicle supported by only

a jack. Always use safety stands.
Note: If boot is torn during removal, tie rod end
Procedure must be replaced.
1. Loosen the slack adjuster to return brake CAUTION

shoes to the released position and clear
drum. Do not use heat on any axle parts or fasteners.
2. Remove hub cap, cotter pin, nut, washer,
and outer bearing cone assembly. 8. Disconnect drag link from steering arm by
3. Remove wheel and hub assembly. removing cotter pin and slotted nut.
4. Disconnect air or hydraulic line from the 9. Remove top and bottom knuckle caps.
brake assembly. 10. Single draw key. Remove nut from draw
key, then drive key out using a brass ham-
Note: Plug or cap line to prevent brake system mer and drift.
contamination.
5. Remove brake assembly.

6. Remove cotter pin and slotted nut.
5-25
FRONT AXLE & STEERING
11. Dual draw keys. Remove both draw key WARNING

nuts. Then drive key out using a brass ham-
mer and drift. Gasoline is not an acceptable cleaning solvent
12. Drive kingpin out with a brass hammer and because of its extreme combustibility. It is
drift. unsafe in the workshop environment.
13. Remove steering knuckle from axle beam.

Kingpin Bushing and Seal
Replacement Removal
1. Remove grease seals from knuckle arms

using suitable tool.
Remove Kingpin Bushings
2. Drive bushings out of knuckles using suit-

able piloted drift.
WARNING
Never strike hardened metal parts with a steel

hammer or tool.
Cleaning
After disassembly and before attempting

inspection, clean parts as follows:
1. Steel parts with ground or polished

surfaces.
• Wash in suitable cleaning solvent.
• Rinse thoroughly to remove cleaning 3. Remove all foreign material from kingpin
solution. bore of Steering knuckle and axle beam
• Dry parts with clean rags. bore.
2. Clean castings, forgings and other 4. Wire brush machined surfaces taking care
rough-surface parts. not to damage them. Clean kingpin bores.
• Wire brush or steam-clean areas that
are susceptible to accumulation of
mud, road dirt, salt.
5-26
7. Drive bushings in until they are located as

shown.
• Use same method to install both upper and

lower bushings.
WARNING
During removal and installation procedures,

never use steel hammer or tool to strike hard-
ened metal parts.
Note: Some Dana Spicer kingpin bushings
Bushing Installation require reaming after installation. Read the
instruction sheet included with the service kit or
5. Lightly lubricate outside diameter of bush- bushings BEFORE beginning installation. For
ings to ease installation. dimensions of bushings requiring reaming, refer
6. Hand start bushing in bore. to the Kingpin Bushing Specifications chart
shown in the Appendix.
8. Ream bushings
to proper size
using appropri-
ate Kent-Moore
tool (or equiva-
lent).
9. Install new seal,
using suitable
pilot drift or sim-
ilar device that
will not damage seal as it is installed.
CAUTION
When installing grease seal, be sure lip is point-

ing toward center of knuckle. This is essential
for correct seal operation.
5-27
FRONT SUSPENSION 8. Remove bolts and lockwashers (8 and 9)
then drive out spring pins (7) to release spring
(13).
INTRODUCTION
9. Remove bolt and lockwasher (8 and 9) then
The front suspension consists of two multi- drive out shackle pin (7) to release shackle (3)
leave semi-elliptical springs, rubber bumpers, and bushing (6).
shackles and related hardware. The following
paragraphs outline the complete removal and 10. Remove locknuts and washers (4 and 5) to
installation procedures for the springs and remove bumpers (17).
shackles.
Inspection
Perform only those steps necessary to effect
the desired repairs. 1. Check springs (6) for cracked or broken
leaves. Check end bushings (14 and 18) for
deterioration.
Removal
1. Park machine on level surface, set parking

brake and block rear wheels to prevent move-
ment.
WARNING
Do not work under vehicle supported only by

jacks. Install jack stands and/or wooden blocks
to prevent vehicle from falling.
2. Jack up front of vehicle until wheels clear

ground and install jack stands or wood blocks
to support weight of vehicle.
3. Remove front wheels.
4. If both springs are to be replaced, perform

axle removal procedures, then go to step 8. If
only one spring is to be serviced, go to step 5.
1. SELF LOCKING NUT 11. BOLT
5. Place jack under axle under spring (13) that 2. AXLE BUMPER 12. MOUNTING PLATE
is to be serviced. 3. SHACKLE SPRING 13. SPRING
4. FLAT WASHER 14. FLAT WASHER
5. BOLT 15. SHOCK ABSORBER BOLT
6. Refer to figure 5-12 and remove locknuts 6. SPRING BUSHING 16. SHOCK ABSORBER
(20) and bolts (11) to release axle from spring 7. SPRING PIN 17. WASHER
8. LOCK WASHER 18. NUT
(13). 9. SPECIAL BOLT 19. SHOCK ABSORBER BRKT.
10. GREASE FITTING 20. SELF LOCKING NUT
7. Lower axle away from spring (13).
Figure 5-12
5-28
CAPACITY REAR AXLE & DURA RIDE
TOPIC 6 – REAR AXLE & DURA-RIDE SUSPENSION
Terminal Objective:
cedures and repairs found on the rear axle & dura-ride suspension found on Capacity
spotters.
• Identify the rear axle specifications and identify it as an assembly or in comp-

nents form.
• Understand basic operation, front bearings, air springs, height adjustment and
shock inspection.
• Understand basic operation, procedures for air dryer operation and its compo-
nents
6-1
Drive Axle
The following procedures outline the removal
and installation of the drive axle from a spotting
tractor equipped with the optional Dura Ride
rear suspension system. Refer to the figures as
indicated for location and identification of parts
while performing these procedures.
Removal
1. Park tractor on level surface and block

FRONT wheels to prevent movement.
2. Perform the following procedures to ''cage"

the parking brake springs.
3. CAGING BRAKE CHAMBER
a. Refer to Figure 7-6 (Section 7) and

remove release stud (17) from carrying pocket
in the housing.
b. Remove access plug (13) then insert

release stud (17) through hole in housing and
through spring pressure plate (10).
c. Turn release stud (17) 1/4 turn to

engage tangs on release stud with slots in
pressure plate (10).
d. Install release stud nut (20) on release

stud (17) and tighten nut until spring (11) is
completely caged.
6-2
4. Refer to Figure 9-7 and remove cotter pin (1) 11. Refer to figure 9-9 and mark location of link-
and clevis pin (2) to disconnect brake chamber age connector as shown then, loosen clamp
clevis (3) from slack adjuster (4). and slide connector up off linkage rod.
5. Apply parking brake then release air brake 12. Attach a suitable hoist to the rear of the
system pressure to zero pressure by vehicle frame then hoist the frame high enough
depressing and releasing brake pedal approxi- to allow the axle to be removed.
mately 30 times.
13. Install jack stands to support raised vehicle
6. Tag, disconnect and plug the air lines (5 and frame.
6) from both brake chambers (7).
14. Remove drive shaft.
7. Raise boom to the top of its travel for access,
then install supports to hold boom elevated. 15. Remove bolt (21, figure 9-8), lockwasher
(22) and hydraulic hose support bracket (23).
8. Refer to figure 9-8 and disconnect air hose
(1) from each air spring (2) then remove fitting 16. Remove locknuts, washers and bolts (17,
(12), top locknuts (3) and washers (4). 18 and 19) to release air springs (2) and mount-
ing plates (20).
9. Remove locknuts (5 and 7), bolts (8) and
washers (6 and 9) to release shock absorbers 17. Attach suitable hoist to raised end of boom
(10). and exert a lifting force that will support weight
of boom and Dura-Ride "A" frame (31).
10. Remove locknut (11), locknuts (13), bolts
(14) and washers (15) to release track rod (16).
Figure 9-7
6-3
WARNING Disassembly and Repair

Be certain Dura Ride "A" frame (31) is support-
1. Refer to the axle manufacturer's service and
ed before removing axle mount locknuts and
repair information supplied with the Trailer
bolts.
Jockey for disassembly and repair procedures
for the internal components of the drive axle.
18. Remove jam nuts (25), locknuts (26), wash-
ers (24), bolts (27), washers (28) and brackets
(29). Installation
19. Use hoist supporting boom to lower "A" 1. Position drive axle (30, Figure 9-8) on "A"
frame (31) then roll axle (30) out from under frame (31) then install brackets (29), bolts (27),
vehicle. washers (28 and 24) and locknuts (26). Refer
to torque chart in this manual for correct torque
20. Lower boom until "A" frame (31) rests on values.
the floor.
2. Once locknuts (26) are torqued, install jam
21. Use fork Lift to transport axle (30) to pre- nuts (25).
pared work area.
3. Assemble air springs (2) to mounting plates
Inspection (20) using washers (33) and locknuts (32) then,
install mounting plates (20) on brackets (29)
using bolts (19), washers (18) and locknuts
1. Check all threaded components for damaged
(17).
or stripped threads. Repair light damage with
thread chasers. Replace parts found unservice-
4. Use hoist to raise boom, "A" frame and axle
able.
then install rear wheels.
2. Check air springs for cracks, tears or other
5. Raise vehicle frame, remove jack stands or
signs of damage or wear. Replace worn air
wooden blocks then, carefully align the studs
springs.
on top of the air springs (2) with mounting holes
in frame. SLOWLY lower vehicle frame onto air
3. Check operation of shock absorbers and
springs (2). Install washers (4), locknuts (3) and
check for leaks. Replace worn or leaking
fitting (12).
shocks.
6. Connect air hoses (1) to air springs (2).
4. Check bracket (29) welds for cracks. Have
cracks welded.
7. Install track rod (16) using bolts (14), wash-
ers (15), locknuts (13) and locknut (11).
5. Check condition of track rod (16) bushings
for deterioration. Replace worn bushings.
8. Install shock absorbers (10) using bolt (8),
washers (9 and 6) and locknuts (7 and 5).
6. While the axle is removed, the Dura-Ride "A"
Tighten locknuts (5 and 7) until washers (6 and
frame bearing should be checked for wear.
9) are 1-3/4 inches apart.
Refer to bearing inspection procedures.
9. Install air hose support bracket (23) using
bolt and lockwasher (21 and 22).
6-4
Figure 9-8
6-5
10. Perform drive shaft installation procedures. 16. Reinstall access plug (13).
11. Refer to Figure 9-7 and connect air lines (5 17. Refer to Figure 9-9 and slide connector
and 6) to brake chambers (7). down onto rod to mark made during disassem-
bly. Tighten clamp to secure connector.
12. Start engine and allow air pressure to build
to normal operating level, then release parking 18. Refer to the LUBRICATION CHART in the
brake. and service drive axle with specified lubricant.
13. Connect clevis (3) to slack adjuster (4) with 19. Perform brake adjustment.
clevis pin (2) and cotter pin (1).
20. Perform ride height adjustment procedures
14. Uncage brake chamber by loosening nut outlined in this manual.
until spring is fully released.
21. Check all air hose connections for leaks
15. Remove release stud assembly (17) and using soapy water solution.
return it to its storage position on the housing.
9-9
6-6
Shock Absorbers
Shock absorbers are nonrepairable. in step 3. Replace both units if a definite differ-
Maintenance requirements involve replace- ence in either compression or rebound resist-
ment of the rubber mounting grommets, and ance is felt.
tightening all shock absorber pin nuts at regular
intervals. If a shock absorber becomes inoper- 6. Inspect mounting brackets for looseness or
ative, the complete unit must be replaced. wear. Inspect rubber bushings and grommets
for wear or deterioration.
Shock Absorber Inspection
Shock absorbers are a sealed assembly and

must be replaced if faulty.
1. Disconnect both lower shock mountings and

pull down on the shock until it is fully extended.
2. Inspect for leaks in the piston rod seal area.

Shock fluid is a thin hydraulic fluid, dark brown
in color with a characteristic odor. A slight trace
of fluid seepage is permissible, as the seal is
designed to seep a slight amount of fluid to pro-
vide for piston rod lubrication.
If a great deal of oil is present, be certain that

the oil does not originate from some other
source (oil spray from engine, air compressor,
etc.) before presuming the shock to be leaking.
3. Grip the lower end of the shock securely and

stroke up (compression stroke) and down
(rebound stroke) several times. Rebound
resistance (extending the shock) should be
greater than the compression resistance. If in
doubt, compare resistance or suspected shock
with a new one. Resistance should be smooth
and constant for each stroking rate. Replace
shock if any binding or unusual noises are
present.
4. Extend shock to the limit of its travel and

inspect for a bent damper rod. Replace if nec-
essary.
5. Compare the compression and rebound

resistance by stroking both shock absorbers as
6-7
DESCRIPTION
The Dura-Ride suspension system is equipped b. Check the boom hydraulic cylinders
with two air springs which are controlled for ride for leaks.
height by a position sensitive air valve. As more
weight is applied to the fifth wheel, the springs c. Check the air springs for cracks, leaks
collapse. The valve senses the change in posi- and/or damage.
tion and increases spring air pressure to com-
pensate for additional load and to restore the d. Check the connector clamps of the
vehicle to its original ride height. As the load is leveling valve linkage for tightness.
decreased, air is released from the springs to
maintain proper positioning. Spring ride height e. Check the valves for proper operation
should be approximately 4 1/2.” after air pres- by performing ride height check and adjustment
sure has stabilized. Height changes required outlined below:
for load changes are not instantaneous.
Stabilization takes 5 - 7 seconds under normal Ride Height Check
conditions. Ride height is factory set and
should not require adjustment, unless leveling Perform the following steps to determine if the
valve and/or linkage requires replacement. leveling valve and air springs are performing
correctly.
Service a. Park Trailer Jockey with no trailer on
level surface, apply parking brake and shut
The Dura-Ride suspension system is furnished down engine.
with five spherical bearings (see Figure 9-1)
which allow the suspension to articulate The b. Measure height of air springs as
bearings should be lubricated weekly. The shown in Figure 9-2
bearings are located at each end of the boom
lift cylinders and at the swivel point of the A- c. With no load on tractor, air springs
frame structural member to which the rear axle should be 4-3/8. to 4-5/8" (11.1 1-11.74 cm).
is attached. The swivel point grease fitting is
located just above the bearing in the top plate d. Connect Trailer Jockey to loaded trail-
of the A-frame. Remote lube point is provided er then park in same location, apply parking
for the swivel point bearing. Service the grease brakes.
fittings at the intervals described in the
Lubrication Chart. e. Measure height of air springs. .
f. With full load, air springs should still be

Inspection 4-3/8 to 4-5/8" (11.11-11.74 cm) tall.
Inspection of the components of the Dura-Ride g. If this ride height is not being main-
system should be accomplished once a month tained, perform the following adjustment proce-
or every 200 hours. Inspect the following items: dures.
a. Check all hoses and fittings for leaks,
looseness or damage.
6-8
Figure 9-1
6-9
Figure 9-2
6-10
Ride Height Adjustment h. Once properly adjusted the air springs

will maintain the 4-3/8" to 4-5/8 height, loaded
or unloaded.
a. Refer to Figure 9-2 and loosen con-
nector clamp of top linkage connector.
Pivot Bearing Inspection
b. Move top connector up to raise valve
actuating lever. This will open leveling valve a. Park machine on level ground, set
and allow more air pressure to enter air parking brake and block wheels to prevent
springs. movement.
c. When air springs reach correct ride b. Refer to Figure 9-3 and pry "A" frame
height (4-3/8" to 4-5/8") slide top connector (1) to one side and measure distances "A" and
down until leveling valve just closes. "B" between vertical bearing mount plate (2)
and each cross tube ear (3 and 4).
d. Tighten top connector clamp.
c. Subtract the smaller of the two meas-
e. Recheck air spring height both loaded urements from the larger. If the difference is
and unloaded. more than 1/8 perform bearing replacement
procedures. If difference is less than 1/8" the
f. If T railer Jockey still rides too low, bearing may be reshimmed by performing the
move top connector up slightly. If Trailer Jockey following:
rides too high, move top connector down.
(1 ) Place a suitable jack under bearing
g. Be certain connector clamp on bottom area of "A" frame (1) and support weight of "A"
connector is tight. frame structure.
Figure 9-3
6-11
(2) Remove cotter pin (5), slotted nut (6),

washer (7) and spacer (8).
(3) Drive out pivot pin (9). This will

release bushings (11).
(4) Install replacement pivot pin (9),

bushings (11) and as many shims (10) as will fit
between the cross tube ears (3 and 4) and the
bushings (11).
NOTE
When installing more than one shim, place

them as equally as possible on both sides of
"A" frame structure.
(5) Install spacer (8), washer (7) and

slotted nut (6). Torque nut to 500 ft-lbs.
(6) Install cotter pin (5).
Figure 9-4
Rear Suspension
The following paragraphs outline the proce- 5. Remove locknuts (3) and washers (4).
dures for removal, repair and replacement of
the components of the Dura-Ride air suspen- 6. Use suitable hoist of jacks to raise vehicle
sion system. Refer to the figures as indicated frame (5) to clear the stud (6) and tube (7) and
for location and identification of parts while per- for access to bolts (8) and locknuts (9).
forming these procedures.
7. Place jack stands and/or wooden blocks
Air Springs Replacement under frame to secure it in the raised position.
1. Park machine on level surface and set park- 8. Remove locknuts (9), washers (10) and bolts
ing brake. (8) to release air spring (12) and mounting plate
(11).
2. Raise boom to the limit of its travel for access
to air springs. 9. Remove locknuts and washers (13 and 14)
to separate air spring (12) from mounting plate
3. Bleed all brake system air pressure to zero (11).
pressure by depressing and releasing brake
pedal approximately 30 times. 10. Assemble mounting plate (11 ) to replace-
ment air spring (12) with washers and locknuts
4. Refer to Figure 9-4 and disconnect air line (14 and 13).
(1) from air spring fitting (2).
6-12
Figure 9-5
11. Position spring/plate assembly on bracket Leveling Valve Replacement

