L 1850

Training only! Always use your machine original documentation!
SECTION 0
INTRODUCTION
SERVICE MANUAL
NOTES
NOTE: If you have printed a page from the LEPS-LeTourneau Electronic Publication System-The page may not include all relevant data,
such as specifications, Warnings, Cautions or Notes that may be found elsewhere in the complete document or in other applicable service
information documents. Make sure you have read and understood all associated information before performing any maintenance on the
machine. It is the responsibility of the mechanic, repairman or inspector to understand the current instructions of the manufacturer and the
manuals, for the specific operation concerned.
LeTourneau, Inc. © 2005 All Rights Reserved 50 SERIES DIGITAL LOADER NOTES ( d 1 )
SERVICE MANUAL
INTRODUCTION 1_2

INTRODUCTION
ABOUT YOUR NEW LOADER AND THE
INSTRUCTION MANUALS
LETOURNEAU, INC.
DIGITALLY CONTROLLED LOADERS
TABLE OF CONTENTS
GENERAL DESCRIPTION OF MACHINE
LETOURNEAU, INC. FRONT-END LOADER OPERATING ENVIRONMENT
PRINTING INSTRUCTIONS
SERVICE MANUAL AND PARTS CATALOG
SIGNAL WORDS – SERVICE MANUAL
THANK YOU FOR CHOOSING LETOURNEAU, INC.
GENERAL DESCRIPTION OF MACHINE

LeTourneau, Inc. loaders are rugged articulated front-end loaders specifically built for long
lasting operation in mining environments. Bucket size is determined by the weight (density) of
material to be handled.
A diesel engine and AC generator provide power to electric traction motors that propel the
loader at variable speeds, forward and reverse. This power train is augmented by additional
fluid power systems that control all bucket, hoist and steering operations.
The four drive motors are coupled to LeTourneau, Inc. epicyclic gearboxes called drivers.
Operation of the loader is further enhanced by a solid-state drive system.
Braking is accomplished by three separate systems. The primary braking system utilizes the
regenerative and retard characteristics of the drive motors. The secondary system, the service
brakes, is an air-operated disc brake attached to each motor armature shaft. The third system,
the parking brake, is a spring-applied, air release brake.
GENERAL INFORMATION provides illustrations of the major features and

dimensions and a specifications list for the loader.
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all relevant
data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read and understood
all associated information before performing any work on the machine. It is the responsibility of the mechanic, repairman or inspector to
understand all instructions for the specific work being performed.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 000A001 ( d 1 )
SERVICE MANUAL
INTRODUCTION 1_2
LETOURNEAU, INC. FRONT-END LOADER OPERATING ENVIRONMENT

LeTourneau, Inc. rubber-tired front-end loaders are designed as rugged all-weather loading
tools for the mining and quarrying industries. They are designed as off-highway mining
equipment for use in open pit applications that are in remote locations. Due to their very large
size, they must work in an area with few other machines, and the only proximity to buildings
would be for routine maintenance or repair. They are not to be operated near office buildings
or residential areas.
The operators of this machine are advised not to approach local residences
or business establishments within a distance of 328 yards (300 meters) in
order to prevent interference with their television and radio reception.
Their primary function is to load loose material (i.e., blasted rock, crushed stone, sand, coal,
overburden, etc.) into hauling units such as mining trucks and rail trains. A typical application
would be loading end-dump mining trucks from a bank of blasted rock.
The loaders can withstand and are fully functional in temperatures ranging from -40° F to
+122° F (-40° C to +50° C), 0-100% humidity, and in all forms of precipitation, day or night.
Operating at elevation is only limited by the restrictions placed on the diesel engine power unit,
and theoretically could exceed 14,260 ft. (4500 meters). They can readily work in standing
water of a depth to the bottom of the machine’s axles.
SERVICE MANUAL
SINGLE PAGE PRINTING INSTRUCTIONS 1

PRINTING INSTRUCTIONS FOR SERVICE MANUAL AND PARTS CATALOG
INTRODUCTION
There are two ways to print a document within the LeTourneau Service Manual or Parts
Catalog. Either method may be used with the same printed results on paper. The selection of
either method for printing is determined by the user's requirements for printing. The
differences in selecting the printing method best suited for various print jobs are explained by
reading the instructions found in the following two topics:
z Single Page Printing allows the user to print only a single electronic page with each
click of the print button.
{ One electronic page may print on more than one paper page. SEE NOTE 3
z Multiple Page Printing allows the user to print multiple electronic pages by invoking a
special print function designed for that purpose.
{ One electronic page may print on more than one paper page. SEE NOTE 3
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 000A001A ( d 1 )
SERVICE MANUAL

SINGLE PAGE PRINTING
INTRODUCTION
When printing any page using the "single page printing" function, the user must first go to the
page to be printed, (not necessary with multiple page printing). Once the user has navigated
to the "document" page to be printed, the appropriate page size, orientation, margins and font
size must be set in the IE (Internet Explorer) browser. Once they are set, they will remain until
manually changed.
STEP 1: SETTING UP THE PRINTING PARAMETERS BEFORE PRINTING PAGES

When printing HTML "documents" (most instruction pages in the service manual), Linkone
utilizes the IE browser print function based on "page setup". The typical method for opening
the "page setup" box in the IE browser is by selecting the Windows "Start" menu, then
"Internet Explorer" and "page setup". Doing this will bring up the illustration shown below.
Before printing, change the page orientation, size and margins to the parameters shown
below (as appropriate, according to the "Print Note Suggestion", explained later in these
instructions).
1. Paper margins
• All margins must be set
to .75”.
• All the information pages
have been formatted for
these margins. If the
margins are set to any
other size, some text,
graphics and charts might
be cut off and will appear
incomplete.
2. Paper orientation (Use Print
Note Suggestion)
• Landscape
• Portrait
3. Paper size (Use Print Note
Suggestion)
• 8-1/2x11
• 11x17
4. Font (text) size (located in the
IE browser "view" menu bar).
• Medium
NOTE: Since the majority of the information "documents" in the service manual are printed
on 8-1/2x11 paper, the IE browser should be set to 8-1/2 x 11 in portrait orientation. These
settings will remain as the IE default unless manually changed.
SERVICE MANUAL

STEP 2: USING THE APPROPRIATE PRINT SELECTIONS
Select "print" in Linkone by selecting the
menu "File" then "Print" and selecting the
appropriate printing selection as
explained below.
z Print Book: Prints the entire book.

Making this selection does NOT
change the page size and
orientation as required on some
pages.
z Print Page: Prints both the "picture"
and "document" pages. It prints a
single ELECTRONIC page, even
though that may actually be printed
on several PAPER pages.
z Print Picture: Prints only the
"picture" window pane. The
illustration is automatically scaled
to the paper size selected.
z Print Text: Prints only the selected
text. Linkone versions previous to
4.2.3.0 may print the entire page
instead of just the selected text.
This has been corrected in current
versions.
z Print Zoomed Area: Prints the
zoomed area on an illustration in
the "picture" page.
SERVICE MANUAL

STEP 3: USING A PRINT SELECTION BUTTON
There are also three print buttons
located to the right of the "help" menu
that perform some of the same
functions as explained above (those
found in the "Print" menu).
The first button (1) prints the

z
current page by printing the
"picture", then the "document"
window panes. If only one
window pane (document or
picture) is present, only it will be
printed. See illustration at left.
z The second button (2) prints
only the parts list or "document"
window pane. One electronic
page may print on several paper
pages and will be in correct
order. See illustration at left.
z The third button (3) prints only
the "picture" whether it is
included with a parts list or
"document". See illustration at
left.
NOTE: If the user is unfamiliar with the LEPS scheme, simply hold the mouse over the
buttons to see the screen tip that explains the function of each button.
SERVICE MANUAL

STEP 4: IDENTIFYING A "DOCUMENT" AND "PICTURE" WINDOW PANE (PAGE) IN A
SERVICE MANUAL
The user must be able to distinguish
between a "Document" and "Picture"
before selecting a print function.
Two types of pages exist in the service
manual:
1) "Picture" (p) pages (see illustration
at left):
z Pages with illustrations (referred
to as “picture” in the printing
selections).
z A “picture” page has only a
graphic or photograph. It does
not contain text unless the text is
actually part of the graphic or
photograph.
2) "Document" (d) pages (see
illustration at left):
z In HTML format (referred to as
“parts list or document" in the
printing selections)
z The "document” page can
simultaneously have a
graphic/photograph and text.
SERVICE MANUAL