(15) with, tube (7) to the rear. Secure with
bolts, washers and locknuts (8, 10 and 9). 1. Park vehicle on level surface and set parking
brake.
12. Raise frame (5), remove blocks and/or jack 2. Raise boom to the limit of its travel for access
stands then, SLOWLY lower frame (5) onto air to leveling valve.
springs (12) while watching that tube (7) and
stud (6) align with mounting holes. 3. Bleed all brake system air pressure to zero
pressure by depressing and releasing brake
13. Install washers (4), locknuts (3) and fitting pedal approximately 30 times.
(2) then connect air line (1).
4. Refer to Figure 9-5 and pull connector (1)
14. Start engine and allow air pressure to build from valve arm (2).
to normal level. This will automatically inflate air
springs. 5. Tag, disconnect and plug air lines (3 and 4).
15. Check ride height as outlined on page 9.1 6. Remove locknuts (5), washers (6), bolts (7)
and perform ride height adjustment if neces- and washers (8) to release leveling valve (9).
sary (See page 9.4)
7. Mark valve arm (2) as shown then loosen
16. Check air line connections for leaks bolt (10) to release arm (2). Transfer valve arm
using soapy water solution. to replacement leveling valve (9).
6-13
8. Transfer fittings (1 1, 12 and 13) to replace- (1) from each air spring (2) then remove fitting
ment leveling valve (9). (12), top locknuts (3) and washers (4).
9. Position replacement leveling valve (9) on 6. Remove locknuts (5 and 7), bolts (8) and
bracket (14) and secure with bolts, washers washers (6 and 9) to release shock absorbers
and locknuts (7, 8, 6 and 5). (10).
10. Connect air lines (3 and 4). 7. Remove locknut (11), bolts (14) washers (15)
and locknuts (13) to release track rod (16).
11. Attach connector (1) to valve arm (2).
8. Attach a suitable hoist to the rear of the vehi-
12. Start engine and allow air pressure to build cle frame and raise frame until it clears the air
to normal operating pressure. springs.
13. Check air line connections for leaks using 9. Install jack stands or wooden blocks to sup-
soapy water solution. port the vehicle frame in its raised position.
14. Perform ride height check and adjustment 10. Disconnect hoist from vehicle frame then
(see pages 9.1 and 9.4) attach hoist to boom. Apply a lifting force suffi-
cient to support weight of boom then remove
A Frame Pivot Bearing bottom boom cylinder bolts and lockwashers (8
and 9, Figure 10-11). Once all eight bolts are
Replacement out, raise boom slightly.
To remove the A-frame pivot bearing, it will be 11. Place support under the bearing end of A
necessary to move the axle/A-frame assembly frame (10) that will allow the A-frame (10) and
back approximately six inches (15 cm). Perform axle (11) to be moved back.
the following procedures to move the axle/A-
frame. 12. Remove cotter pin (3), castellated nut (4),
washer (5) and spacer (6).
1. Park machine on level, smooth surface and
block front wheels to prevent movement. 13. Drive out pivot pin (7). This will release
shims (8) and bushings (9).
2. Refer to figure 9-7 and remove cotter pin (1)
and clevis pin (2) to disconnect brake chamber 14. Move A-frame/axle assembly (10 and 11)
clevis (3) from slack adjuster (4). back approximately six inches (15 cm).
3. Apply parking brake then release air brake 15. Remove locknuts (12), bolts (13) and flat
system pressure to zero pressure by depress- washers (14) to release clamp plates (15) and
ing and releasing brake pedal approximately 30 bearing (16).
times.
16. Position replacement bearing (16) and
4. Raise boom to the limit of its travel for access clamp plates (15) on A-frame (10). Secure with
to air springs, then install supports to hold bolts (13), flat washers (14) and locknuts (12).
boom in elevated position.
5. Refer to figure 9-4 and disconnect air hose
6-14
Figure 9-6
1. BOLT 10. A-FRAME 19. PIN HEAD

2. LOCKWASHER 11. AXLE 20. CASTELLATED NUT
3. COTTER PIN 12. LOCKNUT 21. MOUNTING EAR
4. CASTELLATED NUT 13. BOLT
5. WASHER 14. FLAT WASHER
6. SPACER 1. CLAMP PLATE
7. PIVOT PIN 16. BEARING
8. SHIM 17. BOOM CYLINDERS
9. BUSHING 18. COTTER PIN
6-15
17. Assemble pin head (19), castellated nut until washers (6 and 9) are 1-3/4 inches apart.
(20) and cotter pin (18) on replacement pivot 27. Start engine and allow air pressure to build
pin (7). to normal level then release parking brake. This
will enable slack adjuster (4, figure 9-1) to be
18. Move A-frame (10) into position between connected to clevis (3) using clevis pin (2) and
mounting ears (21 ) then install replacement cotter pin (1).
bushings (9) and pivot pin assembly (18, 19, 20
and 7). 28. Check all air hose connections for leaks
using soapy water solution.
19. Install spacer (6) and washer (5). Lubricate
castellated nut (4) then torque nut to 500 ft.lbs.
(678 NM).
20. Pry A-frame to one side then check for a

gap between bushing (23) and mounting ear
(21). Shim to zero clearance by removing nut
(4) and pivot pin (22) and adding shims (8)
between bushings (23) and ears (21).
21. Once shimming is complete, reinstall spac-

er (6), washer (5), nut (4), torque to 500 ft.lbs.
(678 NM) and install cotter pins (18).
22. Align the boom cylinders (17) with their

mounting blocks then install bolts and lock-
washers (1 and 2).
22. Align the boom cylinders (17) with their

mounting blocks then install bolts and lock-
washers (1 and 2).
23. Disconnect hoist from boom then attach it

to rear of vehicle frame. Raise vehicle frame to
allow removal of jack stands the SLOWLY
lower frame onto air springs (2, figure 9-2). Be
certain frame aligns with air spring stud and
tube.
24. Install washers (4) and locknuts (3) then

install fitting (12) and connect air hose (1).
25. Install track rod (16) using bolts (14), wash-

ers (15), lock nuts (13) and locknut (1 1).
26. Install shock absorbers (10) using locknuts

and washers (5 and 6) and bolts, washers and
locknuts (8, 9 and 7). Tighten locknuts (5 and 7)
6-16
CAPACITY AIR SYSTEM
TOPIC 7 – AIR SYSTEM
Terminal Objective:
cedures and repairs found in the pneumatic system found on Capacity spotters.
• Identify schematics and location of components

• Understand basic foundation brake prinicipals and maintenance
• Identify accessories and supply and distribution of accessory air primarily
Dura-Ride and Cab suspension.
7-1
CAPACITY AIR SYSTEM
OPERATION is released instantly when the brake pedal or

treadle valve is released.
The Trailer Jockey tractor air system generates
pressure for operation of the tractor brakes, The tractor protection valve serves to isolate
trailer brakes, fifth wheel latch and optional the tractor air system from the trailer air system
equipment such as Dura Ride air suspension. in the event of a pressure loss in the trailer. This
The compressor is gear driven by the engine. A maintains air pressure to keep the tractor
pressure regulating governor and safety valves brakes functioning.
are provided to control the pressurization of the
brake system. The parking brake quick release valve incorpo-
rates a compensator valve which allows the
Brake System service brake pressure to release the parking
brakes as the service brakes are applied. This
Refer to SD193 as a guide through the follow- reduces the load on the brake actuating mech-
ing paragraphs. The compressor sends air anisms.
through check valve to wet tank. The check
valve prevents air pressure from escaping due Air Suspension
to a faulty compressor.
On tractors equipped with optional air suspen-
The pressure in the wet tank is used to operate sion, air pressure is routed through the brake
the compressor governor to regulate the oper- pressure protection valve to the air suspension
ation of the compressor in order to maintain the reservoir. The brake pressure protection valve
proper system pressure. The compressed air assures the brake system is fully pressurized
passes through two check valves to the primary BEFORE pressure is supplied to the air sus-
and secondary reservoirs. pension system.
The primary reservoir supplies air pressure to The leveling valve controls the flow of air pres-
the primary section of the treadle valve and to sure to and from the air springs. A mechanical
the parking brake/trailer supply valve. When linkage is used to connect the leveling valve to
the treadle valve is depressed, the primary sec- the rear suspension trailing arm. As weight on
tion supplies air to activate the rear tractor the fifth wheel increases, the tractor frame set-
brakes and, through the tractor protection tles causing the linkage to open the valve and
valve, activate the trailer service brakes. The supply the air springs with additional pressure
air pressure sent to the parking brake/trailer to compensate.
supply valve is used to release the parking
brakes of the tractor and trailer as well as fill the Air Tanks
trailer air system reservoir(s).
All compressors pass a certain amount of oil in
The parking brake section of valve is used to order to lubricate the cylinder walls and piston
supply air pressure to the parking brake cham- rings. Also, depending on the humidity, air
bers to release the parking brakes. When the entering the compressor contains a certain
parking brake valve is pulled out, the air pres- amount of water. This oil and water normally
sure is released allowing springs to apply the enters the air tanks in the form of vapor
parking brake. because of the heat generated during compres-
sion. After reaching the air tanks they condense
Quick release valves are installed in the brake to form water emulsion that must be drained off
chamber supply lines to ensure the air pressure before entering the brake system.
7-2
CAPACITY AIR SYSTEM
Automatic Drain b. Bleed the air pressure from the brake
system by applying and releasing the service
The air tanks are equipped with an automatic brakes.
drain valve. When the brakes are applied and
the pressure in the air tank drops approximate- c. Depress the plunger in the automatic
ly 2 psi the automatic drain valve will open drain valve to ensure that all pressure is
momentarily allowing a small amount of air to released.
escape. When this happens any collection of oil
and water emulsion will also escape. Disassembly and Cleaning
(Refer to Figure 6-2)
Manually drain automatic drain valve daily by
depressing plunger in drain exhaust port. Perform the following procedures to disassem-
ble and clean the automatic drain valves.
Operation of the automatic drain valve should
be checked every 250 hours of operation. This a. Remove the four capscrews (1, Figure
should be done with the engine operating and 3) and lockwashers (2).
the brake system at normal operating pressure.
b. Remove cover (3) and sealing ring
NOTE (4).
It will be necessary for someone to observe the c. Remove inlet and exhaust valve (5).
automatic drain valve to perform this check.
d. Remove adapter and filter assembly
When the operator applies the brakes, the (6).
automatic drain valve should be checked to see
that a small amount of air escapes from the e. Remove filter retainer (7) and filter (8).
valve.
f. Clean and inspect the filter. Replace
CAUTION the filter if it is clogged.
If the automatic drain valves are not operating g. Wipe all rubber parts clean. Cleaning
properly, and are not checked, the accumula- solvent may be used on metal parts.
tion of water in the tanks can fill them to the
extent that the brakes will not work. Reassembly
(Refer to Figure 6-2)
All hoses, lines, and fittings should be checked
periodically for leaks and serviceable condition. Perform the following procedures to reassem-
ble the automatic drain valve.
CAUTION
a. Apply a light film of grease on the
Any abnormal operation of the brakes or brake valve seat (9).
system should be checked immediately.
CAUTION
The automatic drain valve should be removed
and cleaned every 6 months. Do not apply oil or grease to the inlet and
exhaust valve.
a. Set the parking brake.
b. Place sealing ring (4) in groove of
cover (3).
7-3
CAPACITY AIR SYSTEM
Figure 6-2
c. Place valve guide (10) over inlet and functional, dynamic controllability tests and
exhaust valve (5). other tests required in assuring vehicle safety
and performance.
d. Place valve guide (10) and inlet and
exhaust valve assembly (5) into cover (3) with a. Checking Pressure Buildup. Low
wire stem (11) projecting through exhaust port Pressure Warning Cutoff, and Governor Cut-
(12). out.
e. Place cover (3) on body (13) and (1) Open reservoir drain valves and
install lockwashers (2) and capscrew (1). drain system to 0 pressure.
f. Install filter (8) in adapter and screw in (2) Start engine and run at fast idle. Low
filter retainer (7). pressure warning should be on.
g. Install adapter and filter assembly (6) (3) Begin timing pressure buildup when
in body (13) and tighten. system pressure reaches 50 PSI. Be ready to
note pressure at which warning cuts off. Cutoff
h. Reinstall the automatic drain valve in should occur at approximately 60 PSI.
the air tank.
(4) Note time when pressure reaches 90
Air Brake System Tests PSI. Buildup from 50-90 PSI should not take
more than 5 minutes.
The following tests of the brake system should
be performed periodically to determine the con- (5) Continue observing gauge and note
dition of the system. These tests are designed pressure at which governor cuts out. The pres-
to help discover sluggish performance and/or sure should be approximately 120 PSI.
system leaks before they become a major prob-
lem. Performing these tests does NOT, howev- b. Checking Reservoir Air Supply
er, rule out the importance and necessity of Leakage.
7-4
CAPACITY AIR SYSTEM
(1) Run engine to allow system to build Brake Adjustment
to full pressure. Shut down engine.
a. A schedule for the periodic cleaning,
(2) After allowing the pressure to stabi- inspection and lubrication of brake equipment
lize for at least one minute, observe the pres- should be established by the operator on the
sure while timing two minutes. basis of past experience and severity of opera-
tion. Linings and drums are parts particularly
(3) Drop in pressure should not exceed subject to wear degradation. To compensate for
2 PSI in one minute (3 PSI if trailer connected). this wear, the brakes are equipped with auto-
matic slack adjusters to maintain satisfactory
c. Checking Service Air Delivery operation and maximum safety. The adjusters
Leakage. should be routinely checked to provide uniform
lining clearance, correct travel of levers and
(1) With system at full pressure and proper equalization.
engine stopped apply foot brake valve and
allow one minute for pressure to stabilize. b. Brakes should be cleaned, inspected,
lubricated and adjusted each time the hubs are
(2) Hold foot brake valve applied and removed.
observe the pressure gauge and time for two
minutes. c. See “Slack Adjustment” section to
check and adjust slack adjusters.
(3) Drop in pressure should not be more
than 3 PSI in one minute (4 PSI trailer connect- Air Pressure Adjustment
ed). (Refer to Figure 6-3)
d. Checking Automatic Parking System.
a. Operating Test.
(1) Build system pressure above 85 PSI
and shut off engine. (1) Start the vehicle engine and build up
air pressure in the air brake system and check
(2) Apply and release service brake until the pressure registered by a dash or test gauge
low pressure indicator comes on (approximate- at the time the governor cuts-out, stopping the
ly 65 PSI. compression of air by the compressor. The cut-
out pressure should be at 120 psi.
NOTE
(2) With the engine still running, make a
The low pressure indicator should come on series of brake applications to reduce the air
before automatic emergency brakes apply. pressure and observe at what pressure the
governor cuts-in the compressor. As in the case
(3) Continue foot brake applications until of the cut-out pressure, the cut-in pressure
automatic parking brakes apply. Note gauge should be between 90-105 psi.
pressure.
NOTE
(4) Automatic application should occur
below 60 PSI. Never condemn or adjust the governor pres-
sure settings unless they are checked with an
accurate test gauge or a dash gauge that is
registering accurately.(3) If pressure adjust-
ment is required perform the following:
7-5
CAPACITY AIR SYSTEM
NOTE
If the governor cover is marked nonadjustable

and the adjusting stem has been sheared off,
this is a nonserviceable governor and must
be replaced with a new or remanufactured
unit.
(a) Remove the top cover and o-ring

(1) from the governor (4).
(b) Loosen adjusting screw locknut (2).
(c) To raise the pressure settings, turn

the adjusting screw (3) counter-clockwise.
Figure 6-3
(d) To lower the pressure settings, turn
the adjusting screw (3) clockwise.
NOTE
Be careful not to overadjust. Each 1/4 turn of

the adjusting screw raises or lowers the pres-
sure setting approximately 4 psi.
(e) When proper adjustment is

obtained, tighten the adjusting screw locknut
(2) and replace the cover and o-ring (1).
NOTE
THE PRESSURE RANGE BETWEEN CUT-

IN AND CUT-OUT IS NOT ADJUSTABLE.
7-6
CAPACITY AIR SYSTEM
Figure 1
AIR DRYER
DESCRIPTION
The function of the Bendix® AD-IP™ integral The AD-IP™ air dryer has three female pipe
purge air dryer is to collect and remove air sys- thread air connections identified as follows:
tem contaminants in solid, liquid and vapor
form before they enter the brake system. It pro- Air Connection Port ID Function/Connection
vides clean, dry air to the components of the CON 4 ...................... Control Port (purge
brake system which increases the life of the valve control
system and reduces maintenance costs. Daily & turbo cutoff).
manual draining of the reservoirs is eliminated. SUP 11 .................... Supply Port (air in).
The AD-IP™ air dryer consists of a desiccant DEL 2 ...................... Delivery Port (air out).
cartridge secured to a die cast aluminum end
cover with a single, central bolt. The end cover
contains a check valve assembly, safety valve,
heater and thermostat assembly, three pipe
thread air connections and the purge valve
assembly. The removable purge valve assem-
bly incorporates the purge valve mechanism
and a turbo charger cutoff feature that is
designed to prevent loss of engine “turbo”
boost pressure during the purge cycle of the
AD-IP™ air dryer. For ease of serviceability, all
replaceable assemblies can be replaced with-
out removal of the air dryer from its mounting
on the vehicle.
7-7
CAPACITY AIR SYSTEM
nants to condense and drop to the bottom or
sump of the air dryer end cover.
After exiting the end cover, the air flows into the
desiccant cartridge. Once in the desiccant car-
tridge air first flows through an oil separator
located between the outer and inner shells of
the cartridge. The separator removes water in
liquid form as well as liquid oil and solid con-
taminants.
Air, along with the remaining water vapor, is fur-

ther cooled as it exits the oil separator and con-
tinues to flow upward between the outer and
inner shells. Upon reaching the top of the car-
tridge the air reverses its direction of flow and
enters the desiccant drying bed. Air flowing
down through the column of desiccant
becomes progressively drier as water vapor
adheres to the desiccant material in a process
known as “ADSORPTION.” The desiccant car-
tridge using the adsorption process typically
removes most of the water vapor from the pres-
Figure 2 surized air.
OPERATION Dry air exits the bottom of the desiccant car-

tridge and flows through the center of the bolt
GENERAL used to secure the cartridge to the end cover.
Air flows down the center of the desiccant car-
The AD-IP™ air dryer alternates between two tridge bolt, through a cross drilled passage and
operational modes or “cycles” during operation: exits the air dryer delivery port through the
the Charge Cycle and the Purge Cycle. The fol- delivery check valve. Note: the early end cover
lowing description of operation is separated designs incorporated a vertical delivery check
into these “cycles” of operation. valve while the newer versions have a horizon-
tal check valve. Both have the same function,
CHARGE CYCLE (refer to Figure 4) but the components are not interchangeable.
See Figure 7.
When the compressor is loaded (compressing
air) compressed air, along with oil, oil vapor, Dry air flowing through the center of the desic-
water and water vapor flows through the com- cant cartridge bolt also flows out the cross
pressor discharge line to the supply port of the drilled purge orifice and into the purge volume.
air dryer body. The air dryer will remain in the charge cycle
until the air brake system pressure builds to the
As air travels through the end cover assembly, governor cutout setting.
its direction of flow changes several times,
reducing the temperature, causing contami-
7-8
CAPACITY AIR SYSTEM
Figure 4 Figure 5
PURGE CYCLE (refer to Figure 5)
As air brake system pressure reaches the The actual reactivation of the desiccant drying
cutout setting of the governor, the governor bed begins as dry air flows from the purge vol-
unloads the compressor (air compression is ume through the purge orifice in the desiccant
stopped) and the purge cycle of the air dryer cartridge bolt, then through the center of the
begins. When the governor unloads the com- bolt and into the desiccant bed. Pressurized air
pressor, it pressurizes the compressor from the purge volume expands after passing
unloader mechanism and the line connecting through the purge orifice; its pressure is low-
the governor unloader port to the AD-IP™ air ered and its volume increased. The flow of dry
dryer end cover control port. The purge piston air through the drying bed reactivates the des-
moves in response to air pressure causing the iccant material by removing the water vapor
purge valve to open to the atmosphere and the adhering to it. Generally 30 seconds are
turbo cutoff valve to close off the supply of air required for the entire purge volume of a stan-
from the compressor (this will be further dis- dard AD-IP™ air dryer to flow through the des-
cussed in the Turbo Cutoff Feature section). iccant drying bed. The delivery check valve
Water and contaminants in the end cover sump assembly prevents air pressure in the brake
are expelled immediately when the purge valve system from returning to the air dryer during the
opens. Also, air which was flowing through the purge cycle. After the 30 second purge cycle is
desiccant cartridge changes direction and complete the desiccant has been reactivated or
begins to flow toward the open purge valve. dried. The air dryer is ready for the next charge
Liquid oil cycle to begin. However the purge valve will
and solid contaminants collected by the oil sep- remain open and will not close until air brake
arator are removed by air flowing from the system pressure is reduced and the governor
purge volume through the desiccant drying bed signals the compressor to charge the system.
to the open purge valve. The initial purge and
desiccant cartridge decompression lasts only a
few seconds and is evidenced by an audible
burst of air at the AD-IP™ air dryer exhaust. No
purging of air should occur after 30 seconds.
7-9
CAPACITY AIR SYSTEM
Because no two vehicles operate under identi-
cal conditions, maintenance and maintenance
intervals will vary. Experience is a valuable
guide in determining the best maintenance
interval for any one particular operation.
Every 900 operating hours, or 25,000 miles

or three (3) months:
1. Check for moisture in the air brake system by
opening reservoirs, drain cocks, or drain valves
and checking for presence of water. If moisture
is present, the desiccant cartridge may require
replacement; however, the following conditions
can also cause water accumulation and should
be considered before replacing the desiccant:
Figure 6 A. An outside air source has been used to

charge the system. This air does not pass
TURBO CUTOFF FEATURE through the drying bed.
The primary function of the turbo cutoff valve is B. Air usage is exceptionally high and not nor-
to prevent loss of engine turbocharger air pres- mal for a highway vehicle.
sure through the AD-IP™ air dryer in systems
where the compressor intake is connected to This may be due to accessory air demands or
the engine turbocharger. The turbo cutoff valve some unusual air requirement that does not
also removes the “puffing” of air out the open allow the compressor to load and unload (com-
purge exhaust when a naturally aspirated, sin- pressing and non-compressing cycle) in a nor-
gle cylinder compressor, equipped with an inlet mal fashion. Check for high air system leakage.
check valve, is in use. At the onset of the purge If the vehicle vocation has changed it may be
cycle, the downward travel of the purge piston necessary to upgrade the compressor size.
is stopped when the turbo cutoff valve (tapered Refer to Appendix A, Table A and the column
portion of purge piston) contacts its mating entitled Vehicle Vocation.
metal seat in the purge valve housing. With the
turbo cutoff valve seated (closed position), air C. The air dryer has been installed in a system
in the compressor discharge line and AD-IP™ that has been previously used without an air
air dryer inlet port cannot enter the air dryer. In dryer. The system will be saturated with mois-
this manner the turbo cutoff effectively main- ture and several weeks of operation may be
tains turbo charger boost pressure to the required to dry it out.
engine.
Note: A small amount of oil in the system is normal and
PREVENTIVE MAINTENANCE should not be considered as a reason to replace the
desiccant cartridge; oil stained desiccant can function
Important: Review the warranty policy before adequately.
1. Visually check for physical damage to the AD-IP™ air
performing any intrusive maintenance proce-
dryer such as chaffed or broken air and electrical lines
dures. An extended warranty may be voided if and broken or missing parts.
intrusive maintenance is performed during 2. Check mounting bolts for tightness. Re-torque to 270-
this period. 385 inch pounds.
3. Perform the Operation & Leakage Tests listed in this
publication.
7-10
CAPACITY AIR SYSTEM
Figure 7
WARNING OPERATION & LEAKAGE TESTS

1. Install a pressure gauge in the #1 reservoir.
This air dryer is intended to remove moisture Check all lines and fittings leading to and from
and other contaminants normally found in the the air dryer for leakage and integrity. Test the
air brake system. Do not inject alcohol, anti- delivery port check valve assembly by building
freeze, or other de-icing substances into or the air system to governor cutout and observing
upstream of the air dryer. Alcohol is removed by a test air gauge installed in the #1 reservoir.
the dryer, but reduces the effectiveness of the Note the pressure on the air gauge after gover-
device to dry air. Use of other substances can nor cutout pressure is reached, a rapid loss of
damage the air dryer and may void the warran- pressure could indicate a failed delivery port
ty. check valve. This can be confirmed by shutting
the engine off, draining system pressure to a
D. Location of the air dryer is too close to the air point below governor cutin (usually not less
compressor. Refer to “Locating AD-IP™ Air than 95 psi), draining residual air pressure in
Dryer On Vehicle” section and Appendix A, the compressor discharge line. Remove the
Table A, column 2 for discharge line length. discharge line at the supply port of the dryer,
and use soapy water to determine if air is flow-
E. In areas where more than a 30 degree range ing out of the supply port. Make sure there is no
of temperature occurs in one day, small air pressure at the control port, by removing the
amounts of water can temporarily accumulate line from the control port to the governor UNL
in the air brake system due to condensation. port. The reservoir needs to have a least 50
Under these conditions, the presence of small PSIG for this test. If a 1” bubble forms within
amounts of moisture is normal and should not one second, the delivery check valve should be
be considered as an indication that the dryer is repaired. Remove the test gauge before return-
not preforming properly. ing the vehicle to service.
7-11
CAPACITY AIR SYSTEM
4. Check the operation of the end cover heater

and thermostat assembly during cold weather
operation as follows:
A. Electric Power to the Dryer

With the ignition or engine kill switch in the ON
position, check for voltage to the heater and
thermostat assembly using a voltmeter or test
light. Unplug the electrical connector at the air
dryer and place the test leads on each of the
pins of the connector with the locking latch. If
there is no voltage, look for a blown fuse, bro-
ken wires, or corrosion in the vehicle wiring har-
ness. Check to see if a good ground path
exists.
B. Thermostat and Heater Operation

Note: These tests are not required except in
cold weather operation. Turn off the ignition
switch and cool the thermostat and heater
assembly to below 40 degrees Fahrenheit.
Using an ohmmeter, check the resistance
between the electrical pins in the air dryer con-
nector half. The resistance should be 1.5 to 3.0
ohms for the 12 volt heater assembly and 6.0 to
9.0 ohms for the 24 volt heater assembly.
Warm the thermostat and heater assembly to

over 90 degrees Fahrenheit and again check
Figure 9 the resistance. The resistance should exceed
1000 ohms. If the resistance values obtained
2. Check for excessive leakage around the
are within the stated limits, the thermostat and
purge valve. With the compressor in loaded
heater assembly is operating properly. If the
mode (compressing air), apply a soap solution
resistance values obtained are outside the stat-
to the purge valve exhaust port and observe
ed limits, replace the heater and thermostat
that leakage does not exceed a 1” bubble in 1
assembly.
second. If the leakage exceeds the maximum
specified, repair the purge valve assembly.
3. Close all reservoir drain cocks. Build up sys-
tem pressure to governor cutout and note that
AD-IP™ air dryer purges with an audible
escape of air. “Fan” the service brakes to
reduce system air pressure to governor cut-in.
Note that the system once again builds to full
pressure and is followed by an AD-IP™ air
dryer purge.
7-12
CAPACITY AIR SYSTEM
AIR DRYER TROUBLESHOOTING CHART
SYMPTOMS CAUSE. REMEDY
1. Dryer is constant- A. Excessive system A. If leakage IS SHOWN on gauges test

ly leakage. for excessive service brake system
“cycling” or purging. leakage.
Dryer purges fre- IMPORTANT: Note whether Allowable leakage:
quently air pressure loss is shown Single vehicle - 1 psi/minute either serv-
(every 4 minutes or on dash gauge(s). Pressure ice reservoir.
less loss shown on gauges is Tractor trailer - 3 psi/minute either serv-
while vehicle is caused by service brake ice reservoir. Repair and retest as
idling). system or component required.
leakage. Pressure loss
NOT SHOWN on gauges is
caused by supply system or
component leakage.
B. If leakage is NOT SHOWN on

gauges test for excessive supply sys-
tem leakage.
Remove drain cock or valve in supply

reservoir (wet tank) and install air
gauge. Build system pressure, allow air
dryer to purge and observe air gauge in
supply reservoir. Pressure drop should
not exceed 1 psi per minute. Perform
tests 1 to 6 in the order presented.
7-13
CAPACITY AIR SYSTEM
REMEDY
1. Test fittings, hoses, lines and connec-

tions. Apply soap solution to detect
excessive leakage. Tighten or replace as
needed then repeat the air dryer charge-
purge cycle and observe the gauge
installed in the supply reservoir. If leak-
age is within limits remove gauge from
reservoir and replace drain cock or
valve. If excessive leakage is detected,
continue tes ing.
2. Test accessories connected to supply

reservoir. Drain all air pressure from sys-
tem, disconnect all air lines leading to
accessories (fan clutch, wipers, air
seats, etc.) and plug the reservoir at dis-
connection point. Build air system pres-
sure until air dryer purges and observe
supply reservoir gauge. If leakage is no
longer excessive, repair or replace leak-
ing accessory. If excessive leakage is
detected, continue testing.
3. Test governor leakage. Build system

pressure to governor cut-out, turn off
engine and apply soap solution to gover-
nor exhaust port and around cap.
Leakage should not exceed a 1 in. bub-
ble in 5 seconds. Reduce system pres-
sure to 80 psi or less, and re-apply soap
solution. Leakage should not exceed a 1
in. bubble in 5 seconds. If excessive
leakage is detected in either test, repair
or replace governor.
4. Test compressor unloader leakage.

Drain all air pressure from system and
remove the governor from the compres-
sor. Temporarily plug the governor
unloader port or air line that mated with,
or connected to, the compressor. Build
air system pressure until air dryer purges
then IMMEDIATELY SHUT OFF THE
ENGINE. Observe the air gauge in
the
7-14
CAPACITY AIR SYSTEM
REMEDY
supply reservoir. If leakage is within lim-

its, replace the compressor unloaders.
Re-connect the governor to the com-
pressor (after removing plug installed in
governor) and retest while observing
supply reservoir gauge. If excessive
leakage is detected, continue testing.
5. Test air dryer purge valve and outlet

(delivery) check valve. Drain all air pres-
sure from system, remove the control
line connection at the air dryer and plug
the end of the air line leading to the gov-
ernor (not the air dryer control port).
Build system pressure to governor cut-
out and observe air gauge. If little or no
pressure drop is observed replace the
air dryer check valve. If pressure drop
continues apply soap solution to air
dryer purge exhaust and purge control
port (where the control line was
removed). Leakage should not exceed
a 1 in. bubble in 5 seconds. If leakage is
excessive repair or replace purge valve
assembly.
6. With gauge installed at RES port of

governor, pressure should not drop
below ”Cut-In” pressure at the onset of
the compressor “Unloaded” cycle. If
pressure drops, check for “kinks” or
restrictions in line connected to RES
port. Line connected to RES port on
governor must be same diameter, or
preferably larger than, lines connected
to UNL port(s) on governor.
7-15
CAPACITY AIR SYSTEM
2. Water and/or Oil A. Improper discharge line A. Refer to section entitled Connecting
in Supply or Service length or improper line mate- the Air Lines as well as Appendix A,
Reservoir. rial. Maximum air dryer inlet Table A columns 1 & 2 then and check
temperature is exceeded. line size and length.
B. Air system charged from B. If system must have outside air fill pro-
outside air source (outside vision, outside air should pass through
air not passing through air air dryer. This practice should be mini-
dryer). mized.
C. Air dryer not purging (see C. See Symptom #5.