STEP 5: PRINTING A "DOCUMENT" OR "PICTURE" WINDOW PANE (PAGE) IN A
SERVICE MANUAL
When printing a "Document" window
pane, the Linkone print set-up box must
be changed to the appropriate (1) paper
size and (2) orientation.
z The IE browser must also be

changed to the appropriate paper
size and orientation as explained
above in "SETTING UP THE
PRINTING PARAMETERS
BEFORE PRINTING PAGES".
z To print a "Document", select the
"Print...Document" from the "Print"
menu bar on the "File" menu of the
Linkone viewer or select the
"Print...Document" button.
z When printing a "Picture" window
pane (page) use the print set-up
box to change the orientation and
size of the paper.
z To print a "picture", select "File"
then "Print" and "Print Picture" in
the Linkone viewer menubar or
select the "print picture" button as
explained in "USING THE
APPROPRIATE PRINT
BUTTONS/SELECTIONS".
SERVICE MANUAL

STEP 6: IDENTIFYING A "DOCUMENT" AND "PICTURE" WINDOW PANE (PAGE) IN A
PARTS CATALOG
A parts catalog has "parts list" and
"picture" pages.
1) "Parts List" pages contain:
z Item numbers
z Pages with a list of various
information.
z Part numbers
z Quantities
z Descriptions
z Other various information.
2) "Picture" pages contain:
z Illustrations
{ Graphics
{ Photographs
{ Schematics
{ Diagrams
STEP 7: PRINTING A "PICTURE" OR "PARTS LIST" WINDOW PANE (PAGE) IN A

PARTS CATALOG
When printing any type of page in the parts catalog, the Linkone print set-up box must be
used to change the (1) size and (2) orientation of the paper.
z To print a "Picture", select menu
"File" then "Print" and "Print
Picture" in the Linkone viewer
menu bar or select the "print
picture" button as explained in
"USING THE APPROPRIATE
PRINT
z To print a "Parts List", select
"File" then "Print" and "Print
Document or Parts List" in the
Linkone viewer menu bar or
select the "Print Parts List...."
button as explained in "USING
THE APPROPRIATE PRINT
NOTE: To print from a Parts Catalog, the IE browser does not have to be changed as when
printing in a service manual. All printing parameters can be set in the Linkone Print set-up
box.
SERVICE MANUAL

STEP 8: DETERMINING WHICH PRINT NOTE TO USE WHEN PRINTING
The bottom left side of the "document"
window pane provides a "Print Note
Suggestion" and shows which print
note to view when determining the
particular size or orientation to use
when printing.
z If no print note appears at the

bottom left of the "document"
window pane, then the default of
8-1/2x11 paper in portrait
orientation should be used to
print the "picture" and/or "parts
list or document" pages.
"Print Notes" are provided in the

"PRINT NOTES" menu in the top
menu bar. Each note title shows what
orientation and size to print a
particular "picture" or "document".
Selecting a print note also gives a
more detailed explanation of printing
that type of page.
z Once the user becomes familiar

with the details of the notes,
simply viewing the title should
be sufficient to select the correct
size and orientation.
SERVICE MANUAL

NOTE 1: Text and illustrations being printed in the "document" window pane should be
printed on the suggested paper size and orientation. All the "documents" are formatted for
the suggested "Print Note" parameters. If desired, the illustrations in the "picture" window
pane can be printed on different size paper than suggested in the print note. Before setting a
parameter other than is suggested, consider the following:
z The illustration being printed will be scaled to the size of the paper selected.
z If 11x17 is suggested in the print note and 8-1/2x11 paper is selected, the illustration
will be printed, but at a much smaller size. Viewing that illustration may be difficult.
z If a Print Note suggests that a "picture" be printed on 8-1/2x11 paper, it can be printed
on a larger paper size.
{ The illustration will be scaled to fit the paper, although some degree of "blurring"
may occur.
NOTE 2: The LEPS scheme was used to provide a screen capture for these instructions.
z A "scheme" is a method for setting how your Linkone window is viewed (appears) on
your screen.
z If the user is using a customized scheme, the pictures in these instructions could
appear differently on their screen.
z All LeTourneau electronic manuals are provided with a LEPS scheme.
{ For more information on "schemes" and how to change them, please refer to the
pocket-sized "Users Guide For Navigating..." included inside the case of the
electronic manuals.
The "scheme" information is located on the last page of the guide. There is
also more information located in the "Linkone Electronic Users Guide"
included with the LeTourneau Electronic Manuals.
NOTE 3: An electronic page may print on more than one paper page.
z The electronic page appears only once on the screen and may be longer than a single
paper page.
z In some instances, 2, 5, 10 or more paper pages may be printed.
SERVICE MANUAL
MULTIPLE PAGE PRINTING INSTRUCTIONS 1

MULTIPLE PAGE PRINTING
Before reading the following information, please review all the instructions found in "SINGLE
PAGE PRINTING".
INTRODUCTION
The "multiple page printing function" is optional. When only a few pages are printed, the on-
screen printing functions as described in "SINGLE PAGE PRINTING" may be faster. The
multiple page printing function requires installation of the Linkone "active-x" control. If you are
not sure whether it has been installed, complete STEPS 1 & 2 below. If the print function
screen shown in STEP 2 appears, the active-x control has been installed. If the screen does
not appear, close all programs, reinsert your service manual DVD and select the active-x
installation button that appears on the automatic start-up screen. Follow the on-screen
instructions during installation. Follow normal procedures for rebooting your CPU. Some
computer operating systems require an administrator to perform any installations. Contact your
IT department before performing any installation or re-installation.
The pages in the Service Manual are called "alpha-numeric" because they are numbered using
a letter/s of the alphabet and a set of numbers. Refer to the illustration in STEP 1 below for an
example. At the bottom right side of a printed paper page, the end of the alpha numeric
number will be either of two "identifiers" that are contained within parenthesis and coded "p" or
"d". A simple number sequence follows the "identifier". The "identifier" identifies which page
was printed, the picture window pane "p" or document window pane "d" (refer to "Single Page
Printing" page STEP 4 for identifying window panes). The simple number sequence following
the "identifier" shows the order that the paper pages were printed.
This example shows two paper document window panes printed: 001A041 ( d 1), 001A041
( d 2), etc.
This example shows two paper picture window panes printed: 001A041 ( p 1), 001A041
( p 2), etc.
Understanding this sequence helps identify the order of paper pages, should they inadvertently
get moved out of place during handling.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 000A001B ( d 1 )
SERVICE MANUAL

STEP 1. SELECTING THE MULTIPLE PAGE PRINTING FUNCTION
To select the "multiple page printing function", click the Icon located in the top menu. The
user must be using the LEPS scheme to see the icon. See (1) on illustration below. All STEP
instructions given in "SINGLE PAGE PRINTING" (with the exception of #2 & #3) are valid for
multiple page printing. The appropriate page size, orientation, margins and font size must
still be set in the IE (Internet Explorer) browser before printing a "document" from the
manual. To learn how to set these, please review those instructions previously mentioned in
"SINGLE PAGE PRINTING".
(1) Selecting the "multiple page printing
function" allows the following pages to
be printed:
z Multiple random pages: Pages
randomly selected by skipping
certain unwanted pages to be
printed. Example:
001A007,001A009,001A011.
z Sequential range of pages: Pages
that are sequential and have no
unwanted pages between the print
range. Example: 001A009-
001A0011.
NOTE: Page numbers are located at the
top of the screen in the title bar.
SERVICE MANUAL

STEP 2. LOAD THE PAGES TO PRINT
When the "multiple page printing
function" icon is selected, the screen to
the left appears.
(1) Click the "load pages" button located

at the top right corner of the screen.
STEP 3. IDENTIFY THE LOCATION OF THE DIFFERENT OPTIONS