Symptom #5).
D. Purge (air exhaust) time D. Check causes and remedies for

insufficient due to excessive Symptom #1.
system leakage (see causes
for Symptom #1).
E. Excessive air usage, duty E. See Appendix A, Table A, column 1,

cycle too high - Air dryer not for recommended compressor sizes. If
compatible with vehicle air the compressor is “too small” for the
system requirement vehicle vocation (for example, where a
(Improper air dryer/vehicle vehicle’s vocation has changed or serv-
application). NOTE: Duty ice conditions exceed the original vehicle
Cycle is the ratio of time the or engine OE spec’s) then upgrade the
compressor spends building compressor. Note: The costs incurred
air to total engine running (e.g. installing a larger capacity com-
time. Air compressors are pressor, etc.) are not covered under orig-
designed to build air (run inal compressor warranty.
“loaded”) up to 25% of the
time. Higher duty cycles Charge Cycle Time - The AD-IP™ air
cause conditions that affect dryer is designed to provide clean, dry
air brake charging system air for the brake system. When a vehi-
performance which may cle’s air system is used to operate non-
require additional mainte- brake air accessories it is necessary to
nance. Factors that add to determine that; during normal, daily
the duty cycle are: air sus- operation the compressor should recov-
pension, additional air er from governor “cut-in” to governor
accessories, use of an “cut-out” (usually 100 psi to 120 psi) in
undersized compressor, fre- 90 seconds or less at engine RPM’s
quent stops, excessive leak- commensurate with the vehicle vocation.
age from fittings, connec- If the recovery time consistently exceeds
tions, lines, chambers or this limit, it may be necessary to
valves, etc. “bypass” the air accessory responsible
for the high air usage.
7-16
CAPACITY AIR SYSTEM
REMEDY
An example of where a by-pass system

would be required is when the compre-
sor is used to pressurize a tank trailer for
purposes of off-loading product. Consult
your local authorized Bendix parts outlet
or sales representative for additional
information.
Purge Cycle Time - During normal vehi-

cle operation, the air compressor must
remain unloaded for a minimum of 30
seconds. This minimum purge time is
required to ensure complete regenera-
tion of the desiccant material. If the
purge time is consistently less than the
minimum, an accessory by-pass system
must be installed. Consult your local
authorized Bendix parts outlet or sales
representative for additional information.
Air Compressor Size - Although the AD-

IP™ air ryer can be used in conjunction
with larger compressors, it was designed
primarily for units rated for up to 30 CFM.
It is recommended that when using the
AD-IP™ air dryer with a compressor
which has a rated displacement exceed-
ing 30 CFM that an authorized Bendix
parts outlet or Bendix marketing repre-
sentative be contacted for assistance.
7-17
CAPACITY AIR SYSTEM
2. Water and/or Oil F. Air compressor discharge F. Restricted discharge line. See
in Supply or Service and/or air dryer inlet temper- Appendix A, Table A, column 1 & 2 for
Reservoir. (cont.) ature too high. recommended sizes. If discharge line is
restricted or more than 1/16” carbon
build up is found, replace the discharge
line. Replace as necessary.
Discharge Line Freeze-Up The dis-

charge line must maintain a constant
slope down from the compressor to the
air dryer inlet fitting to avoid low points
where ice may form and block the flow.
If, instead, ice blockages occur at the air
dryer inlet, insulation may be added
here, or if the inlet fitting is a typical 90
degree fitting, it may be changed to a
straight or 45 degree fitting. For more
information on how to help prevent dis-
charge line freeze-ups, see Bendix
Bulletins TCH-08-21 and TCH-08-22.
Shorter discharge line lengths or insula-
tion may be required in cold climates.
Insufficient coolant flow through com-

pressor. Inspect coolant line. Replace as
necessary (I.D. is 1/2” min.). Inspect the
coolant lines for kinks and restrictions
and fittings for restrictions. Replace as
necessary. Verify coolant lines go from
engine block to compressor and back to
the water pump. Repair as necessary.
Restricted air inlet (not enough air to

compressor). Check compressor air inlet
line for restrictions, brittleness, soft or
sagging hose conditions etc. Repair as
necessary. Inlet line size is 3/4 ID.
Maximum restriction requirement for
compressors is 25 inches of water.
Check the engine air filter and service if
necessary (if possible, check the air filter
usage indicator).
7-18
CAPACITY AIR SYSTEM
SYMPTOMS CAUSE REMEDY
Poorly filtered inlet air (poor air quality to

compressor). Check for leaking, dam-
aged or malfunctioning compressor air
inlet components (e.g. induction line, fit-
tings, gaskets, filter bodies, etc.). Repair
inlet components as needed. Note: Dirt
ingestion will damage compressor and is
not covered under warranty.
If you found excessive oil present in the

service reservoir and you did not find any
issues above, the compressor may be
passing oil.
Replace compressor. If still under war-

ranty, follow normal warranty process.
G. Compressor malfunction G. If you found excessive oil present in

the service reservoir and you did not find
any issues above, the compressor may
be passing oil. Test the compressor
using the BASIC cup method as
described in the Bendix compressor
service manual and referred to in
Appendix A, Table A, column 5. Replace
compressor. If still under warranty, follow
normal warranty process.
H. Air by-passes desiccant H. If vehicle uses Holset compressor,

cartridge assembly. inspect feedback check valve for proper
installation and operation.
When replacing the desiccant cartridge,

make sure desiccant cartridge assembly
is properly installed and sealing rings are
in place on mounting surface of desic-
cant cartridge.
7-19
CAPACITY AIR SYSTEM
2. Water and/or Oil I. Desiccant requires I. Replace desiccant cartridge assembly.

in Supply or Service replacement. Refer to Appendix A, Table A columns 3
Reservoir. (cont.) & 4 for recommended intervals.
3. Oil present at air A. Air brake charging system A. Air dryers remove water and oil from
dryer purge exhaust is functioning normally. the air brake charging system. A small
or cartridge during amount of oil is normal. Check that regu-
maintenance. lar maintenance is being performed and
that the amount of oil in the air tanks
(reservoirs) is within the acceptable
range shown on the BASIC cup (see
also column 5 of Appendix A, Table A).
Replace the air dryer cartridge as need-
ed and return the vehicle to service.
4. Safety valve on air A. Restriction between air A. Check to determine if air is reaching
dryer “popping off” or dryer and supply (first) reser- supply reservoir. Inspect for kinked tub-
exhausting air. voir. ing or hose. Check for undrilled or
restricted hose or tubing fittings and
repair or replace as needed.
B. Air dryer safety valve mal- B. Verify relief pressure is at vehicle or

function. component manufacturer specifications.
Replace if malfunctioning.
C. Desiccant cartridge main- C. Refer to Appendix A Table A and col-

tenance required. umn 3. Check compressor for excessive
oil passing and/or correct compressor
installation. Repair or replace as neces-
sary. Replace desiccant cartridge.
D. Malfunctioning discharge D. Test to determine if air is passing

check valve in end cover of through check valve. Repair or replace.
the AD-IP™ air dryer.
E. Excessive pressure pulsa- E. Increase volume in discharge line by

tions from compressor. increasing length or diameter. Add a ping
(Typical single cylinder type). tank (small reservoir).
F. Governor malfunction. F. Test governor operation and/or inspect

Missing or restricted gover- the control line leading from the governor
nor control line installation. UNL (unloader) port to the air dryer con-
trol port.
7-20
CAPACITY AIR SYSTEM
5. Constant exhaust A. Air dryer purge valve leak- A. With compressor loaded, apply soap
of air at air dryer ing excessively. solution on purge valve exhaust, to test
purge valve exhaust. for excessive leakage. Repair purge
(Charge mode.) valve as necessary.
B. Compressor fails to B. Confirm failure to unload by increas-

unload (stop compressing ing & decreasing engine RPM and noting
air) and air dryer purge change in the rate of leakage and inten-
exhaust makes “sputtering” sity of accompanying leakage sound.
or “popping” sound. Repair/replace compressor unloaders.
C. Purge control line con- C. Purge control line must be connected

nected to reservoir or to unloader port of governor.
exhaust port of governor.
D. Purge valve frozen open - D. Test heater and thermostat as

malfunctioning heater and described in Preventative Maintenance
thermostat, wiring, Section.
E. Excessive system leak- E. See Symptom #1.

age.
F. Purge valve stays open - F. Repair purge valve and housing.

supply air leaks to control
side.
6. Can not build sys- A. Inlet and outlet air connec- A. Connect compressor discharge to air
tem air pressure. tions reversed. dryer supply port. Reconnect lines prop-
erly.
B. Check valve between air B. Test check valve for proper operation.
dryer and first reservoir. Repair or replace as necessary.
C. Kinked or blocked C. Check to determine if air passes

(plugged) discharge line. through discharge line. Check for kinks,
bends, excessive carbon deposits, or ice
blockage.
D. Excessive bends in dis- D. Discharge line should be constantly

charge line (water collects sloping from compressor to air dryer with
and freezes). as few bends as possible.
E. Refer to Symptom 4, E. Refer to Symptom #4, Remedies E &

causes E & F. F.
7-21
CAPACITY AIR SYSTEM
7. Air dryer does not A. Missing, broken, kinked, A. Inspect control line from governor UNL
purge or exhaust air. frozen, plugged or discon- (unloader) port to control port of air dryer.
nected purge control line. Test to determine air flows through purge
control line when compressor unloaded.
Check for undrilled fittings. (See
Symptom #4, Remedy C.)
B. Faulty air dryer purge B. After determining air reaches purge

valve. valve (Remedy A above), repair purge
valve.
C. See Causes, B, E, G for C. Refer to Remedies B, E, G for

Symptom #4. Symptom #4.
8. Desiccant materi- A. This symptom is almost A. See Causes and Remedies for
al being expelled always accompanied by one Symptoms 1, 2, 3, 4 and 5.
from air dryer purge or more of Symptoms 1, 2, 3,
valve exhaust (may 4 and 5. See related causes
look like whitish liq- for these Symptoms above.
uid or paste or small
beads.) B. Air dryer not securely B. Vibration should be held to minimum.
- OR - mounted. (Excessive vibra- Add bracket supports or change air dryer
Unsatisfactory des- tion.) mounting location if necessary.
iccant life.
C. Malfunctioning or saturat- C. Replace desiccant cartridge assem-
ed desiccant cartridge. bly.
D. Compressor passing D. Check for proper compressor installa-

excessive oil. tion; if symptoms persist, replace com-
pressor.
E. Desiccant cartridge not E. Check the torque on the desiccant car-

assembled properly to end tridge to end cover attachment. Refer to
cover. (Loose attachment) assembly section of this data sheet.
9. “Pinging” noise A. Single cylinder A. A slight “pinging” sound may be heard

excessive during compressor with high during system build up when a single
compressor loaded pulse cycles. cylinder compressor is used. If this sound
cycle. is deemed objectionable, it can be
reduced substantially by increasing the
discharge line volume. This can be
accomplished by adding an additional
four feet of discharge line or adding a 90
cubic inch reservoir between the com-
pressor and the AD-IP™ air dryer.
IMPORTANT: Do not exceed the line
lengths requirements specified in this
manual.
7-22
CAPACITY AIR SYSTEM
10. Constant seep- A. Defective check valve A. Refer to Remedy C, Symptom #1.
age of air at air dryer assembly in AD-IP™ air
purge valve exhaust dryer end cover.
(non-charging
mode.) B. Leaking Turbo Cutoff B. Repair or replace purge valve assem-
valve. bly.
C. Leaking purge valve C. Repair or replace purge valve assem-

control piston o-ring. bly.
11. The air dryer A. Compressor fails to A. Faulty governor installation; no air line
purge piston cycles “unload”. from governor to compressor or line is
rapidly in the com- kinked or restricted. Install or repair air
pressor unloaded line.
(noncompressing)
mode.
7-23
CAPACITY AIR SYSTEM
7-24
CAPACITY AIR SYSTEM
7-25
CAPACITY ABS/ATC SYSTEM
TOPIC 8 – ABS Systems
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the description of the sys-
tem and it operation. Also, understanding of individual ABS components found on Capacity
spotters.

• Perform ABS System diagnostics and troubleshooting
8-1
ABS CONTROLLER
INTRODUCTION
Bendix® EC-60™ controllers are members of a In addition to the ABS function, premium mod-
family of electronic Antilock Braking System els of the EC-60™ controller provide an
(ABS) devices designed to help improve the Automatic Traction Control (ATC) feature.
braking characteristics of air braked vehicles - Bendix ATC can improve vehicle traction during
including heavy and medium duty buses, acceleration, and lateral stability while driving
trucks, and tractors. ABS controllers are also through curves. ATC utilizes Engine Torque
known as Electronic Control Units (ECUs). Limiting (ETL) where the ECU communicates
with the engine’s controller and/or Differential
Bendix ABS uses wheel speed sensors, ABS Braking (DB) where individual wheel brake
modulator valves, and an ECU to control either applications are used to improve vehicle trac-
four or six wheels of a vehicle. By monitoring tion.
individual wheel turning motion during braking,
and adjusting or pulsing the brake pressure at Premium EC-60™ controllers have a drag-
each wheel, the EC-60™ controller is able to torque control feature which reduces driven-
optimize slip between the tire and the road sur- axle wheel slip (due to driveline inertia) by com-
face. When excessive wheel slip, or wheel lock- municating with the engine’s controller and
up, is detected, the EC-60™ controller will acti- increasing the engine torque.
vate the Pressure Modulator Valves to simulate
a driver pumping the brakes. However, the EC-
60™ controller is able to pump the brakes on
individual wheels (or pairs of wheels), inde-
pendently, and with greater speed and accura-
cy than a driver.
8-2
POWER-UP SEQUENCE ABS OPERATION
Bendix ABS uses wheel speed sensors, ABS

WARNING modulator valves, and an ECU to control either
four or six wheels of a vehicle. By monitoring
The vehicle operator should verify proper oper- individual wheel turning motion during braking,
ation of all installed indicator lamps (ABS, ATC, and adjusting or pulsing the brake pressure at
and trailer ABS) when applying ignition power each wheel, the EC-60™ controller is able to
and during vehicle operation. optimize slip between the tire and the road sur-
face. When excessive wheel slip, or wheel lock-
Lamps that do not illuminate as required when up, is detected, the EC-60™ controller will acti-
ignition power is applied, or remain illuminated vate the Pressure Modulator Valves to simulate
after ignition power is applied, indicate the need a driver pumping the brakes. However, the EC-
for maintenance. 60™ controller is able to pump the brakes on
individual wheels (or pairs of wheels), inde-
ABS Indicator Lamp Operation pendently, and with greater speed and accura-
cy than a driver.
The ECU will illuminate the ABS Indicator Lamp
for approximately three seconds when ignition Single Drive Axle Control (4x2 Vehicle)
power is applied, after which the lamp will extin-
guish if no diagnostic trouble codes are detect- For vehicles with a single rear drive axle (4x2),
ed. the brakes are operated independently by the
EC-60™ controller, based on the individual
The ECU will illuminate the ABS Indicator Lamp wheel behavior.
whenever full ABS operation is not available
due to a diagnostic trouble code. In most Normal Braking
cases, partial ABS is still available.
During normal braking, brake pressure is deliv-
ATC Status/Indicator Lamp Operation ered through the ABS PMV and into the brake
chamber. If the ECU does not detect excessive
The ECU will illuminate the ATC lamp for wheel slip, it will not activate ABS control, and
approximately 2.5 seconds when ignition power the vehicle stops with normal braking.
is applied, after which the lamp will extinguish,
if no diagnostic trouble codes are detected.
The ECU will illuminate the ATC Indicator Lamp

whenever ATC is disabled due to a diagnostic
trouble code.
Trailer ABS Indicator Lamp Operation
Certain models of the ECU will control the

Trailer ABS Indicator Lamp when a PLC signal
(SAE J2497) from a trailer ABS ECU is detect-
ed.
8-3
ATC OPERATION
ATC Functional Overview

Just as ABS improves vehicle stability during
braking, ATC improves vehicle stability and
traction during vehicle acceleration. The EC-
60™ controller ATC function uses the same
wheel speed information and modulator control
as the ABS function. The EC-60™ controller
detects excessive drive wheel speed, com-
pares the speed of the front, nondriven wheels,
and reacts to help bring the wheel spin under
control. The EC-60™ controller can be config-
ured to use engine torque limiting and/or differ-
ential braking to control wheel spin. For optimal
ATC performance, both methods are recom-
mended.
ATC Lamp Operation
The ATC Lamp Illuminates:
1. During power up (e.g. when the vehicle is

started) and turns off after the self test is com-
pleted, providing no diagnostic trouble codes
are present.
2. When ATC is disabled for any reason.
3. During an ATC event (the lamp will flash rap-

idly). When ATC is no longer active, the ATC
active/indicator lamp
turns off.
8-4
TROUBLESHOOTING THE ABS CONTROLLER
SAFE MAINTENANCE PRACTICES 5. Following the vehicle manufacturer’s recom-

mended procedures, deactivate the electrical
system in a manner that safely removes all
WARNING! electrical power from the vehicle.
PLEASE READ AND FOLLOW THESE 6. Never exceed manufacturer’s recommended

INSTRUCTIONS TO AVOID PERSONAL pressures.
INJURY OR DEATH:
7. Never connect or disconnect a hose or line
When working on or around a vehicle, the fol- containing pressure; it may whip. Never
lowing general precautions should be observed remove a component or plug unless you are
at all times: certain all system pressure has been depleted.
1. Park the vehicle on a level surface, apply the 8. Use only genuine Bendix® replacement
parking brakes, and always block the wheels. parts, components and kits. Replacement hard-
Always wear safety glasses. ware, tubing, hose, fittings, etc. must be of
equivalent size, type and strength as original
2. Stop the engine and remove ignition key equipment and be designed specifically for
when working under or around the vehicle. such applications and systems.
When working in the engine compartment, the
engine should be shut off and the ignition key 9. Components with stripped threads or dam-
should be removed. Where circumstances aged parts should be replaced rather than
require that the engine be in operation, repaired. Do not attempt repairs requiring
EXTREME CAUTION should be used to pre- machining or welding unless specifically stated
vent personal injury resulting from contact with and approved by the vehicle and component
moving, rotating, leaking, heated or electrically manufacturer.
charged components.
10. Prior to returning the vehicle to service,
3. Do not attempt to install, remove, disassem- make certain all components and systems are
ble or assemble a component until you have restored to their proper operating condition.
read and thoroughly understand the recom-
mended procedures. Use only the proper tools 11. For vehicles with Antilock Traction Control
and observe all precautions pertaining to use of (ATC), the ATC function must be disabled (ATC
those tools. indicator lamp should be ON) prior to perform-
ing any vehicle maintenance where one or
4. If the work is being performed on the vehi- more wheels on a drive axle are lifted off the
cle’s air brake system, or any auxiliary pressur- ground and moving.
ized air systems, make certain to drain the air
pressure from all reservoirs before beginning
ANY work on the vehicle. If the vehicle is
equipped with an AD-IS™ air dryer system or a
dryer reservoir module, be sure to drain the
purge reservoir.
8-5
REMOVING THE EC-60™ CONTROLLER firmly secure the ECU into position. Over-tight-
ASSEMBLY ening the mounting hardware can cause dam-
age to the EC-60™ controller.
1. Turn vehicle ignition off.
2. Remove as much contamination as possible 2. Reconnect the electrical connectors to the
prior to disconnecting air lines and electrical EC-60™ controller.
connections.
3. Note the EC-60™ controller assembly 3. Apply power and monitor the EC-60™ con-
mounting position on the vehicle. troller powerup sequence to verify proper sys-
4. Disconnect the electrical connectors from the tem operation.
EC-60™ controller.
5. Remove and retain the mounting bolts that
secure the EC-60™ controller.
INSTALLING A NEW EC-60™ CONTROLLER
CAUTION!
When replacing the EC-60™ controller, verify

that the unit you are installing has the correct
default settings. Failure to do so could result in
a loss of features, such as ATC and PLC, or
noncompliance with U.S. regulations such as
FMVSS 121. It is recommended to use only the
correct replacement part number. However,
most configuration settings can be altered
using the Bendix ACom™ ABS Diagnostic
Software program.
Verify correct operation of the EC-60™ con-

troller system and indicator lamps prior to put-
ting the vehicle back into service. Towing vehi-
cles manufactured after March 1, 2001 must
support the trailer ABS indicator lamp located
on the dash.
For further information, contact either the vehi-

cle manufacturer, Bendix or your local author-
ized Bendix dealer.
1. Position and secure the EC-60™ controller in

the original mounting orientation using the
mounting bolts retained during removal. On
frame-mount ECUs, torque the mounting bolts
to 7.5 to 9 NM (66-80 in. Ibs). For cabmount
units use no more torque than is necessary to
8-6
TROUBLESHOOTING BLINK CODES

AND DIAGNOSTIC MODES
ECU DIAGNOSTICS
Note: The ECU will not enter the diagnostic
The EC-60™ controller contains self-testing blink code mode if the wheel speed sensors
diagnostic circuitry that continuously checks for show that the vehicle is in motion. If the ECU is
the normal operation of internal components in the diagnostic blink code mode and then
and circuitry, as well as external ABS compo- detects vehicle motion, it will exit the blink code
nents and wiring. mode. In addition, by operating the blink code
switch as described below, one of several diag-
Active Diagnostic Trouble Codes nostic modes can be entered. See Diagnostic
When an erroneous system condition is detect- Modes below.
ed, the EC-60™ controller:
Blink Code Switch Activation
1. Illuminates the appropriate indicator lamp(s) When activating the blink code switch:
and disengages part or all of the ABS and ATC 1. Wait at least two seconds after “ignition on.”
functions. (Except when entering Reconfiguration Mode)
2. Places the appropriate trouble code informa- 2. For the ECU to recognize that the switch is
tion in the ECU memory. activated “on,” the technician must press for at
3. Communicates the appropriate trouble code least 0.1 seconds, but less than 5 seconds. (If
information over the serial communications the switch is held for more than 5 seconds, the
diagnostic link as ECU will register a malfunctioning switch.)
required. Hand- 3. Pauses between pressing the switch when a
held or PC-based sequence is required, (e.g. when changing
diagnostic tools mode) must not be longer than 2 seconds.
attach to the vehi- 4. After a pause of 3.5 seconds, the ECU will
cle diagnostic con- begin responding with output information
nector, typically blinks. See Figure 10 for an example.
located on or
under the dash Figure 9 Blink Code Timing
(see Figure 9). The ECU responds with a sequence of blink
codes. The overall blink code response from
BLINK CODES the ECU is called a “message.” Each message
includes, depending on the mode selected by
Blink codes allow a technician to troubleshoot the technician, a sequence of one or more
ABS problems without using a hand-held or groups of blinks. Simply record the number of
PC-based diagnostic tool. Instead, information blinks for each sequence and then use the trou-
about the ABS system is communicated by the bleshooting index on page 17 for active or inac-
ECU using the ABS indicator lamp to display tive trouble codes and you will be directed to
sequences of blinks. the page that provides troubleshooting informa-
tion.
8-7
NOTE: DIAGNOSTIC MODES

1. Sequences of blinks illuminate the ABS indi- In order to communicate with the ECU, the con-
cator lamp for half a second, with half-second troller has several modes that the technician
pauses between them. can select, allowing information to be retrieved,
2. Pauses between blink code digits are 1.5 or other ECU functions to be accessed.
seconds.
3. Pauses between blink code messages are Diagnostic Modes
2.5 seconds. To enter the various diagnostic modes:
4. The lamp remains on for 5 seconds at the
end of messages.
Once the ABS indicator lamp begins displaying

a sequence of codes, it continues until all blink
code messages have been displayed and then
returns to the normal operating mode. During
this time, the ECU will ignore any additional
blink code switch activation.
All trouble codes, with the exception of voltage

and J1939 trouble codes, will remain in an
active state for the remainder of the power Active Diagnostic Trouble Code Mode
cycle.
For troubleshooting, typically the Active and
Voltage trouble codes will clear automatically Inactive Diagnostic Trouble Retrieval Modes
when the voltage returns within the required are used. The technician presses the blink
limits. All ABS functions will be re-engaged. code switch once and the ABS indicator lamp
flashes a first group of two codes, and if there
J1939 trouble codes will clear automatically are more trouble codes recorded, this is fol-
when communications are re-established. lowed by a second set of codes, etc. (See page
17 for a directory of these codes.) All active
trouble codes may also be retrieved using a
hand-held or PC-based diagnostic tool, such as
the Bendix® ACom™ Diagnostics software.
8-8
To clear active diagnostic trouble codes (as System Configuration Check Mode
problems are fixed), simply clear (or “self-heal”)
by removing and re-applying ignition power. The ABS indicator lamp will display system
The only exception is for wheel speed sensor configuration information when the diagnostic
trouble codes, which clear when power is blink code switch is depressed and released
removed, re-applied, and the ECU detects valid four times. The lamp will blink out configuration
wheel speed from all wheel speed sensors. information codes using the following patterns.
Alternately, codes may be cleared by pressing (See Chart 3). In this mode the ECU tells the
the diagnostic blink code switch 3 times (to technician, by means of a series of six blink
enter the Clear Active Diagnostic Trouble Code codes, the type of ABS system that the ECU
Mode) or by using a hand-held or PC-based has been set up to expect. For example, if the
diagnostic tool. Handheld or PC-based diag- fourth blink code is a three, the technician
nostic tools are able to clear wheel speed sen- knows that a 6S/5M sensor/modulator configu-
sor trouble codes without the vehicle being driv- ration has been set.
en.
Reconfigure ECU Mode
Inactive Diagnostic Trouble Code Mode
Vehicle reconfiguration is carried out by using
The ECU stores past trouble codes and com- the Reconfigure ECU Mode. Note: To enter the
ments (such as configuration changes) in its Reconfiguration Mode, the blink code switch
memory. This record is commonly referred to must be heldin before the application of ignition
as “event history.” When an active trouble code power. Once the power is supplied, the switch
is cleared, the ECU stores it in the event histo- is released and then pressed seven
ry memory as an inactive trouble code. times.
Using blink codes, the technician may review

all inactive trouble codes stored on the ECU.
The ABS indicator lamp will display inactive
diagnostic blink codes when the diagnostic
blink code switch is depressed and released
two times. See troubleshooting guide page to
read for help. Inactive trouble codes, and event
history, may be retrieved and cleared by using
a hand-held or PC-based diagnostic tool, such
as the Bendix® ACom™ Diagnostics software.
Clearing Active Diagnostic Trouble Codes
The ECU will clear active trouble codes when

the diagnostic blink code switch is depressed
and released three times.
8-9
Bendix® ACom™ Diagnostics 3.0 Software

Bendix® ACom™ Diagnostics is a PC-based
software program and is designed to meet RP-
1210 industry standards. This software pro-
vides the technician with access to all the avail-
able ECU diagnostic information and configura-
tion capability, including:
• ECU information
• Diagnostic trouble codes and repair informa-
tion
• Configuration (ABS, ATC, and more)
• Wheel speed information
• Perform component tests
• Save and print information
When using ACom™ Diagnostics software to

diagnose the EC-60 ABS ECU, the computer’s
serial or parallel port needs to be connected to
the vehicle’s diagnostic connector. For more
information on ACom™ Diagnostics software or
RP1210 compliant tools, go to
www.bendix.com or visit your local authorized
Bendix parts outlet.
See J1587 SID and FMI codes and their Bendix

blink code equivalents
www.bendix.com
Visit Bendix online for the latest information,
and ways to find the Bendix contacts you need.
Contact technical support, service engineers,
Bendix account managers, and more —
www.bendix.com is your complete Bendix
resource.
Bendix Technical Assistance Team

For direct telephone technical support, call the
Bendix technical assistance team at:
1-800-AIR-BRAKE (1-800-247-2725),
Monday through Friday, 8:00 A.M. to 6:00 P.M.
EST, and follow the instructions in the recorded
message. Or, you may e-mail the Bendix tech-
nical assistance team at: tbs.techteam@ben-
dix.com.
8-10
8-11
8-12
8-13
8-14
8-15
8-16
8-17
8-18
8-19
8-20
8-21
TROUBLESHOOTING WIRING
ABS/ATC WIRING to permit connection of the vehicle wiring har-
ness. The cover can be removed by sliding the
CAB ECU Wiring Harness Connectors slide lock mechanism to the unlock position.
The in-cab EC-60™ controllers are designed to
interface with AMP MCP 2.8 connectors as ref The covers provide strain relief and connector
renced in Chart 4. Follow all AMP requirements protection of the vehicle wire harness and will
for the repair of wire harnesses. accept round convoluted conduit with an I.D.
of 19 mm.
All wire harness connectors must be properly
seated. The use of secondary locks is strongly ABS Wiring Requirements
advised. As a matter of good practice and to insure max-
imum system robustness, always use the max-
imum size wire supported by the wire harness
CAUTION connectors for battery, ignition, ground, PMV,
TCV, Interaxle Differential Lock and indicator
All unused ECU connectors must be covered lamp circuits.
and receive proper environmental protection.
All sensor and serial communications circuits
Frame ECU Wiring Harness Connectors (J1587 and J1939) must use twisted pair wiring
Frame-mount EC-60™ controllers are (one to two twists per inch). See the appropri-
designed to interface with Deutsch connectors ate SAE document for additional details.
as referenced in Chart 4.
CAUTION WARNING
The frame wire harness connectors must be All wires must be carefully routed to avoid con-
properly seated with the seals intact (undam- tact with rotating elements. Wiring must be
aged). All unused connector terminals must be properly secured approximately every 6 to 12
plugged with the appropriate sealing plugs. inches using UV stabilized, non-metallic hose
Failure to properly seat or seal the connectors clamps or bow-tie cable ties to prevent pinch-
could result in moisture or corrosion damage to ing, binding or fraying.
the connector terminals. ECUs damaged by
moisture and/or corrosion are not covered It is recommended that wires be routed straight
under the Bendix warranty. Secondary locks out of a connector for a minimum of three inch-
must be snapped securely in place. Follow all es before the wire is allowed to bend.
Deutsch requirements for the repair of wire har-
nesses. Battery and ground wires should be kept to a
minimum length.
CAUTION If convoluted tubing is used, its I.D. must match

the size of the wire bundle as closely as possi-
All unused connector terminals must be ble.
plugged with the appropriate sealing plugs.
Frame ECU Connector Covers Frame ECUs
are provided with covers that must be removed
8-22
CAUTION
hoses using cable ties with ultraviolet protec-
Wire harness lengths must be carefully select- tion and secured every 6 to 8 inches (152 to
ed for the vehicle. Harnesses that are too long 203 mm). Sufficient – but not excessive – cable
increase the possibility of electrical interference length must be provided to permit full suspen-
and wire damage. Excess lengths of wire are sion travel and steering axle movement. Install
not to be wound to form coils, instead re-route, wires so that they cannot touch rotating ele-
repair or replace wire harness. Do not attempt ments such as wheels, brake discs or drive
to stretch harnesses that are too short, since shafts. Radiation protection may be necessary
mechanical strain can result in wire breakage. in the area of brake discs.
Wheel Speed Sensor Wiring Bendix does not recommend using standard
Route sensor wiring coming out of the wheel tie-wraps to secure wiring harnesses directly to
ends away from moving brake components. rubber air lines. This may cause premature
Sensor wiring needs to be secured to the axle wiring failure from the pressure exerted on the
to prevent excess cable length and wiring dam- wiring when air pressure is applied through the
age. It is required that cable ties be installed to air line. Non-metallic hose clamps or bow-tie
the sensor wire within 3 inches (76.2 mm) of tie-wraps are preferred.
the sensor head to provide strain relief.
The use of grommets or other suitable protec-
Following the axle, the sensor wires must be tion is required whenever the cable must pass
attached along the length of the service brake through metallic frame members.
8-23
All sensor wiring must utilize twisted pair wire,

with approximately one to two twists per inch.
It is recommended that wires be routed straight

out of a connector for a minimum of three inch-
es before the wire is allowed to bend.
8-24
GLOSSARY
ABS — Antilock Brake System. IR – Independent Regulation. A control method in
ABS Event — Impending wheel lock situation that which a wheel is controlled at optimum slip, a point
causes the ABS controller to activate the modulator where retardation and stability are maximized. The
valve(s). brake pressure that is best for the wheel in question
ABS Indicator Light — An amber light which indi- is directed individually into each brake chamber.
cates the operating status of an antilock system. J1587 — The SAE heavy duty standard diagnostic
When the indicator lamp is on, ABS is disabled and data link.
the vehicle reverts to normal brake operation. J1708 — An SAE standard which defines the hard-
Air Gap — Distance between the Sensor and tone ware and software protocol for implementing 9600
ring. baud heavy vehicle data links. J1587 version of a
ASR — Automatic Slip Regulation. Another name J1708 data link.
for traction control. J1939 — A high speed 250,000 baud data link used
ATC — Automatic Traction Control. An additional for communications between the ABS ECU engine,
ABS function in which engine torque is controlled transmission and retarders.
and brakes are applied differentially to enhance MIR — Modified Independent Regulation. A method
vehicle traction. of controlling the opposite sides of a steer axle dur-
ATC Light — A light that indicates when traction ing ABS operation so that torque steer and stopping
control is operating. distance are minimized.
Channel — A controlled wheel site. PLC — Power Line Carrier. The serial communica-
CAN — Controller Area Network. J1939 is an SAE tion protocol used to communicate with the trailer
version of the CAN link. over the blue full time power wire.
Clear Codes — System to erase historical diagnos- PMV — Pressure Modulator Valve. An air valve
tic trouble codes from the ECU, from either the which is used to vent or block air to the brake cham-
Diagnostic Switch or from a hand-held diagnostic bers to limit or reduce brake torque.
tool (only repaired diagnostic trouble codes may be QR — Quick Release. Quick release valves allow
cleared). faster release of air from the brake chamber after a
Configuration — The primary objective is to identi- brake application. To balance the system, quick
fy a “normal” set of sensors and modulators for the release valves have hold off springs that produce
Electronic Control Unit, so that it will identify future higher crack pressures (when the valves open).
missing sensors and modulators. Relay Valve — Increases the application speed of
Diagnostic Connector — Diagnostic receptacle in the service brake. Installed near brakes with larger
vehicle cab for connection of J1587 hand-held or air chambers (type 24 or 30). The treadle valve acti-
PC based test equipment. The tester can initiate vates the relay valve with an air signal. The relay
test sequences, and can also read valve then connects its supply port to its delivery
system parameters. ports. Equal length air hose must connect the deliv-
Diagnostic Switch — A switch used to act vate ery ports of the relay valve to the brake chambers.
blinks codes. Retarder Relay — A relay which is used to disable
Differential Braking — Application of brake force a retarder when ABS is triggered.
to a spinning wheel so that torque can be applied to Sensor Clamping Sleeve — A beryllium copper
wheels which are not slipping. sleeve which has fingers cut into it. It is pressed
ECU — Electronic Control Unit. between an ABS sensor and mounting hole to hold
Diagnostic Trouble Code — A condition that inter- the sensor in place.
feres with the generation or transmission of Stored Diagnostic Trouble Codes — A diagnos-
response or control signals in the vehicle's ABS sys- tic trouble code that occurred.
tem that could lead to the functionality of the ABS TCS — Traction Control System, another name for
system becoming inoperable in whole or in part. ATC or ASR.
FMVSS-121 — Federal Motor Vehicle Safety Tone Ring — A ring that is usually pressed into a
Standard which regulates air brake systems. wheel hub that has a series of teeth (usually 100)
and provides actuation for the speed sensor. Note
maximum run out is .008.
8-25
8-26
8-27
CAPACITY CHASSIS LUBRICATION SYSTEM
TOPIC 9 – Chassis Lubrication System
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the lubrication sys-
tem and its operation which is found on Capacity spotters.