When the "load pages" button is clicked,
the screen to the left appears. There are
different options available on this
screen. They include:
(1) Page Range

z Select available pages
z Input page range
(2) Input Page Range
(3) Print
z List or document
z Graphic
z Both
SERVICE MANUAL

STEP 4. SELECT THE "PAGE RANGE" OPTION
(1) The "select available pages" option
allows the user to select pages to be
printed by clicking checkboxes on a
page number list. See illustration at left
for example.
z The checkboxes may be selected

randomly or in sequential order.
To select pages to print, click on the

checkboxes and notice that a
checkmark appears in the box.
(2) The "Input page range" option allows

the user to type in a page range to be
printed by using a dash between the
pages. See illustration at left for
example.
(3) To select a range of pages to be

printed, type the page numbers into the
"input page range" box separated with a
dash (-).
STEP 5. SELECT THE APPROPRIATE "PRINT" OPTION
(1) The "List" option causes the parts list
or document window pane to be printed.
NOTE: For more information on how to

identify a "document" window pane,
please review "PRINTING
INSTRUCTIONS FOR SERVICE
MANUAL AND PARTS CATALOG
(SINGLE PAGE PRINTING), STEP 4:
IDENTIFYING A "DOCUMENT" AND
"PICTURE" WINDOW PANE (PAGE) IN
A SERVICE MANUAL" above.
Once the page range is typed into the

box, click "print" to print the selected
page range.
SERVICE MANUAL

(2) The "Graphic" option causes the
"picture or graphic" window pane to be
printed.

identify a "picture or graphic" window
pane, please review "PRINTING
Once the "graphic" option is selected,

click "print" to print the selected page
range.
(3) The "Both" option causes the parts

list/document and illustration/picture
window panes to be printed.

identify a "picture or graphic" window
pane, please review "PRINTING
Once the page range is typed into the

box, click "print" to print the selected
page range.
SERVICE MANUAL

STEP 6. CLOSE ANY "NOTES" THAT APPEAR ON SCREEN DURING THE PRINTING
PROCESS
During the multiple page printing
process, the print function opens each
page before it is printed. If a page
contains a pop-up note such as "video
notice", the note will appear on the
screen and stop the printing process. To
continue the printing process
uninterrupted, close the note first before
acknowledging the "Linkone printing
message" on-screen box. Follow the
procedure below for clicking on the note,
closing it, and acknowledging the print
box message.
(1) Locate the note appearing behind

the print note message box.
(2) Click anywhere on the pop-up note.
z This causes the note to come to

the front of the print message box.
(3) Click the small "X" at the top right of

the note box.
z This closes the note box.
SERVICE MANUAL

(4) Click "OK" on the print message box.
Printing will continue uninterrupted
(unless another page with a pop-up note
is encountered.
NOTE: Pop-up notes have been kept to

a minimum during original creation of
the service manuals. Minimal
interruption, caused by pop-up notes,
should occur during the multiple page
printing process.
SERVICE MANUAL
Training only! Always use your machine original
PRINTING documentation!
TURN-PAGES
The links below are used only to print "Turn-Pages". The links go to "mini-books" that contain only the
pages used during turn-page printing. There are no pages in any publications below that do not appear in
the Service Manual or associated publications. These links are provided only for those wishing to print the
entire manual and understand the need to print pages in different orientations. When printing from the links
below, use the title of the link to determine how to set the printer page orientation and size default. The first
word in the link indicates what should be printed...LIST (DOCUMENT) or PICTURE. Only the document or
picture should be printed from the specific linked book chosen. The first page of the link selected shows a
screen capture of the printer set-up for those pages.
PICTURE LANDSCAPE 8-1/2 X 11
PICTURE LANDSCAPE 11 X 17
DOCUMENT LANDSCAPE 8-1/2 X 11
DOCUMENT LANDSCAPE 11 X 17
PICTURE PORTRAIT 11 X 17
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all
relevant data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read
and understood all associated information before performing any work on the machine. It is the responsibility of the mechanic,
repairman or inspector to understand all instructions for the specific work being performed.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 000A001C( d 1 )
SERVICE MANUAL
Print Note 1 Instructions 1

This is a "mini-book" that is used for printing only the "turn-pages".
It is NOT intended for ELECTRONIC viewing.
If you have inadvertently linked to this manual and wish to return to the service manual,
select the last selection under the "Print Note" menu at the top-center of the screen.
INSTRUCTION FOR PRINTING FROM THIS BOOK
z The screen capture below shows the printer set-up for printing the pages in this book.
z The paper size is 8-1/2 X 11 (letter).
z The orientation is "LANDSCAPE".
z The "Pages to Print" selection is set to "Picture Only".
z The list or documents should NOT be printed from this book.
IN THE MENU-BAR SELECT: "FILE / PRINT / PRINT BOOK" TO SEE THE ABOVE SCREEN.
This book is for printing "Picture" ONLY.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 00A001D ( d 1 )
SERVICE MANUAL

z The paper size is 11 X 17 (tabloid).
z The List or Document should NOT be printed from this book.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 00A001E ( d 1 )
SERVICE MANUAL

z The paper size is 8-1/2 X 11 (letter).
z The "Pages to Print" selection is set to "List Only".
z The Pictures should NOT be printed from this book.
This book is for printing "List" ONLY.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 00A001F ( d 1 )
SERVICE MANUAL

z The "Pages to Print" selection is set to "List Only".
z The Picture should NOT be printed from this book.
This book is for printing "List" ONLY.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 00A001G ( d 1 )
SERVICE MANUAL

z The orientation is "PORTRAIT".
z The List or Document should NOT be printed from this book.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 00A001H ( d 1 )
SERVICE MANUAL
SERVICE MANUAL AND PARTS CATALOG...INTRODUCTION CONT'D 1

SERVICE MANUAL AND PARTS CATALOG
The SERVICE MANUAL provides instructions for operating, safety and preventive
maintenance, troubleshooting and repair. Each publication has its own table of contents that
lists the individual topics under the major subheadings.
The OPERATOR’S HANDBOOK provides a condensed version of machine specifications
and basic safety and operating instructions in paper format as a supplement to this electronic
manual.
LET PUBLICATIONS: General instructions on certain procedures or components which are
common to other types of machines manufactured by LeTourneau, Inc., are provided in short
technical publications. Examples of these publications are Field Welding Procedures, Safety
Wire Installation Procedures, etc. These publications are hyperlinked from within the sections
of the SERVICE MANUAL to which they apply or they can be accessed via the MANUALS icon
on the toolbar.
SIGNAL WORDS - SERVICE MANUAL: The SERVICE MANUAL contains special
instructions that pertain to safety, operation, maintenance and repair of the machine. These
instructions are indented within the text to draw reader attention to their importance. Listed
below are the signal words and symbols that precede these instructions and their meanings:
Important safety information - a hazard that COULD cause serious injury or

loss of life.
Important information that tells how to prevent damage to equipment or

how to avoid a situation that COULD cause minor injury.
Important information (that aids in the operation, maintenance and repair of

the machine) to which you should pay special attention.
The size of the physical electronic signal words and symbols as shown
electronically has no significance. As an ongoing effort to improve the
electronic screen version and the printed version of this manual, the size of
some signal words and symbols has been changed. This electronic change
in size does NOT reflect a lesser or greater importance of the signal words
or symbols used.
It is ESSENTIAL for both operators and maintenance personnel to read and understand each
of the publications prior to operating or performing maintenance procedures to the machine.
The PARTS CATALOG contains part numbers, illustrations and schematics to aid in ordering
parts from LeTourneau, Inc. to service and repair your machine.
Verify numbers of parts, tools, or material by using the PARTS CATALOG, or contact your
authorized LeTourneau, Inc. distributor for assistance. Do not order parts from the SERVICE
MANUAL. Items shown as "Optional" may not be available on all models.
SERVICE MANUAL
SERVICE MANUAL AND PARTS CATALOG...INTRODUCTION CONT'D 1
The LeTourneau, Inc. instructional manuals DO NOT provide specific

maintenance instructions for the machine’s engine. Refer to the engine
manufacturer’s owner’s manuals available through each engine
manufacturer's website or through the closest authorized distributor.
Replacement engine filters are available through LeTourneau, Inc. Refer to
the Service Parts List in the first section of the PARTS CATALOG.
Placing the mouse cursor over some hyperlinks or graphics within this
manual might display a "screen tip" (depending on the user computer
configuration), example: NOTE, CAUTION, & WARNING signal word
graphics. The "tip" is only intended as a convenient display (or reminder)
of some information. "Screen tips" do NOT provide all information about
the item and might not appear for all illustrations. Before beginning any
work, review all work and safety procedures provided in this manual, by the
equipment owner and all other appropriate sources of information.
LeTourneau, Inc. cannot anticipate every possible circumstance that might

involve a potential hazard. The warnings in this publication and on the
product are therefore not all inclusive. These rules will not apply to all
situations. If a tool, procedure, work method or operating technique not
specifically recommended by LeTourneau, Inc. is used, the owner must be
satisfied that it is safe for all personnel. Also, ensure that the product will
not be damaged or made unsafe by the operation, lubrication, maintenance
or repair procedures chosen. Operating the machine on different job sites
and under various environments can create safety hazards unique to that
particular situation. If a dangerous situation develops under these
circumstances, only the alertness of the operator and his proficiency in
operating the machine are available to cope with the emergency.
SERVICE MANUAL
THANK YOU FOR CHOOSING LETOURNEAU, INC...INTRODUCTION CONT'D 1

THANK YOU FOR CHOOSING LETOURNEAU, INC.
We believe you will be delighted with the loader’s performance, and feel sure that the payback
on your investment will be a rapid one. Should you need to discuss some aspects of the
design as it relates to the capability of your machine, your distributor will be glad to assist you.
If additional information is needed, the distributor will contact the factory. In the unlikely event
you are unable to obtain the information in this manner, contact the LeTourneau, Inc. Product
Support Group in Longview, Texas by telephone at 903-236-6584 or by FAX at 903-236-6548.
Be sure to have handy the model and serial number, hourmeter reading, and in-service date of
the machine.
Finally, thank you for selecting LeTourneau, Inc. for the purchase of your new loader!
SERVICE MANUAL
NOTES
SECTION 1
GENERAL INFORMATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
GENERAL INFORMATION 1_2

GENERAL INFORMATION
LETOURNEAU, INC.
DIGITALLY CONTROLLED LOADER
CUSTOMER RESPONSIBILITIES, OPERATOR TRAINING
AND MACHINE SPECIFICATIONS
OSL-1
TABLE OF CONTENTS
SCOPE OF THIS PUBLICATION
CUSTOMER RESPONSIBILITIES AND WARRANTY ADVISORIES
BREAK-IN PERIOD SERVICE PROCEDURES
TRACTION MOTORS AND AC GENERATOR
DRIVERS, HYDRAULIC SYSTEM AND PUMP DRIVE GEARBOX
LINCS COMPUTER SYSTEM DATA DOWNLOADS
OPERATOR AND SUPPORT PERSONNEL TRAINING
LETOURNEAU, INC. FACTORY SERVICE AND REPAIR TRAINING
LOADER MAJOR FEATURES
CAB AND CONTROL FEATURES
LETOURNEAU, INC. “LINCS” COMPUTER SYSTEM OPERATIONAL OVERVIEW
HARDWARE
USER INTERFACE AND DIAGNOSTICS
DIGITALLY CONTROLLED LOADER SPECIFICATIONS
PROPULSION AND CONTROL
TIRES
HYDRAULIC SYSTEM
GENERAL SERVICE DATA
OPERATOR ENVIRONMENT
BRAKING SYSTEMS
COOLING AIR SYSTEM
FRAME
INDEPENDENT STEERING AND HOIST SYSTEMS
OPERATIONAL DATA
STANDARD AND OPTIONAL EQUIPMENT
L-1350 OPERATING CAPACITIES, WEIGHTS AND DIMENSIONS
L-1350 COMPONENT APPROXIMATE WEIGHTS
SERVICE MANUAL
GENERAL INFORMATION 1_2

PROCEDURE TO WEIGH LETOURNEAU, INC. LOADERS
PREPARATION OF WEIGHING AREA AND SCALES
PREPARATION OF MACHINE TO BE WEIGHED
WEIGHING PROCEDURE
DOCUMENTING THE WEIGHING PROCESS
LETOURNEAU, INC. WORLDWIDE SERVICE AND REBUILD CENTERS – MINING
EQUIPMENT
LIST OF ILLUSTRATIONS
Figure 1. HANDS-ON TRAINING LAB AT LONGVIEW, TEXAS TRAINING CENTER
Figure 2. ELECTRIC DRIVE SYSTEM
Figure 3. TYPICAL AC GENERATOR ASSEMBLY (Model 12B Shown)
Figure 4. MAJOR FEATURES
Figure 5. PANORAMIC VIEW OF OPERATOR’S CAB
Figure 6. REMOTE CONTROL MODULE
Figure 7. COMPUTER MONITOR AND COMPUTER KEYPAD PANEL
Figure 8. LINCS COMPUTER SCREENS
Figure 9. CARRY POSITION
Figure 10. TIP POSITION
Figure 11. FULL LIFT POSITION
Figure 12. LOADER WEIGHING DATA SHEET
Figure 13. LOADER STANDARD CONFIGURATION
GENERAL INFORMATION contains ESSENTIAL information for owners, maintenance
personnel and operators for warranty requirements, operator training and machine dimensions
and operating clearances. It is ESSENTIAL for all personnel associated with the machine to
become familiar with this information and the instructions contained in the other publications in
this manual BEFORE operating the machine.
CUSTOMER RESPONSIBILITIES AND WARRANTY ADVISORIES
LeTourneau, Inc. loaders are warranted in accordance with the warranty policy contained in
this publication. The recommended operating and maintenance procedures set forth shall be
followed to assure warranty coverage is not jeopardized. Failure to comply with recommended
operating and maintenance procedures may void machine warranty.
SERVICE MANUAL
CUSTOMER RESPONSIBILITIES...CONT'D 1_2

Any questions or problems relating to warranty policy or administration should be directed to
LeTourneau, Inc., P.O. Box 2307, Longview, Texas 75601, Attn: Product Support. Include the
model and serial number, in-service date of the machine, and hourmeter reading. We
especially draw your attention to the following advisories:
1. The use of non-recommended lubricants or the mixing of incompatible

lubricants may damage components and void the warranty. Refer to
LUBRICATION AND FLUID SPECIFICATIONS for recommended lubricants.
2. Modifications to, cutting, drilling or welding on the roll over protective structure
(ROPS) can reduce its effectiveness in a roll over situation and may void its
certification. Contact your authorized LeTourneau, Inc. distributor before
performing any of the above operations to the ROPS.
3. Welding procedures can damage the solid-state electronic controls for the
engine, machine, and fire suppression system (optional), and also the bearings
in mechanical components unless pre-cautions are taken. Before conducting
any welding repair, refer to FIELD WELDING PROCEDURES and contact your
authorized LeTourneau, Inc. distributor for assistance.
4. Under no circumstances should the owner attempt to disassemble a driver past
the instructions contained in this SERVICE MANUAL. Unauthorized
disassembly of components may void the warranty.
5. All driver, traction motor and generator repairs are to be made by a
LeTourneau, Inc. authorized repair facility. Unauthorized disassembly or repair
may void the warranty.
Disposal of used oil, hydraulic fluid and engine coolant is subject to federal,
state, and local environmental regulations. Dispose of these items properly
through approved reclamation facilities per applicable regulations. DO NOT
flush or pour these items into streams or sewer systems.
BREAK-IN PERIOD SERVICE PROCEDURES:
Break-in period service procedures, as outlined in SERVICE UPON RECEIPT
PROCEDURES, must be performed and a record of these services maintained. A BREAK-IN
PERIOD CHECKLIST is provided for this documentation.
TRACTION MOTORS AND AC GENERATOR:
The traction motors and AC generator must be maintained in accordance with the following
instructions that are located in this SERVICE MANUAL:
a. SERVICE UPON RECEIPT PROCEDURES.
b. TAKING CARE OF YOUR DC MOTOR.
c. MODULAR PREVENTIVE MAINTENANCE SCHEDULES – POST BREAK-IN PERIOD,
500 HOUR ELECTRICAL PM
DRIVERS, HYDRAULIC SYSTEM AND PUMP DRIVE GEARBOX:
The drivers, hydraulic system and pump drive gearbox must be maintained in accordance with
the following instructions that are located in this SERVICE MANUAL:
a. DRIVER MAINTENANCE AND ROTATION.
b. BREAK-IN SERVICE PROCEDURES.
SERVICE MANUAL
CUSTOMER RESPONSIBILITIES...CONT'D 1_2

c. MODULAR PREVENTIVE MAINTENANCE SCHEDULES – POST BREAK-IN PERIOD.
An on-going oil analysis program for these components, with samples

collected every 500 hours, is mandatory to meet LeTourneau, Inc. warranty
requirements. Refer to LUBRICATING OIL ANALYSIS.
LINCS COMPUTER SYSTEM DATA DOWNLOADS