• Perform Lubrication System diagnostics and troubleshooting
9-1
SYSTEM DESCRIPTION
When the cycle-time dial is switched from one
range to another, the manual run button should
The Grease Jockey ® system is controlled by a
be pressed to initiate the new cycle time setting
timer, which activates either an air solenoid
(otherwise, the new time is added to any time
valve or an electric motor to drive a pump. The
that remains from the previous lube cycle).
pump supplies grease into the main supply line
for delivery to localized distribution modules.
When rapid repetitive cycles are needed, set
the cycletime dial to the "test" position and
These modules are made up of manifolds with
press the manual run button. In this mode the
metering valves and distribution lines for each
timer signals the pump to cycle approximately
lube point in that localized area. The meters are
once every minute. (45 seconds on and 15 sec-
designed to dispense a precise amount of
onds off). This rapid cycling continues as long
grease at each lube cycle. Meter size is chosen
as the timer remains in the "test" position.
by a ratio of the smallest to largest lube point
Always reset the timer dial to it's proper setting.
requirements in the system.
The pump must pressurize the system, then

vent it to allow the metering valves to reset for
the next cycle. A fluid grease is required to
achieve proper flow and lubrication characteris-
tics.
SYSTEM COMPONENTS
SOLENOID
TIMER
The air valve (Ref. Fig. 3)
The timer (Ref. Fig. used with the air operated
1) on an air operated pump threads into the
pump system is a port on the bottom of the
compact solid state pump. It is a 3-way, nor-
device housed in a mally closed, free venting
high impact resistant valve available with either
plastic enclosure. It a 12 or 24 VDC 9 watt
has seven lube cycle continuous duty rated coil. The coil is molded
interval settings from and potted with a 6" lead of 16 AWG wire and a
1/2 to 6 hours, plus a test position and a man- weather tight (male) conne tor. The air valve
ual run button. has a 1/8" NPT inlet port and a 1/4" NPT male
thread outlet port. The maximum operating
The timer operates the system only while the pressure is 150 psi. The barbed connector is
vehicle's ignition is turned on. A memory func- the exhaust port and should not be blocked.
tion keeps track of elapsed-cycle-time even if There is a manual test button located on the
the ignition switch is turned off. When the pre- end above the electrical lead. A 22' wire
determined cycle time has elapsed, the timer harness with a weather tight (female) connector
signals the pump to initiate a lubrication cycle. to mate with the solenoid is available (included
If the vehicle's ignition is turned off before the with kits).
interval is complete, the timer's memory "holds"
the time count until the vehicle is restarted.
9-2
AIR OPERATED PUMP MODULES
The air pump (Ref. Fig. 4) operates when the 3- A module is (Ref. Fig. 5) an assembly that dis-
way air solenoid valve is actuated by the timer tributes the grease from the main line to a
and air pressure is applied to the air chamber group of lube points. It is made up of a mani-
port (1) and diaphragm (2). This forces the fold, mounting stem, meters (metering valves),
spring-loaded pump piston (3) upward com- 3/16" OD tubing, and fittings. One manifold can
pressing the grease in chamber (4). This pres- hold as many as 12 meters. Plugs are available
sure seats the flapper valve (5) against the to close off any manifold port that is not
reservoir opening (6) and grease flows toward required. The manifold mounts with the ported
port (9). stud through a 5/8" hole. Main lines may be
connected at either end of the manifold or at
Simultaneously, pressure is applied behind the the end of the mounting stud.
springloaded check valve poppet (8) through
port (9) sealing off passage way (7). Grease
flows into the main lines through outlet (11).
After completion of an on-time cycle, the 3-way

air valve exhausts the air in the pump. The
pump piston spring forces the pump piston (3)
down allowing the flapper valve (5) to unseat
from the reservoir opening (6). Grease from the
reservoir is drawn into chamber (4) just vacat-
ed by the pump piston (3). System pressure is
relieved through port (9) to port (7) back to the
reservoir as check valve (8) is returned by METERS
spring (10).
Meters (Ref. Fig. 6) are positive displacement,
springreloaded, dispensing devices designed
for use in Grease Jockey systems operating at
900 to 1200 psi. These meters are available in
6 sizes (based on output volume) to meet vari-
ous lube requirements. These 6 sizes provide
adequate choices to supply every lube point on
a truck chassis, including the fifth wheel. (See
Fig. 7)
Request Lubriquip document GJ-00003 for

additional meter information. Request
Lubriquip document GJ-00006 for instruction
on changing meter volume.
9-3
TUBING GREASE
Only Grease Jockey heavy wall nylon tubing A fluid lithium grease of NLGI grade "0" or "00"
should be used in the system. Use 3/16" OD with an "EP" additive is standard for this type
lines for lube point distribution and 5/16" OD system. Lubriquip 550-400-020 is available
for main lines with brass fittings. (Tube inserts from your Grease Jockey distributor. Grease
are required on ALL 5/16" line connections). should not contain suspended lubricating
Other adapters, fittings, connectors, and agents such as graphite or moly disulfide.
mounting hardware are available from
Lubriquip. Request Lubriquip document GJ-00003 for
additional grease information.
CAUTION
DO NOT substitute air brake tubing for lube

lines. The pressure rating is NOT adequate for
Grease Jockey lubrication system use.
9-4
9-5
Purging air from the main line:
Note: Check the vehicle air supply. At least 100

PSI gauge pressure is required. All the air must
be removed from the main line and manifolds.
Follow the next 5 steps carefully.
1) All of the 1/4" NPT end port and 1/8" NPT

stud plugs on the module manifolds should
be removed.
2) With the vehicle ignition switch turned ON.
Set timer at the test position and press the
manual run button.
3) As the pump cycles , check the open module
ports for flow of grease with no air.
4) When the flow of grease from a port is free
of air close the port and continue this
process until all ports have been checked.
Check the open port closest to the pump first
proceeding to the port furthermost from the
pump last. This will push out the air in the
main line(s).
Note: The 3/16" distribution lines are pre-filled.

They should not require purging of air.
5) Let the system run in the test position for a

few minutes. Check all line connections to
be sure they are holding pressure. Check at
lube points to be sure lubricant is moving to
this point in the system.
At this point the system should be running cor-

rectly and you should reset the timer to the
desired setting for your application.
Timer settings are dependent upon your appli-

cation. As a starting point refer to Fig. 2.
If any part of the system has not functioned as

it should please refer to the troubleshooting
section.
9-6
9-7
9-8
CAPACITY HYDRAULIC SYSTEM
TOPIC 10 – Hydraulic System
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the hydraulic system
and its operation which is found on Capacity spotters.

• Understand specific topics such as cylinder rebuild, valve pressure adjustment
and fifth wheel lift cable adjustment.
• Perform Hydraulic System diagnostics and troubleshooting
10-1
DESCRIPTION
The hydraulic system consists basically of a hydraulic reservoir, hydraulic pump, control valve,
actuating cylinders, a filter, hoses, fittings and pilot check valve.
Oil is drawn from the reservoir by the transmission mounted pump (Figure 10-1) and sent to the
control valve. The pressurized oil can be directed to the boom cylinders or when not needed the
oil returns to the tank via the return filter.
Figure 10-1
10-2
Checking Oil Level (1 ) Provide a suitable container to catch

oil spill then, remove the return filter (1, figure
NOTE 10-3) from filter head (2).
Always check and service hydraulic reservoir (2) Apply a thin film of oil to the filter gas-
with fifth wheel POWERED down to fully low- ket (3) then thread the filter (1) onto the filter
ered position. head (2).
Refer to Figure 10-2. The level of fluid should (3) Tighten filter (1) by hand 1/2 to 3/4
be checked daily. The fluid level should be turn after gasket (3) contacts filter head (2).
maintained between the red and the black lines
in the sight gauge. Add oil as necessary. (4) Operate the hydraulic system and
check for leaks.
NOTE
(5) Dispose of used filter and oil in
Refer to the table of recommended lubricants at accordance with federal and local regulations.
the beginning of this manual for the type of oil
to be used b. Suction Filter. The suction filter should
be removed and cleaned when the hydraulic oil
is changed. Refer to the Lubrication Chart in
Section 1 of this manual for the recommended
service interval and the type of oil to be used
and perform the following procedures to
change the oil.
Changing the Hydraulic Oil
NOTE
Hydraulic oil should be changed while it is still

warm.
Figure 10-2 a. Raise the boom to its maximum height

then allow it to lower using its weight. Do Not
POWER it down.
b. Provide a suitable container to catch

Hydraulic System Filters the drained oil then remove the drain plug (4,
Figure 10-3). Once all oil has drained, reinstall
a. Return Filter. The hydraulic return fil- plug.
ter is the spin-on type. The filter is located
inside the frame rail, behind the reservoir and c. Remove bolts (5), lockwashers (6),
should be changed with each change of fluid. cover (7) and gasket (8).
Perform the following procedures to replace the
return filter. d. Unscrew suction filter (10) from filter
head and remove it from reservoir (9).
10-3
11 h. Discard old gasket (8). Position
replacement gasket (8) on reservoir (9) then
install cover (7), bolts (5) and lockwashers (6).
i. Remove breather cap (11 ) and service

reservoir (9) with specified oil up to black line
on oil level sight gauge (Figure 10-2).
12
j. Check filter screen (12, Figure 10-3).
5
6 k. Install breather cap then start engine
7 and operate hydraulic system to bring oil to nor-
mal operating temperature.
4
8
l. Recheck level as described earlier in
9
this section. Add oil as necessary to maintain
proper level.
m. Check for leaks.

2
Inspection
3
The entire hydraulic system should be checked
1 frequently for leaks, loose fittings and damage.
10 Refer to the Periodic Maintenance for recom-
mended inspection intervals.
4
Hydraulic Relief Valve Adjustment
Figure 10-3 The hydraulic relief valve must be adjusted or

checked when the hydraulic system pressure
will not lift the fifth wheel boom and any time the
WARNING hydraulic control valve is replaced.
Using compressed air can create airborne par- Adjustment of the hydraulic relief valve pres-
ticles that may enter the eyes. Always use eye sure involves adjusting the hydraulic control
protection when using compressed air. valve pressure setting. This procedure will
require an assistant to operate the fifth wheel
e. Clean the suction filter (10) by agitat- boom control during this adjustment. The
ing it in solvent then dry with filtered com- hydraulic control valve is mounted on top of the
pressed air. transmission.
f. Inspect interior of reservoir (9) and a. Refer to Figure 10-4 and remove the
clean if necessary. acorn nut to expose the adjusting screw of the
hydraulic control valve.
g. Reinstall suction filter (10).
b. Remove hose A from fitting B.
Plug/clamp hose. Install gauge on fitting B.
10-4
e. Adjust the control valve relief by

c. Start the engine and warm the threading adjusting screw IN to increase pres-
hydraulic oil to its normal operating tempera- sure, OUT to decrease pressure. Adjust screw
ture. to 2500 psi then tighten jam nut and install
d. With the engine at approximately 1/4 acorn nut. Remove plug and install hose “A”
throttle, lower the fifth wheel to the limit of its on fitting “B”.
travel while watching the hydraulic pressure
gauge.
CAUTION
Do not hold the fifth wheel boom lift at its limit of

travel for more than necessary or 30 seconds at
a time. Holding the system at relief pressure will
overheat the oil quickly. If more time is needed,
allow the oil to cool between adjustments.
TO BOTTOM OF BOOM COUNTER

LIFT CYLINDER BALANCE VALVE
TO TOP OF BOOM LIFT
CYLINDER HOSE “A” HYDRAULIC CONTROL
VALVE
JAM NUT
ADJUSTING SCREW
FITTING “B”
ACORN NUT
PLUG
CONTROL CABLE
0-3000 PSI GAUGE
Figure 10-4
10-5
HYDRAULIC SYSTEM
REPAIR
The following paragraphs outline procedures
for replacement and/or repair of major compo-
nents of the hydraulic system. Refer to the fig-
ures as indicated for location and identification
of parts when performing these procedures.
HYDRAULIC TANK
All serviceable components of the hydraulic

tank may be removed without removing the
tank. Figure 10-5
1. Removal. c. Thread filter assembly (4) onto tank

(9). Once filter assembly is tight, tighten clamp
a. Refer to Figure 10-5. Provide a suit- (3).
able container to catch drained oil then remove
drain plug (1) and cap (2). d. Make certain drain plug (1) is tight
then, remove cap (2) and fill tank to full mark on
b. Once oil has drained, reinstall cap (2) level gauge (11).
and plug (1). Dispose of used oil in accordance
with federal and local regulations. e. Start engine and operate boom up
and down several times to expel trapped air
c. Loosen clamp (3) then unscrew filter and check for leaks.
assembly (4) from tank (9). Plug open part of fil-
ter assembly to prevent entry of dirt. f. Power boom down then, replenish
tank to full mark.
d. Remove clamp (5) and disconnect
hose (6) from adapter (10).
HYDRAULIC BOOM LIFT PUMP
e. Remove bolts and lockwashers (7 and
8) to remove hydraulic tank (9). 1. Removal.
f. Remove adapter (10). a. Remove the two walk ways behind

cab.
2. Installation.
b. Drain the hydraulic tank.
a. Position the hydraulic tank (9) on vehi-
cle frame and install bolts and lockwashers (7 c. Refer to Figure 10-6 and disconnect
and 8). hydraulic hose (1). NOTE: The hydraulic pump
is mounted on the PTO located on right side of
b. Install adapter (10) then, attach hose transmission.
(6) and secure with clamp (5).
d. Remove clamps (3) and hose (4).
10-6
Figure 10-6
e. Remove bolts (7) and lockwashers (8) flange.

to remove pump (9).
CAUTION
f. Remove adapter (5), elbow (6) and
straight fitting (2). Do not allow the punch to rest against the seal
bore or bearing while driving the seal (9) out.
2. Shaft Seal Replacement.
g. Slide a punch of appropriate size
a. Use a stiff bristled brush and solvent through the bearing and against the seal's
to clean outside of pump thoroughly. Use com- metal casing. Hold the punch away from the
pressed air to remove contaminants from shaft bearings and drive the seal (9) out without dam-
seal area. aging seal bore or bearing. Move the punch
around the seal as it is driven out. (Figure 10-7)
b. Refer to figure 10-10 and remove
socket screws (6), lockwashers (7) and mount-
ing adapter (8).
c. Remove capscrews (1) and lockwash-

ers (2).
d. Hold gear housing (4) and rear cover

(3) together then tap front flange (5) with plas-
tic hammer to loosen.
e. Slide front flange (5) off gear shafts

then remove o-ring (12), seal (14) and backup
seal (15)).
f. Install front flange (5) in machinist's Figure 8-7

vise using cardboard between jaws of vise and
10-7
I. Continue pressing seal into bore until it

just clears snap ring groove in seal bore.
m. Apply 2 or 3 drops of #290 Loctite.