Monthly downloads of LINCS Computer System production, operational and loadweigh data
must be submitted to the LeTourneau, Inc. Product Support Department. Failure to deliver
these monthly reports may adversely affect warranty disposition. Contact your authorized
LeTourneau, Inc. distributor for assistance in this matter.
OPERATOR AND SUPPORT PERSONNEL TRAINING
It is ESSENTIAL that the operator(s) read the SERVICE MANUAL and be trained in the safe
and effective operation of the machine BEFORE operating the machine.
The machine’s load limits and clearances are found in GENERAL INFORMATION.
• Safety instructions and precautions are found in SAFETY INSTRUCTIONS and, where
required, throughout the other publications in the manual.
• Operating instructions are found in DESCRIPTION OF CONTROLS AND
OPERATING INSTRUCTIONS.
• Service requirements and recommendations are found within each publication in the
SERVICE MANUAL.
• If after reading this manual you have questions or do not understand any
portions of the instructions, contact LeTourneau, Inc. or your distributor.
SERVICE MANUAL
LETOURNEAU, INC. FACTORY SERVICE & REPAIR TRAINING & FIGURE 1 1_2

LETOURNEAU, INC. FACTORY SERVICE AND REPAIR
TRAINING
LeTourneau, Inc. Factory Service and Repair Training is available to equipment owners.
LeTourneau, Inc., Training Schools are designed to give students a detailed understanding of
electrical, hydraulic and mechanical systems and components, as well as prescribed methods
of routine maintenance, troubleshooting and repair. These classes can be taught in multiple
languages.
Our newly renovated training facility in Longview, Texas, emphasizes hands-on
troubleshooting. Fully operational simulators give students actual faultfinding and set-up
experience in both electrical and hydraulic systems. The hands-on training lab is shown in
illustration "HANDS-ON TRAINING LAB".
Facilities are designed for approximately 15 students, allowing for a more personal training
environment. During a factory school, students are not confined to the Training Center. Plant
tours and special visits to the factory are common.
This training can be conducted either in LeTourneau, Inc.’s Training Facility in Longview,
Texas, or at the customer’s site; however, “hands-on” is limited to machine availability when
taught at the customer’s location.
Service and repair training is highly recommended for operators and technicians to acquaint
them with the complexities of LeTourneau equipment. Contact your distributor or the
LeTourneau, Inc. Training Department in Longview, Texas, to arrange classes.
Figure 1. HANDS-ON TRAINING LAB AT LONGVIEW, TEXAS TRAINING CENTER
SERVICE MANUAL
NOTES
SERVICE MANUAL
LOADER MAJOR FEATURES & FIGURE 2 1_2

LOADER MAJOR FEATURES
The LeTourneau, Inc. loaders are designed for rugged durability and operation in harsh
conditions. The loaders employ the LeTourneau Electric Drive System. The electric drive
system is essentially a self-contained prime mover consisting of three major assemblies: a
powerful electric traction motor, an epicyclic gear train called a driver and a wheel with a large,
high-floatation, wide-base tire. Refer to illustration "ELECTRIC DRIVE SYSTEM".
The LeTourneau Electric Drive System provides many advantages over conventional
mechanical drive systems:
• The electric drive system eliminates the need for transmissions, torque converters,
clutches and other power loss assemblies. Wheel speed and tractive effort is
infinity variable from zero to maximum RPM and controlled by the machine’s solid-
state power conversion system.
• The electric drive concept allows the engine to run at an optimum RPM that is
governed and relatively constant. This contributes to longer engine life and lower
fuel costs.
• The electric traction motors are powered by an AC generator that is driven by the
diesel engine. Refer to illustration "TYPICAL AC GENERATOR ASSEMBLY".
Illustration "MAJOR FEATURES" provides a brief description of some of the other features of
the L-1350, L-1850 and L-2350 Loaders.
MODEL J-2 DRIVE MOTOR USED FOR ILLUSTRATIVE PURPOSES

Figure 2. ELECTRIC DRIVE SYSTEM
SERVICE MANUAL
FIGURE 3 1_2
Figure 3. TYPICAL AC GENERATOR ASSEMBLY (MODEL 12B SHOWN)
SERVICE MANUAL
FIGURE 4 1_2
REFER TO TA9942 FOR THIS ILLUSTRATION
Training only! Always use your 4.
Figure machine
MAJORoriginal documentation!
FEATURES
SERVICE MANUAL
NOTES
Training only! Always use your machine original documentation! LINCS Computer System: TA9942
Operational data, mechanical, electrical, electronic

Operator's Cab: Weather protection for the and hydraulic systems diagnostics are provided to NOTE:
operator is provided by an all steel cab mounted the operator and maintenance technicians on the
LeTourneau, Inc. LINCS computer system monitor. L-1350 used for illustrative purposes.
atop the rear frame. The cab is independently
rubber mounted separate from the ROPS L-1350/L-1850/L-2350 have same
structure to minimize vibration and sound features.
transmission. Filtered air enters the cab, which Operator Protection: The operator is protected
includes an automatic climate control system as by a Rollover Protective Structure (ROPS) and
standard equipment. Falling Object Protective Structure (FOPS).
Power Unit: A diesel engine and AC generator
provide power for smooth, no-spin-out, no-shift,
variable speeds forward and reverse.
Joysticks: Joysticks control steering and
hoist and bucket operation. The joysticks are
mounted on the operator seat armrests.
Steering: The articulated frame concept is used to give the

Rear Frame (also referred to as "Tow Unit"): The Loader maximum maneuverability. The pivot point is
rear frame carries the operator's cab, hydraulic approximately half way between the front and rear axles.
reservoir, SCR compartment, power unit, and the Hydraulic cylinders provide power for steering the machine.
L-1350
oscillating rear axle. There is constant steering response regardless of travel
speed, digging action or lift action. The 84° steering angle
allows for excellent maneuverability and a short turning
radius.
Front Frame: The front frame carries several major structural
components of the machine. The lift arms, bucket, hoist and
Structural Steel: High-quality bucket cylinders, and front axle are located on the front
structural steel is used frame.
throughout the machine.
Lift Arms: The lift arms are of

heavy welded box type
construction.
Electrical and Mechanical Braking Systems: The LeTourneau,