against seal bore and outside of seal (9). Allow
Loctite to flow entirely around seal O.D.
n. Wipe any excess Loctite. from seal

bore and from seal lip.
o. Install o-ring (12), backup seal (15)

and seal (14). Use clean heavy grease to hold
seals and o-ring in place.
Figure 10-8
p. Coat splined end of drive shaft with
clean grease to protect seal (9).
q. Install front flange (5) on pump and

secure with capscrews (1) and lockwashers (2).
Tighten capscrews to 75 ft.lbs. torque.
r. Install mounting adapter (8), socket

screws (6) and lockwashers (7).
3. Disassembly.
a. Use a stiff bristled brush and solvent

to clean outside of pump thoroughly.
Figure 10-9 b. Use an ink marker to make alignment

marks on the housing pieces nearest to drive
h. Check around seal bore for scratches.
shaft extension side for reference during
Use 400 grit sand paper or finer to clean up
assembly (Figure 10-9).
light scratches. If bore is badly scratched,
flange must be replaced.
c. Refer to Figure 10-10 and remove
socket screws (6) and lockwashers (7) to
i. Wash front flange (5, Figure 10-10) in
release mounting adapter (8).
clean solvent and use compressed air to dry.
d. Remove capscrews (1) and lockwash-
j. Press replacement seal (9) into front
ers (2).
flange (5) as shown in Figure 8-8. Be certain
NOT to press against protruding ends of shaft
e. Use a wood mallet or plastic hammer
bearings.
to tap rear cover (3) loose, then remove rear
cover.
k. Once upper wood block is against
front flange, remove wood block and install
f. Remove o-ring (12), seal (14) and
socket wrench with outside diameter just slight-
backup seal (15) from rear cover (3).
ly smaller than seal bore against seal.
10-8
Figure 10-10
10-9
g. Remove thrust plate (13) then remove c. Examine the gears. If excessive wear
o-rings (20) from thrust plate. is visible on the journals, sides or faces of the
gears, or at the point where the drive gear shaft
h. Mark tooth and valley with layout dye rotates in the lip seal, reject them. If splines are
for reference during assembly. excessively worn, replace the drive gear.
Figure 10-10. Hydraulic Pump Disassembly d. Examine the thrust plates. They
should not show excessive wear on the bronze
i. Remove drive gear (11) and idler gear side. If deep curved wear marks are visible,
(10) straight out of gear housing (4). replace the plate with new ones.
j. Tap edges of gear housing (4) with e. Shaft seals should be replaced. All o-
wooden mallet or plastic hammer to loosen ring seals and backup rings or strips should be
then separate gear housing (4) and front flange replaced with new.
(5).
f. Bearing l.D.'s should have a gray coat-
k. Dowels (18 and 19) are pressed into ing. If bronze can be seen shining through the
gear housing (4) and need not be removed teflon on the suction side, the bearings and
unless gear housing is to be replaced. Use suit- plate they are in, should be replaced.
able drift and tap alternate sides to remove
dowels. 5. Assembly.
I. Remove o-ring (12), seal (14) and a. Install o-ring (12) in rear cover (3).
backup seal (15) from front flange (5). Spread a light film of heavy grease on the o-
ring to hold it in position.
m. Remove thrust plate (13) from gear
housing (4) then remove o-rings (21) from b. If gear housing (4) has been replaced,
thrust plate (13). press guide dowels (18 and 19) into replace-
ment gear housing. Be certain they are straight
4. Inspection. and fully seated.
a. Visually inspect all parts. It is not nec- c. Align marks made during disassembly
essary to set up gauges to check the amount of on gear housing (4) and rear cover (3). Position
wear on the pump parts. After a visual inspec- cast in recesses on gear housing toward rear
tion those parts which are in questionable con- cover, then lightly tap gear housing (with Plastic
dition should be replaced with new ones. hammer) until it contacts o-ring (12).
b. Note the bores in the gear plate. On d. Install backup seal (15) and seal (14)
the discharge side you will see a milled groove in rear cover (3).
in the center of the plate. During the initial
break-in at the factory, the gears cut into the e. Install o-rings (20) in thrust plate (13)
suction side. Nominal depth of this cut is .008" then, with trap positioned toward discharge
and should not exceed .015". Small bits of side of gear housing (4) and bronze side up,
metal are sometimes pulled out of the surface slide thrust plate down gear bores on to rear
during break-in. This is not detrimental. If the cover (3).
cut is deeper than .015" or the plate is cracked
or damaged in some other way, it should be
rejected.
10-10
b. Install elbow (6) and adapter (5).

f. Align tooth and valley marked with lay-
c. Attach hose (4) and secure with
out dye then, install drive gear (11) in gear bore
clamps (3).
nearest alignment mark and idler gear (10) in
opposite bore.
d. Install straight fitting (2) then connect
hydraulic hose (1).
g. Install o-rings (21) in remaining thrust
plate (13).
e. Fill hydraulic tank to full mark on level
gauge.
h. With trap toward discharge side of
gear housing (4) and bronze side down (facing
f. Start engine and operate boom
gears) place thrust plate (13) down against
through its entire range of travel several times
gears.
to expel trapped air and to check for leaks.
i. Install o-ring (12), backup seal (15)
g. Recheck and top off tank fluid level as
and seal (14) in front flange (5). Use clean
specified in Lubrication Specifications.
heavy grease to hold seals and o-ring in posi-
tion.
j. Coat splines with clean heavy grease BOOM CYLINDER

to protect seal (9).
1. Removal.
k. Install front flange assembly (5) with
marks aligned on gear shafts. Slide it down a. Park machine on level surface, set
until it contacts guide dowels (18). parking brake and block wheels.
I. Use plastic hammer to tap front flange b. Raise the fifth wheel boom frame to
(5) onto dowels while checking that seals and the top of its travel. Block the boom up in this
o-rings remain in place. position.
m. Coat threads of capscrews (1) with CAUTION

clean hydraulic oil then install capscrews (1 )
and lockwashers (2). Hydraulic pressure must be relieved prior to
disconnecting hydraulic hoses.
n. Torque capscrews (1 ) to 80 ft. Ibs.
(108.48 NM). c. Provide a suitable container to catch
draining hydraulic fluid then disconnect the
o. Check to see if shaft will turn using a hydraulic hose assemblies (1 and 2, Figure 10-
12 inch wrench on shaft. It will be tight howev- 11). Dispose of used oil in accordance with fed-
er, it should turn free with a 15 lb. force on eral and local regulations.
wrench.
d. Attach a suitable sling and hoist to the
6. Installation. lift cylinder and take up all slack in the sling.
a. Position pump (9, Figure 10-6) on e. Remove the capscrews (8), and lock-
PTO flange and secure with bolts (7) and lockwashers (9).
washers (8).
f. Remove the capscrew (11), lockwash-
er (12) and cylinder pin (13).
10-11
Figure 10-11
1. PIN
2. CABLE END
3. VALVE SPOOL
4. HYDRAULIC HOSE
5. HYDRAULIC HOSE
6. HYDRAULIC HOSE
7. HYDRAULIC HOSE
8. HYDRAULIC HOSE
9. LOCKNUT
10. BOLT
11. STRAIGHT FITTING
12. 90˚ FITTING
13. O-RING
14. 90˚ FITTING
15. O-RING
16. 90˚ FITTING
17. 90˚ FITTING
18. O-RING
19. STRAIGHT FITTING
20. O-RING
21. CONTROL VALVE
22. BRACKET
23. COUNTERBALANCE VALVE
24. JAM NUT
25. MOUNTING SCREWS
26. ADJUSTMENT
SLEEVE/RETAINER
Figure 10-12
10-12
Figure 10-13
10-13
g. Remove the boom lift cylinder to a I. Lubricate the u-cups and seals with
prepared work area. clean hydraulic fluid then, slide the rod assem-
bly (19) with all attached parts into the tube
h. Remove the adapters (3 and 5) and o- assembly (5).
rings (4 and 6).
m. Thread the head (16) into the tube
2. Disassembly, Inspection and Assembly assembly (5) and tighten with spanner wrench
(Figure 10-13). then install setscrews (10).
a. Unscrew the 2 setscrews (10) then 3. Installation.

remove head (16) from the tube assembly (5).
a. Install the hydraulic boom cylinders,
b. Withdraw all the components from the rod end first using the cylinder pins (13, Figure
tube assembly (5). 10-11), lockwashers (12) and capscrews (11).
d. Clamp the rod assembly (19) end in a b. Position the lower end of the cylinders
vise then, remove the self locking nut (6), u- (7) over bearing block (10), install capscrews
cups (8) and piston (9) from the rod assembly (8) and lockwashers (9).
(19).
c. Install the o-rings (4 and 6) and
e. Slide the head (16) from the rod adapters (3 and 5), then connect the hose
assembly (19) then remove the o-ring (13), assemblies (1 and 2).
backup ring (14), wiper (18) and u-cup (17)
from the head (16). d. Service grease fittings (18, Figure 10-
13).
f. If the bushing (12) is to be replaced, it e. Start the engine and warm hydraulic
must be pressed out of the rod assembly (19) oil up to normal operating temperature.
and a replacement pressed in. Operate the boom through its full range of trav-
el 10 times to allow all trapped air to be
g. Remove the wear rings (15) only if removed then check for leaks.
inspection reveals excessive wear.
CONTROL VALVE
h. Check the inside surface of the tube
assembly for scoring or scratches. Smooth light Removal
scratches with crocus cloth. Replace tube
assembly if excessively worm. 1. Park vehicle on level surface, set parking
brakes, block wheels and shut down engine.
i. Check the sliding surfaces of the piston
(9) and rod assembly (19). Smooth fine scratch- 2. Remove the walk-way behind cab to gain
es with crocus cloth. Replace parts found access to control valve.
excessively worn.
3. Tilt cab forward to its maximum height then
j. Install seal kit which includes the u- engage safety latch.
cups (8 and 17), o-rings (7 and 13) and wiper
(18). 4. Remove pin from clevis at cab end of cable
k. Assemble the head (16), piston (9) to disconnect cable from control lever.
and o-ring (7) onto the rod assembly (19) then
secure with self locking nut (6).
10-14
Hydraulic System Troubleshooting

SYMPTOM SUGGESTED CAUSE SUGGESTED REMEDY
Hydraulic pump exces- Low oil Fill reservoir with proper oil to
sively noisy but lifts specified level.
Suction filter restricted Clean or replace suction filter
Suction line restricted or col- Install new suction line.

lapsed.
Change to proper viscosity oil. Oil too heavy.
Oil hot Low oil Fill reservoir with proper oil to

specified level.
Relief valve malfunction. Clean, adjust, replace relief valve.
Machine overloaded Remove overload from machine
Change to proper viscosity oil. Oil too light
Lift sluggish Low oil. Fill reservoir with proper oil to

specified level.
Relief valve malfunction. Clean, adjust or replace relief

valve
Pump worn out Inspect, repair or replace
5th wheel boom leaks Cylinder piston packing leaking Rebuild or replace cylinder
down
Cylinder piston packing leaking Rebuild or replace cylinder
Control lever not centering valve Broken centering spring sticking

spool valve spool, cable or lever
Control valve leaking internally. Replace control valve
Lift cylinder leaks exter- Damaged or worn rod seal and Rebuild or replace cylinder
nally wiper
Pump leaking at shaft Worn or damaged shaft seal Replace seal or pump
Worn or damaged bearings Replace pump
10-15
Hydraulic System Troubleshooting (Cont.)

SYMPTOM SUGGESTED CAUSE SUGGESTED REMEDY
Oil foamy Suction leak between reservoir Inspect and tighten all connec
and pump tions - replacing any defective
pads.
Low oil Fill reservoir with proper oil to

specified level.
Wrong oil Drain and refill with proper oil to

specified level.
10-16
CAPACITY BOOM & FIFTH WHEEL
TOPIC 11 – Fifth Wheel System
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the Fifth Wheel
System and its operation which is found on Capacity spotters.
• Understand specific topics such as highway lock feature, air cylinder release
and lock jaw inspection.
• Perform Fifth Wheel diagnostics and troubleshooting
11-1
DESCRIPTION
The TJ5000 utilizes a 36 inch (91.44 cm) diam-
eter fifth wheel set up to couple 2 inch (5.08 cm)
diameter trailer king pins. An in-cab air operat-
ed unlatch control is supplied. Relatch is auto-
matic.
Servicing
Servicing the fifth wheel consists of lubricating
the pivot shaft and the fifth wheel surface plate
with multipurpose grease. There are no adjust-
ments on the fifth wheel plate.
Periodic Inspection and Test

Figure 12-1
Perform the following procedures to check the g. Use appropriate tool to push forward
jaw release air cylinder Figure 12-1) for service- on locking jaws until they lock.
ability:
h. Be certain air system is pressurized
up to 80-120 PSI, then have operator in cab
a. Have operator in cab depress release depress and hold release button. Jaws should
button and hold. separate and allow for total jaw opening.
b. Apply a solution of soapy water to the

release cylinder shaft seal area to determine if Repair
leaks exist.
The following paragraphs describe the replace-
c. Allow release button to return to out ment of various components of the fifth wheel
position then disconnect the air hose from the and boom assembly. The components may be
release cylinder. removed individually, so perform only those
steps necessary to effect the desired repair.
d. Remove air cylinder from fifth wheel. Refer to the figures as indicated for location
and identification of parts while performing
e. Collapse and extend cylinder to check these procedures.
stroke for binding. Replace cylinders that bind.
f. Reinstall cylinder on fifth wheel and

connect air hose. Fifth Wheel (Holland) - Removal
CAUTION: Do not overtighten NOTE
cylinder mount bolts. Cylinder should
swing freely on either mount. All serviceable parts of the fifth wheel may be
removed without removing the entire fifth
wheel.
11-2
a. Park machine on level ground, set 3. Cleaning, Inspection and Repair.
parking brake and block wheels to prevent
movement. a. Clean all metal parts except air cylin-
der (12) in solvent and dry with compressed air.
b. Raise boom approximately six inches
to increase access to underside of fifth wheel. b. Check the locks (8) and lock pins (7)
for cracks and excessive wear. Replace locks
c. Shut down engine then bleed brake as a set if found unserviceable.
air pressure to zero pressure by depressing
and releasing brake pedal approximately 30 c. Check cam (15), rollers (18 and 22),
times. yoke (28) and secondary lock (31) for exces-
sive wear, cracks or damage. Replace parts
d. Refer to Figure 12-1 and disconnect found unserviceable.
air hose (1) from elbow (2).
d. Check all springs (9, 26, 29 and 32)
e. Attach suitable hoist and sling to fifth for cracks, fatigue or excessive wear. Replace
wheel (3) then, drive out roll pins (4) and brack- springs if found unserviceable.
et pins (5). Hoist fifth wheel (3) clean to pre-
pared work area. e. Check bracket pins (5) for cracks and
excessive wear. Replace worn pins.
2. Disassembly.
f. Inspect fifth wheel plate (3) for cracks,
a. Refer to Figure 12-2 and remove cot- wear or damage of any variety. Replace
ter pins (6) and lock pins (7) then slide out locks cracked or excessively worn fifth wheel plate.
(8) with spring (9).
g. Check rubber bushings (34) for cracks
NOTE or signs of deterioration. Replace bushings
found unserviceable.
Locks (8) are sold as a matched set.
4. Assembly and Installation.
b. Remove locknuts (10) and bolts (11)
and remove air cylinder (12). Remove elbows a. Obtain the necessary replacement
(2 and 13) and air filter (14) from air cylinder.. parts and assemble fifth wheel as follows:
c. To remove cam (15), remove bolt (16), b. Attach secondary lock (31) to second-
washer (17), roller (18), washer (19) then ary lock handle (33).
remove locknut (20) and washer (21).
c. Position spring (32) and secondary
d. Lift cam (15) and spring rod (24) out lock (31) within fifth wheel (3) and secure with
together. Be certain to retain roller (22), bolt roll pin (30).
(27), washers (23 and 25) and spring (26).
d. Assemble spring (29) onto yoke (28)
e. Slide yoke (28) and spring (29) out of then install them in fifth wheel (3).
fifth wheel (3) through opening left by locks (8).
e. Assemble spring rod (24) to cam (15)
f. Drive out roll pin (30) to release sec- then install washer (25), spring (26) and wash-
ondary lock (31) and spring (32). Leave sec- er (25).
ondary lock handle (33) installed. f. Insert free end of spring rod (24)
11-3
Figure 12-2
through tab on fifth wheel (3) and position cam washer (23), roller (22), washer (21) and bolt
(15) over yoke (28). (20).
i. Assemble locks (8) and spring (9) then
g. Secure cam (15) to yoke (28) with slide the assembly into the fifth wheel (3) until
washer (19), roller (18), washer (17) and bolt holes for lock pins (7) align.
(16).
h. Secure cam (15) to fifth wheel (3) with j. Install lock pins (7) and cotter pins (6).
11-4
k. Assemble air filter (14), air cylinder Once boom has been removed, allow boom
(12), street elbow (13) and elbow (2) then cylinders to lean back and rest against drive
install cylinder assembly on cam (15) and fifth axle.
wheel using bolts (11) and locknuts (10).
d. Attach a suitable hoist and sling to
I. Install rubber bushings (34). boom (8) then exert a lifting force sufficient to
support weight of boom.
m. Attach suitable hoist and sling to fifth
wheel assembly and maneuver it into position e. Release any clamps securing release
on boom assembly. cylinder air hose cylinder to boom.
n. Install bracket pins (5) and roll pins f. Remove locknuts (9) and bolts (10).
(4).
g. Support spacer (12) then, drive out
o. Connect air hose (1) to elbow (2). boom pivot pin (11).
p. Start engine and allow air system h. Hoist boom (8) clear of machine.
pressure to build to normal operating pressure.
Test operation of fifth wheel release cylinder. i. Check bushings (13) for wear. Press
worn bushings out.
q. Check air hose connections for leaks
using soapy water solution. 2. Inspection.
r. Service the fifth wheel with lubricant as a. Check all welds for cracks and have
shown in Lubrication Chart of this manual. any cracks rewelded.
b. Check cylinder pins (6) for excessive