Inc. loaders employ, as the basic braking system, what is known
as regenerative or dynamic braking. When the operator releases
the accelerator pedal to the upright position, the solid state Ball Joints: Loaders manufactured by
conversion system signals a change in armature converter SCR LeTourneau, Inc., use pivot balls at the lift arms,
firing angles resulting in a reversal of power flow. Only the hoist cylinders, middle pivot and rear axle pivot. Electric Motor Drive System: Tractive power
machine's inertia keeps it in motion. As the wheels turn, the The ball joint assembly employs the use of two comes from four electric motors coupled to gear
drive motors become power generators. The reverse current is fed (halves) semi-spherical nickel-aluminum-bronze train and hub combinations called drivers.
behind AC generator to braking grids (located in front of the ball liner bushings. The ball liners are mounted One motor and driver per wheel. Wheel
radiator), where it is dissipated, causing the machine to come to a within the ball socket and ball cap and have low motor torque for all four wheels Bucket: The standard bucket capacities for the
friction, high output load carrying capacity as independently adjusts to job conditions. loaders are as follows:
smooth stop. The secondary braking system is an air-operated
required by these applications.
(L-1350/L-1850) or hydraulically-operated (L-2350) disc brake • L-1350 - 80,000 Lbs (36,288 kgs)
attached to each motor armature shaft. The third system, • L-1850 - 100,000 Lbs (45,360 kgs)
the parking brake, is a spring-applied, air release or hydraulic Independent Hoist System: Hydraulic metered • L-2350 - 160,000 Lbs (72,574 kgs)
(as applicable) parking brake. Oscillating Axle: The rear axle oscillates pilot-controlled hoist system is independent of the The bucket may be equipped with the LeTourneau,
vertically a total of 22° (11° on each side) on steering system utilizing single stage, double-acting Inc. Total Lip Coverage (TLC) System or the Esco
two ball joints assemblies, thus minimizing cylinders mounted on the front frame. Toplock, teeth and adapters per customer
alignment difficulties while maintaining overall
TA9942 specifications and requirements. The operator
machine stability on rough terrain.
does not have to level the bucket. All digitally
controlled loaders have a geometrically self-
leveling bucket.
TA9942
LeTourneau, Inc. 2005 All Rights Reserved 001A009 ( p1 )
SERVICE MANUAL
TABBLANK
NOTE: If you have printed a page from the LEPS-LeTourneau Electronic Publication System-The page may not include all relevant data, such as specifications, Warnings, Cautions or Notes that may be found elsewhere in the complete document or in other applicable service information documents. Make sure
you have read and understood all associated information before performing any maintenance on the machine. It is the responsibility of the mechanic, repairman or inspector to understand the current instructions of the manufacturer and the manuals, for the specific operation concerned.
LeTourneau, Inc. © 2005 All Rights Reserved 50 SERIES DIGITAL LOADER TABLOID BLANK PAGE ( d 1 )
SERVICE MANUAL
CAB AND CONTROL FEATURES & FIGURE 5 1_2

CAB AND CONTROL FEATURES
The cab and operator controls are designed to enhance operator comfort and to ensure
maximum productivity from the machine. These features include:
• Rubber-mounted, acoustically and thermally insulated cab
• 8-point adjustable ergonomic air-ride seat
• Filtered air supply to the cab
• Automotive style full climate control air conditioning and heating system with 12
independently adjustable outlets
• Linear and rotary transducers, replacing traditional limit switches, provide the operator
with smooth and precise control of the loader through its full range of motion
• A simplified operator interface, featuring joysticks and thumb switch controls, allows
the operator to control all aspects of the loader’s operation with a minimum amount of
hand and arm movements
• Responsive joystick steering
• Single stick hoist and bucket control
• Precision proportional and infinitely variable control of hoist, bucket and steering
• “Closed loop” controls assure operator commands are precisely executed regardless
of conditions
• Plain language computer screen messages inform the operator of any reason his
commands cannot be executed
• “Push and forget” button controls; speed loader operations by automatically and
accurately positioning the bucket
SERVICE MANUAL
CAB AND CONTROL FEATURES & FIGURE 5 1_2
TA-10140-8
TA-10142-8
TA-10141-8 HOIST AND BUCKET JOYSTICK

STEERING JOYSTICK CONTROL
Figure 5. PANORAMIC VIEW OF OPERATOR’S CAB
SERVICE MANUAL
LINCS COMPUTER SYSTEM OPERATION OVERVIEW & FIGURE 6 1_2

LETOURNEAU, INC. “LINCS” COMPUTER SYSTEM
OPERATIONAL OVERVIEW
The loader features the LeTourneau, Inc. Integrated Network Control System (LINCS™).
LINCS™ is a Controller Area Network (CAN) system. The CAN protocol is an ISO standard
(ISO 11898) for serial data communication.
HARDWARE
LINCS™ manages all loader systems (including hydraulics, machine electrics, traction drive,
and engine) through the interactions of multiple Remote Control Modules (RCMs) and the
Master Control Module (MCM). The entire system is directed by the MCM, which combines
ruggedized industrial hardware with a Pentium class microprocessor and is located in the cab
of the loader. The RCMs are the “hands and eyes” of the system and are directly connected to
various input and output devices on the loader.
Each RCM utilizes a 32-bit microprocessor in an environmentally sealed enclosure, protected
against direct high-pressure hot water washes and drenching in vehicle fluids. Most of the
RCMs are located around the machine near the devices that each RCM controls and
monitors. There are three RCMs located inside the Controller, in the Converter Control
Cabinet and three RCMs located in the cab. Exact location of all RCMs is shown in illustration
"CAN CONNECTOR CABLE LAYOUT" (located in SCHEMATICS - beginning on page
022A001. All connections to the RCMs are made through gold-to-gold military style
connectors and are protected against reversed polarities and short circuits. All RCMs are fully
interchangeable, reducing inventory requirements, and are automatically programmed by the
MCM to perform the functions required of it. This interchangeability makes the servicing of the
RCMs a simple and quick pull-out/plug-in procedure. Refer to illustration "REMOTE
CONTROL MODULE".
Figure 6. REMOTE CONTROL MODULE
SERVICE MANUAL
LINCS COMPUTER SYSTEM OPERATION OVERVIEW & FIGURE 6 1_2
USER INTERFACE AND DIAGNOSTICS

LINCS™ provides operator interaction through a display screen, lights, audible alert and a
keypad located on the operator console in the cab. Refer to illustration "COMPUTER
MONITOR AND COMPUTER KEYPAD PANEL".
To keep the operator from being overloaded with information, LINCS™ uses three panel lights
(red, amber and blue) in conjunction with the main display screen to indicate the status/health
of the loader.
• Blue: Indicates a Planned Maintenance (PM) alert condition which does not affect the
operations of the loader, but which should be addressed at the next preventive
maintenance interval.
• Amber: Indicates a condition that needs attention and is accompanied by a “Warning”
message on the display screen. Pertinent action instructions are displayed with or
following the message.
• Red: Indicates a condition requiring immediate shutdown and is accompanied by an
“Alarm” message on the display screen.
In addition to the self-diagnostic routines that are constantly being run, LINCS™ runs detailed
start-up diagnostics to establish the health of the loader before it is operated.
While running normally, LINCS™ provides the operator with a display that shows the current
production and status information of the loader. This configurable screen allows the operator
to accurately gauge the bucket position and angle as well as keep track of individual bucket
weights and cycle times. The current production rate of the machine is also displayed to aid
the operator in maintaining production goals. Refer to illustration "LINCS™ COMPUTER
SCREENS".
If the operator attempts to perform an operation that LINCS™ will not allow, a “NOTICE”
screen, which provides information as to why the operation is not allowed, appears on the
computer monitor.
For detailed interrogation of the system, the operator can navigate the Graphical User
Interface (GUI) to access the various menus and display screens. Through this simple menu
interface, any channel on the system can be monitored and studied. And if desired, eight
different channels can be displayed on the main production screen in an easy to read strip-
chart format for troubleshooting purposes. Optional RF-modems allow this ability to be
extended to 64 channels, which can be monitored and recorded in a portable computer at
some distance removed from the loader.
Online access is provided through the menus to review the events that LINCS™ has logged. It
is also possible to extract the available logs from LINCS™ so that they can be studied back in
the office away from the machine, for analysis, troubleshooting, trending or reporting purposes.
SERVICE MANUAL
FIGURE 7 1_2

REFER TO TA-9918-8 FOR THIS ILLUSTRATION
1. PM ALERT LIGHT (BLUE)
2. WARNING LIGHT (AMBER)
3. ALERT LIGHT (RED)
4. KEYPAD
5. PARK BRAKE CONTROL
6. KEY SWITCH
7. MONITOR
Figure 7. COMPUTER MONITOR AND COMPUTER KEYPAD
PANEL
4 TA9918-8
1 2 3
5
2
4 5 6
7 8 9
OFF
ON
1 START
0
6
TA-9918-8
TA9918-8
SERVICE MANUAL
FIGURE 8 1_2
TA-9936 TA-9934
TA-9933 TA-9932
TA-10137-8
TA-9937
TA-9935 TA-10152-8
Figure 8. LINCS COMPUTER SCREENS
SERVICE MANUAL
NOTES
SERVICE MANUAL
DIGITALLY CONTROLLED LOADER SPECIFICATIONS 1_2
DIGITALLY CONTROLLED LOADER SPECIFICATIONS