Boom - Removal wear. Replace pins found unserviceable.
NOTE 3. Installation.
The boom may be removed with the fifth wheel a. Align grease hole in bushings (13)
installed however, removing the fifth wheel will with grease fittings (14) then press bushings
ease handling the boom. into position.
a. Refer to the preceding paragraph and b. Hoist boom (8) into position on vehicle
perform fifth wheel removal procedures or if the frame and install boom pivot pin (11) and spac-
fifth wheel is to be left attached, refer to figure er (12). Secure with bolts (10) and locknuts (9).
15-1 and disconnect air line (1) from elbow (2).
c. Move boom cylinders into position
b. Refer to figure 10-3 and remove bolts then install cylinder pins (6), bolts (4) and lock-
(1), lockwashers (2) and boom step (3). washers (5).
c. Remove bolts (4) and lockwashers (5) d. Connect air hose for release cylinder
to allow removal of boom cylinder pins (6). to boom with clamps.
NOTE e. Install boom step (3) with bolts (1) and
11-5
lockwashers (2). h. Start engine and test operation of

boom and fifth wheel before returning machine
f. Refer to the preceding paragraph and to service.
perform fifth wheel installation procedures.
g. Service all grease fittings (7 and 14).
Figure 12-3
11-6
Trailer Upper Coupler or pling speed or impacting the trailer into a dock.
In addition to being bent, the kingpin may be
Bolster Plates pulled down in the center deforming the bolster
plate. If this condition exists, the kingpin should
The inspection of the trailer upper coupler or be replaced.
bolster plate and kingpin is just as important as
the inspection of its mating component, the fifth B. Kingpin length:
wheel. The kingpin must be of the proper length to
couple properly with a fifth wheel. Additionally,
This inspection should be conducted every if a lube plate is used in your operation, the
three months or 30,000 miles. kingpin must be sized to compensate for the
thickness of the lube plate to maintain these
This inspection, based on SAE J700 Jun 85 proper dimensions.
should include the following:
Long kingpin:
1. Check the flatness of the upper coupler or A long kingpin will result in excessive wear in
bolster plate: the locks and coupling difficulty. If this condi-
tion exists, the kingpin should be replaced.
Use a 48” straight edge. Any bumps, valleys or
warping will result in uneven loading, a cracked Short kingpin:
fifth wheel, poor lubricant retention, galling of A short kingpin will accelerate lock wear and
the fifth wheel and trailer upper coupler and may interfere with proper fifth wheel coupling.
poor lock life. (See illustration below) If this condition exists, the kingpin should be
replaced.
The bolster plate should be replaced if it is
deformed more than is shown in the illustration. C. Worn kingpin:
If the kingpin is worn 1/8” or more on either the
2. Inspect the kingpin: 2” or 2-7/8” diameter in either direction as
shown in this illustration, the kingpin should be
Using a Holland kingpin gage (p/n TF-0110) replaced.
inspect for the following:
A. Bent kingpin:
A bent kingpin can result from excessive cou-
11-7
TROUBLESHOOTING
PROBLEM POSSIBLE CAUSE CORRECTIVE ACTION
Fifth wheel doesn’t raise 1. Low fluid level. 1. Check reservoir and raise.
service as required.
2. Broken hose or loose 2. Examine all hoses and fitting.

fittings and look for leaks. Replace damaged components,
tighten loose fittings.
3. Insufficient oil pressure.
3a. Check operation of control

valve and control linkage. Adjust
as needed.
3b. Check output from pump for

flow and pressure.
3c. Check pump to PTO

mounting.
3d. Check all hoses for

restrictions.
Free hoses of restrictions.
4. Cylinder piston packing 4. Install seal kit in cylinder

worn or leaking.
11-8
CAPACITY CAB LIFT SYSTEM
TOPIC 12 – Cab Lift System
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the cab hydraulic
system and its operation which is found on Capacity spotters.

• Understand specific functions of latches, lift pump and cylinder
• Perform Hydraulic System diagnostics and troubleshooting
12-1
DESCRIPTION Checking Fluid Level
The cab tilt system provides a means to tilt the a. Lower cab to fully down position.
cab forward for easy access to the engine,
transmission and hydraulics. Hydraulic fluid is b. Remove cap (5, figure 15-1) and check level.
pumped to the cab lift cylinder (Figure 15-1) by
a self contained electric/hydraulic pump and c. Add specified oil as necessary to maintain
reservoir (1). Moving the lever clockwise caus- reservoir (1) full.
es a valve to open allowing hydraulic fluid to
return to the pump reservoir. d. Reinstall cap (5).
Servicing
Servicing the cab lift system consists of main-
taining the fluid level in the pump reservoir and
periodic inspections of the hoses, lines, fittings
and hydraulic cylinder for leaks. The safety lock
bar should also be inspected for cracks, broken
teeth and freedom of movement. Refer to
Section 1 for the type of oil to be used in the
cab tilt system.
Figure 15-1
12-2
Cab Tilt System Repair b. Raise cab to the limit of its travel then
allow it to settle back until it engages the first
The following paragraphs outline the proce- notch in the safety lock bar. (10, Figure 15-4).
dures for removal, repair and replacement of
components of the cab and cab tilt system. The c. Disconnect hydraulic hose (6) from
components may be removed and serviced fitting (7).
individually. Perform only those steps neces-
sary to effect the desired repairs. Refer to the d. Drive out roll pin (5) then remove
figures as indicated for location and identifica- cylinder pin (4) and spacer (6).
tion of parts while performing these procedures.
e. Remove locknut (2) and bolt (3) to
Cab Tilt Cylinder release cylinder (1).
1. Removal
a. Park machine on level surface, set

parking brake, block wheels and shut down
engine.
12-3
Disassembly b. Withdraw rod assembly (7) from tube

assembly (1) with all attached parts.
a. Refer to Figure 15-5 and using a
spanner wrench rotate stuffing box to remove NOTE: Do not clamp on chrome rod surface.
retaining ring (10) from tube assembly (1)
through milled slop in tube. c.locknut (2), piston (5), stuffing box (11)
and snap ring (10) from rod assembly (7).
d. Remove stuffing g box o-ring (12),

rod u-cup (9) and wiper (8) from stuffing box
(11).
e. Remove backup rings (4), piston seal

(6) and rod o-ring (3) from piston (5).
MILL SLOT CLAMP HERE

f. Discard all seals, o-rings and wiper.
g. Remove breather (13).
3. Inspection and Repair
CLAMP HERE a. Clean all metal parts in solvent and

air dry.
b. Check inside of tube assembly (1)

and stuffing box (11) for scratches, scoring and
excessive wear. Check tube ID at mill slot for
burrs and remove any present. Repair light
scratches with crocus cloth. Replace parts
Figure 15-5 found unserviceable.
c. Check bearing surfaces of piston (5)

1. TUBE ASSEMBLY and rod assembly (7) for scratches with crocus
2. LOCKNUT cloth. Replace parts found unserviceable.
3. O-RING
4. BACK-UP RING 4. Assembly and installation.
5. PISTON
6. PISTON SEAL (2 PIECE) a. Obtain the necessary replacement
7. ROD ASSEMBLY parts.
8. WIPER
9. ROD U-CUP b. Lubricate all seals, o-rings and wiper
10. RETAINING RING with fresh hydraulic fluid prior to assembly.
11. STUFFING BOX
12. STUFFING BOX O-RING c. Assemble rod u-cup (9), wiper (8) and
13. BREATHER stuffing box o-ring (12) on stuffing box (11) and
14. 90˚ FITTING backup (15).
15. STUFFING BOX BACK-UP
12-4
d. Lubricate rod assembly and install

stuffing g box assembly onto rod.
e. Assemble piston seal (6), back-up

rings (4) and rod o-ring (3) on piston (5).
f. Install piston assembly and locknut (2)

on rod assembly and torque to 175-200 ft. lbs.
g. Lubricate piston assembly then slide

it into tube assembly (1).
h. Slide stuffing box assembly into tube

assembly then align hold in mill slot. Install
retaining ring (10). Spin head to pull retaining
ring fully into cylinder.
i. Install breather hand tight. Excessive

tightening may damage breather.
j. Compress cylinder to its fully col-

lapsed condition then, position cylinder in place
under cab and install bolt (3) and locknut (2) to
secure bottom end of cylinder.
k. Connect hydraulic hose (8) to fitting

(7) and pump cylinder full of hydraulic fluid to
extend cylinder out to cab mount.
l. Install cylinder pin (4), spacer (6) and

roll pin (5) to secure upper end of cylinder.
m. Raise and lower cab several times to

expel trapped air and check hose connections
and stuffing box for leaks.
n. With cab fully lowered check oil level

in reservoir and add as necessary to bring to
FULL.
12-5
INTRODUCTION a. Make sure vehicle air system contains a

minimum of 100 PSI of air.
b. Loosen both 1/4-20NC nuts that mount HCV
Cab Cushion Air Cap Suspension Systems are
to suspension approximately 1/2 turn.
designed to protect the cab and driver from the
c. Rotate height control valve to set proper ride
vibrations of on and off road use. Follow these
height of 1.75” +/- .13”.
simple maintenance guidelines and routine
d. Tighten both 1/4-20NC nuts to 66 in.. lbs.
visual inspections to assure proper operation:
e. Recheck ride height.
ALIGNMENT: Visually checking that the shock
LEVELING VALVE OPERATION
absorber is centered radially within the restrain-
ing cylinder is critical to obtain maximum life of
Check the leveling valve by pulling down and
you Cab Cushion. Alignment should be viewed
holding on the cab handle and counting how
from each side of the tractor and from the rear.
many seconds it takes for the air bags to raise
If misaligned, tilt the cab and loosen the bolts
the cab to ride height. If it takes longer than 10
holding the can weldment to the cab. Remove
seconds or less than 2 seconds, the valve may
the lower cap screw holding the linkage
be broken or the filter is clogged and the entire
between the leveling valve and the catch weld-
valve needs to be replaced.
ment. Push the leveling valve arm up to fill the
air bags with air until flow stops. This forces the
Remember, your air tanks should be purged at
shock in alignment while the cab is tilted.
least once daily to prevent premature failure of
Lower the cab slowly. The can weldment
the valve.
should be forced into alignment with the shock
(you may have to tap the can weldment into
place). Set ride height to 1.75” and visually Cab Cushion Service Instructions
check alignment, tighten can weldment bolts
and re-attach leveling valve linkage. AIR BAG
RIDE HEIGHT: Check the ride height of each A leaking air bag could be caused by misalign-
side by measuring the distance from the bottom ment or operating on low pressure. If an air
of the can weldment to the top surface of the bag needs to be replaced, close the air supply
catch weldment. If it doesn’t measure 1.75” +/- valve to the suspension, tilt and lock the cab,
.13”, then adjust by following the steps below: remove the pipe fitting and simply lower the
bag/shock assembly from the restraining cylin-
der after removing the two 7/16 flange nuts at
the top.
Remove the two snap rings (16) and drive out

the pin (15) that holds the shock (14 or 19)
inside of the air bag (2 or 18). Pull out and
inspect the shock for damage or leaking oil.
Replace the shock and air bag in reverse order
of removal. Make sure to grease o-ring loca-
tions on air bag and at pin, then extend shock
before installation. A soap water solution may
1.75” +/- .13” be applied to inside edge of air bag to ease
AT RIDE installation. Torque top flange nuts to 28-34 ft.
HEIGHT
lbs.
12-6
SHOCK ABSORBER
The shock absorber may need to be replaced if

the suspension has been operated for a period
of time with a blown air bag, on low pressure, or
after a few years of service. Follow the steps
above for removal from air bag. Remove the
catch weldment component (4 or 20). Reinstall
in the reverse order.
TILTING DAMAGE
Follow the steps only if absolutely necessary.

Disassembling the latch will void the warranty
on the latch. The hydraulic rotary latch is not
field serviceable. If operational problems
occur, replace entire unit. The latch, catch
weldment and shock absorber could be dam-
aged if the latch fails to disengage before the
cab is tilted. This will happen if the pump is not
working and the cab is tilted by another means.
Left Hand Air Bag To disengage the latches, remove the stop cap
(5) and pin (8) to allow the plunger (3) to retract
which disengages the catch weldment from the
hook. Always check that the latch indicator pin
is below the surface to assure that it is
engaged.
HYDRAULIC ROTARY LATCH ASSEMBLY
NOTE: The hydraulic rotary latch is not field
serviceable. If operational problems occur,

Right Hand Air Bag replace entire unit.
12-7
Troubleshooting Cab Lift Pump

Unsatisfactory operation of the tilt system could be caused by a malfunction of the pump assem-
bly, tilt cylinders, or latch, or by restricted or damaged hydraulic lines. The Troubleshooting Table
below outlines typical conditions, possible causes, and corrections. Check flow through each com-
ponent, such as fittings. Evaluate before replacing component.
CONDITION POSSIBLE CAUSE CORRECTION
Tilt cylinder will not retract Damaged or broke line. Replace hydraulic hose
or advance
Pressure builds up in both direc- Replace pump
tions, due to plugged orifice in
the pump.
Oil reservoir not filled on pump. Fill pump reservoir
Worn or faulty seal in cylinder. Replace cylinder and/or replace

seals.
Crossed hoses Replumb and bleed
Pump handle kicks up Outlet ball leaking Replace or rebuild pump
Pump functions only on Reservoir low on oil Fill reservoir

last portion of stroke
Inlet ball leaking Replace pump
Dirt on inlet screen Clean screen and reservoir
Pump will not build pres- Reservoir empty or low Fill reservoir
sure
Inlet ball leaking Replace or rebuild pump
Bad o-ring on selector valve Replace or rebuild pump

spool
Relief valve improperly set or Replace or rebuild pump

blocked open
Pump leaks between pump Bad o-ring on reservoir Replace or rebuild pump
base and reservoir
Cab latch inoperable Damaged or broken hydraulic Replace hose

hose
Binding piston Replace latch
12-8
CONDITION POSSIBLE CAUSE CORRECTION
Cab stops moving when in Plugged orifice in pump Replace pump

free-fall
Cab fails to tilt Cab latch binding. Fails to Replace cab latch cylinder
unlatch
Pump does not build pressure Replace pump
Check for other causes above Take appropriate corrective action
Hydraulic fluid forced out Reservoir overfilled. Drain oil out and properly fill
of breather
Oil leak at hand pump Damaged seal Rebuild or replace pump

plunger
No flow with air pump run- Reservoir low or empty Fill reservoir
ning
Inlet ball leaking Check ball and seat for chips,
clean and reseat ball to seat
Relief valve improperly set or Replace relief valve assembly

blocked open
Air pump will not pump Air pump poppet stem stuck Replace air motor assembly
Bad seal on large air piston Replace air motor assembly
Push button ball will not unseat Replace air button assembly
Low inlet air pressure Increase air supply
Air leak, air pump will not Bad seal on poppet stem Replace air motor assembly
run
Bad o-ring on poppet stem Replace air motor assembly
Bad o-ring on air inlet swivel Replace air inlet assembly
Bad seal on main air pump pis- Replace air motor assembly
ton
Air pump will not stop run- Bad seat in push button Replace air button assembly
ning
Air leak at push button Bad o-ring on push button stem Replace air button assembly
Bad o--ring on air valve body Replace air button assembly

12-9

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CAPACITY TABLE OF CONTENTS

5 FRONT AXLE & STEERING

6 REAR AXLE & DURA RIDE

9 CHASSIS LUBRICATION SYSTEM

11 BOOM & FIFTH WHEEL

12 CAB LIFT SYSTEM

INTRODUCTION DASH PANEL

FIFTH WHEEL & BOOM ASSEMBLY AIR SYSTEM

TIRES STARTER . . . . . . . . . . . .Nippodensa Electric

COOLING SYSTEM WEIGHT (average) . . . . . . . . . . . .13,500 lbs.

FILTERS FIFTH WHEEL

DURA-RIDE BATTERY BOX

AIR DRYER FIFTH WHEEL

Maintenance Procedures Fastener Sizes

higher the number, the greater the strength of

Metric studs are also marked on their ends

Tightening sequences and procedures

Most threaded fasteners should be tightened to

Fasteners laid out in a pattern, such as cylinder

Initially, the bolts or nuts should be assembled

The engine data plates show specific informa-

NOTE: The engine dataplate must not be

The transmission nameplate is located on the

_______ Check engine oil level

DAMAGE REPORT (Circle or mark

Report all discrepancies to your

Daily Maintenance Procedures

Oil Level - Check

Coolant Level - Check

WARNING: Do not remove the

NOTE: Never use a sealing additive to stop

Drive Belt - Inspection

Visually inspect the belt. Check the belt for

Cooling Fan - Inspection

Warning. Personal injury can result

NOTE: Rotate the crankshaft by using the

A visual inspection of the cooling fan is required

Maintenance Procedures - 250 Hours or 3 Months

Air Intake System - Inspection

Inspect the intake piping for cracked hoses,

Tighten or replace parts as necessary to make

Maintenance Procedures - 500 Hours of Operation

• Check wheel bearing oil

Lubricating Oil and Filter Change

The maximum recommended oil and filter

Fill the engine with clean oil to the proper level.

Pan Capacity - 15 U.S. Quarts

Operate the engine at idle to inspect for leaks

Stop the engine. Wait approximately 15 min-

Add oil as necessary to bring the oil level to the

When adding lubricant to front wheel hubs, wait

This steer axle is of extremely rugged construc-

Access for checking proper lubrication cab be

6. Remove outer bearing cone (9). 7. Install brake drum (10).

8. Remove seal assembly (12) and

b. Cleaning and Inspection.

1. Clean bearings, hub and seal.

2. Inspect the parts for wear or damage,

3. Coat bearings with synthetic gear

c. Installation and Adjustment.

2. Install the outer cone (9).

3. Install inner adjusting nut (8). Thread

4. Using a torque wrench, tighten the

5. Back off adjusting nut 1/6 to 1/4 turn.