LeTourneau Inc. has made every effort to make these specifications as accurate as possible at
the time of printing. However, we reserve the right to make changes and improvements at any
time, without notice, in equipment, materials and specifications. To ensure the most current
information, please contact your distributor representative. Data herein is applicable to models
L-1350, L-1850 and L-2350 unless specified individually. Refer only to the data applicable to
your machine when individually specified.
PROPULSION AND CONTROL
MACHINE ENGINE MODEL TYPE RATED CYLINDERS BORE DISPLACE-
MODEL POWER AND MENT
STROKE
Detroit Series 4-Cycle 1725 HP 6.5 in. X 2975 cu. in.
L-1350 Diesel 4000 Turbocharged/ (1193 kW Twelve (12) 7.5 in. (48.75
Aftercooled @ 1980 (165 mm liters)
ROM) X 190
mm)
Cummins QSK 45 1600 HP 6.26 in. X 2746 cu. in.
(1193 kW 7.5 in. (44.99
@ 1980 (159 mm liters)
RPM) X 190
mm)
Detroit Series 4-Cycle 2000 HP 6.5 in. X 3967 cu. in.
L-1850 Diesel 4000 Turbocharged/Low (1492 kW 7.48 in. (65 liters)
Temperature @ 1900 (165 mm
Aftercooled RPM) Sixteen (16) X 190
mm)
Cummins QSK 60 4-Cycle QSK 60 6.26 in. X 3672 cu. in.
Turbocharged/ Dual 7.48 in. (60.2 liters)
Aftercooled Stage (159 mm
w/Pre- X 190
lube mm)
2000 HP
(1492 kW
@ 1900
RPM)
Detroit Series 4-Cycle 6.5 in. X 3967 cu. in.
Diesel 4000 2300 HP Sixteen (16) 7.5 in. (65 liters)
L-2350 Turbocharged/ (1715 kW (165 mm
Aftercooled @ 1900 X 190
RPM) mm)
Cummins QSK 60 6.26 in. X 3672 cu. in.
7.48 in. (60.2 liters)
(159 mm
X 190
mm)
SERVICE MANUAL
DIGITALLY CONTROLLED LOADER SPECIFICATIONS 1_2
RADIATOR/OIL COOLER
Model L & M MESABI Replaceable Tube Type, Split Flow Side by Side
Type Thermostatically Controlled, Independent Hydraulic Motor-Driven Radiator Fan
Fan Speeds Variable
L-1350: 101 gals (382 liters)
Capacity:
L-1850: 110 gals (416 liters)
L-2350: 120 gals (454 liters)
EXHAUST SYSTEM
Low Restriction Mufflers With Top, Rear Hood Discharge
24V DC SYSTEM
Batteries Four (4) 12-volt
Model 8D
Starter(s) Two (2) Delco-Remy Series 50 MT Type 400
Alternator 175-amp with Integral Voltage Regulator
CONTROLS: LeTourneau Integrated Network Control System

(LINCS™)
Hydraulics
Microprocessor Based Full Digital Control and Monitoring Electrics
Engine
Traction Drive
Modular Design
Built-in Diagnostics Screen Display and Keypad
No Contactors or
Power Switch Gear
Solid State Controlled Traction Drive
Infinitely Variable
Speed Control
Built-in Standby Power
Control
WEIGHT TO HORSEPOWER RATIO

L-1350 L-1850 L-2350
244 lbs.(110 kgs) 252 lbs.(114 kgs) 252 lbs.(114 kgs.)
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D 1_2
AC GENERATOR
MACHINE
MODEL MODEL TYPE EXCITATION FEATURE
L-1350 LeTourneau, 9B Generator

Alternating Current, Solid State Standby Power
L-1850 LeTourneau 12C 3-Phase, 4-Pole Capability
Generator
L-2350 LeTourneau 12C
Generator
TRACTION MOTORS
MACHINE MODEL TYPE NUMBER
MODEL
L-1350 LeTourneau M40 Traction Motor
Direct Current, 4-Pole, Shunt Four (4)
L-1850 LeTourneau J2 Traction Motor Wound
L-2350
DRIVE GEARING
In-line gear train-mounted within the rim of the tire, transmitting power from the traction
motor to the tire/rim assembly. Each driver unit consists of a planetary gear train, hub
structure, spindle structure, primary gearbox and a bearing carrier assembly with
independent onboard filtration.
MACHINE MODEL TOTAL FILTRATION

MODEL REDUCTION
L-1350 LeTourneau 51-B 92:1
10 Micron
L-1850 LeTourneau 57 99:1
L-2350
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D 1_2
TIRES
Standard Tires Standard Tires Ply Rating Standard Rims
74 PR 36 x 51
49/75 x 51
L-1350 Optional Tires Optional Tires Ply Rating Optional Rims
50/80 x 57 57 PR 36 x 57
52/80 x 57 57 PR 36 x 57
55/80 x 57 57 PR 44 x 57
L-1850 53.5/85 x 57 (L-5) 76 PR 44 x 57
Optional Tire Optional Tire Ply Rating Optional Rim
55/80R X 57 (L-5) 76 PR 47 x 57
L-2350
70/70 x 57 82 PR 60 x 57
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D...HYDRAULIC SYSTEM 1_2
HYDRAULIC SYSTEM
PUMPS
L-1350 L-1850 L-2350
Bucket & Hoist Piston Pumps 375 GPM 500 GPM 500 GPM
Steering 90 GPM 90 GPM 63 GPM
Fan Drive 45 GPM 45 GPM 45 GPM
Blower 60 GPM 45 GPM 45 GPM
Auxiliary N/A 14 GPM 14 GPM
Independent Hydraulic Cooling System Vane Pump 110 GPM 110 GPM 100 GPM
PUMP DRIVE BOX
LeTourneau, Inc. Manufactured
Ratio 1:1
VALVES
MACHINE MAIN STEERING
MODEL
L-1350 Three 185 GPM Relief 3300 PSI One 90 GPM Relief 3400 PSI
(3) (700 Pressure (22,754 (1) (341 Pressure (23,443
l/min) kPa) l/min) kPa)
L-1850 175 GPM 3300 PSI 80 GPM 3400 PSI
(663 (22,754 (303 (23,443
L-2350 185 GPM 4000 PSI 63 GPM 3400 PSI
(700 (27,580 (238 (23,443
CYLINDERS
MACHINE HOIST BUCKET STEERING
MODEL
L-1350 Diameter and Stroke Diameter and Stroke 10.0 in x Diameter and Stroke 7.5
13.5 in x 74.5 in (343 mm 41.5 in (254 mm x 1054 mm) in x 30.0 in (190 mm x
x 1892 mm) 762 mm)
L-1850 Diameter and Stroke Diameter and Stroke (Standard Diameter and Stroke 7.5
15.0 in x 83.0 in (381 mm and High Lift) 12.5 in x 42.8 in in x 30.0 in (190 mm x
x 2108 mm) (318 mm x 1086 mm) 762 mm)
L-2350 Diameter and Stroke Diameter and Stroke 12.5 in x Diameter and Stroke 6.5
16.0 in x 83.0 in (406 mm 42.75 in (317 mm x 1086 mm) in x 30.0 in (165 mm x
x 2108 mm) 762 mm)
FILTERS
Full System Return Flow 10 Micron
Gearbox 10 Micron
Pump (Case Drain) 10 Micron
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D...GENERAL SERVICE 1_2
DATA
GENERAL SERVICE DATA
FLUID CAPACITIES
CRANKCASE
MACHINE FUEL HYDRAULIC COOLING (INCLUDES FILTERS) GEARBOX DRIVERS
MODEL TANK TANK SYSTEM DETROIT
CUMMINS
DIESEL
Approx. 36
L-1350 925 375 Gal. 101 Gal. 48 Gal. 58 Gal. 7 Gal. Gal. (136
Gal. (1418 L.) (382 L.) (182 L.) (219 L.) (26 L.) L.)
(3497
L.)
L-1850 1050 375 Gal. 110 Gal. 54 Gal. 50 Gal. 7 Gal. Approx. 25
Gal. (1419 L.) (416 L.) (204 L.) (189 L.) (27 L.) Gal.
(3970 (94.5 L.)
L.)
Approx. 25
1305 375 Gal. 120 Gal. 58 Gal. 60 Gal. 7 Gal. Gal.
L-2350
Gal.* (1418 L.) (454 L.) (219 L.) (227 L.) (26 L.) (94.5 L.)
(4939
L.)
*EARLY MODELS-1050 Gal. (3974 L.)
NOMINAL REPORTED FUEL CONSUMPTION – GALLONS/LITERS PER

HOUR
L-1350 L-1850 L-2350
32 – 42 Gal (121 – 159 Liters) 36 – 49 Gal (136 – 185Liters) 45 – 58 Gal (170 – 219 Liters)
OPERATOR ENVIRONMENT
CAB
Spacious, ergonomically designed operator’s cab is mounted directly
over the center articulation point, providing excellent visibility. The cab is
independently rubber mounted separate from the ROPS structure to
minimize vibration and sound transmission. Only filtered air enters the
pressurized cab, which includes air conditioning as standard, in addition
to the high output heater-defroster. Climate control vents are strategically
located throughout the cab. The bucket seat has adjustable air
suspension along with seat belts. Other standard features include joystick
steering, tinted glass, sun visor and full insulation for thermal and sound
dampening.
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D...GENERAL SERVICE 1_2
DATA
STANDARD GAUGES AND INDICATORS

Engine Coolant Temperature Gauge
Engine Lube-Oil Pressure Gauge
Fuel Level Gauge
Hourmeter
Speedometer
System Air Pressure Gauge
STANDARD INDICATOR LIGHTS AND AUDIBLE ALARMS

Three warning lights and an audible alarm advise the operator of the
condition of the engine, hydraulic, electrical, and electronic systems of
the loader (RED, AMBER and BLUE). The operator is additionally
informed of a potential problem by text messages on a computer display.
The computer display also provides repair technicians with operational
and history data in the event of a loader malfunction.
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D...BRAKING SYSTEMS 1_2

BRAKING SYSTEMS
PRIMARY BRAKING SYSTEM

Electric Braking (Retarding) is designed as the primary braking system.
Can be controlled from the accelerator or the retard/brake pedal. Solid-
state, no wearing parts braking system will bring the loader to a stop
without the application of the air or hydraulically-operated brakes used for
backup.
SERVICE, EMERGENCY AND PARKING BRAKE SYSTEM

Armature speed disc brakes, spring-actuated air release (L-1350-L-1850)
or hydraulic release (L-2350), automatic actuation on all four wheels in
the event of pressure loss.
COOLING AIR SYSTEM
Filtered Inlet Air Cools Control Box, AC Generator and Traction Motors
Function
Blower Backward Inclined Blade Fan
Drive Hydraulic Motor
Filter Make Self-cleaning, with KLENZ™ System
FRAME
L-1350
The frame structures are fabricated from high-strength, low-alloy steel
with excellent weldability and low temperature properties throughout.
The cast front axle is an integral, fixed part of the frame. The cast rear
axle is allowed to oscillate a total of ±11 degrees on the rear frame.
The independent power module mounting system is cradled within the
rear frame by a three-point isolation system.
L-1850-L-2350
The frame structures are fabricated from high-strength, low-alloy steel
with excellent weldability and low temperature properties throughout. The
front axle is an integral, fixed part of the frame. The rear axle is allowed to
oscillate a total of ±11 degrees on the rear frame.
The independent power module mounting system is cradled within the
rear frame by a three-point isolation system.
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D...INDEPENDENT STEERING AND HOIST SYSTEMS 1_2
INDEPENDENT
Training only! Always use your STEERING
machine originalAND HOIST
documentation! SYSTEMS
INDEPENDENT HOIST SYSTEM
Both hoist and bucket control functions are incorporated into a single
joystick. Hydraulic metered pilot-controlled hoist system is independent
of the steering system utilizing single stage, double-acting cylinders
mounted outside of the front frame.
ARTICULATED POWER STEERING

Joystick controlled articulating frame — full-time hydrostatic power steering. The electric
drive, with its constant RPM, provides full steering response regardless of vehicle speed.
MACHINE OPERATING ARTICULATION ANGLE TURNING RADIUS

MODEL PRESSURE STANDARD LIFT HIGH
LIFT
L-1350 3400 psi 42° each side 40’-6” N/A
(23,442 kPa)
L-1850 3400 psi 42º each side 43’-0” 44’-1”
(23,442 kPa)
L-2350 3400 psi 42° each side 40’-6” N/A
(23,442 kPa)
OPERATIONAL DATA
INDEPENDENT HOIST SYSTEM
Hydraulic metered pilot-controlled hoist system is independent of the steering system
utilizing single stage, double-acting cylinders mounted outside of the front frame.
MACHINE MODEL HOIST DUMP FLOAT TOTAL TIME
L-1350 13 seconds 3 seconds 5 seconds 21 seconds
TRAVELING SPEED INFINITELY VARIABLE

MACHINE MODEL
L-1350 Forward and Reverse 0-10 MPH (0-16.09 Kph)
L-1850
Forward and Reverse 0-9 MPH (0-17.7 Kph)
L-2350
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D...STANDARD AND OPTIONAL EQUIPMENT 1_2
STANDARD
Training only! Always AND OPTIONAL
use your machine EQUIPMENT
original documentation!
STANDARD EQUIPMENT
Access Ladder Light Kit
Air Conditioning, Filtered and Pressurized
Air Dryer System
Air Horn
Air Start
Air Tank Bleed Kit
Ash Tray and Cigar/Cigarette Lighter
Automatic Adjustable Lift Height Cut Off
Automatic Bucket Leveling Device
Automatic Cabinet Lights
Automatic Lubrication System
Backup Alarm, Audible
Battery Disconnect Switch
Convex Mirrors
Door Interlock Kit
Drawbar
Dust Detectors, Engine Intake Air
Emergency Stop Kit – Cab and Remote Mounted
Engine Compartment Light
Five (5) Gallon Windshield Washer Reservoir
FOPS, Falling Object Protection System
Ground Fault Electrics
Heater-Defroster, High-Output
High, Low Idle Switch
Idle Timer
Illuminated Instrument Panel
Interior Lights
Joy Stick Bucket Controls
Joy Stick Steering
Ladder Walkway-Rear Access
LINCS™ - LeTourneau Integrated Network Controlled System
Manual Fire Extinguisher, 21 lbs. (9.53 kgs)
Maintenance Lockout Switch
SERVICE MANUAL
LOADER SPECIFICATIONS...CONT'D...STANDARD AND OPTIONAL EQUIPMENT 1_2
Mirror, Rearview
Overspeed Alarm
Parking Brake
Rear Tow Hitch
Rock Deflectors
ROPS, Rollover Protective Structure
Seat Belt
Standby Power Capability
Sun Visor
Tinted Safety Glass Throughout
Turn Signals
Twelve (12) Volt Power Supply
Windshield Wiper and Washer, Front and Rear
Work Lights, 110 Volt – 500 Watt (Cab) (6)
OPTIONAL EQUIPMENT
Air Clean-Out In Cab
Auxiliary Cab Heater, Water
Auxiliary Oil Cooler
Auxiliary Steering System
Central Service and Fast Fuel
Electric Cab Heater
Engine Heating System, Oil and Water
Fast Fuel
Fire Detection System
Fluid Sampling Kit
Grease Reservoir Heater
Hydraulic Tank and Battery Heater
Jumpstart Kit
Manual Fire Suppression System
Standby Power
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1350 OPERATING CAPACITIES, WEIGHTS & DIMENSIONS 1_2
L-1350 OPERATING CAPACITIES, WEIGHTS, AND DIMENSIONS
DIMENSION TIRE OPTIONS

49/75-51 50/80-57 52/80-57 55/80R-57
Bucket Capacity 26 yd3 26 yd3 26 yd3 26 yd3
(19.88 m3) (19.88 m3) (19.88 m3) (19.88 m3)
Operating Payload 84,000 lbs.
(38,101 kgs)
Operating Payload w/High Lift 78,000 lbs.
(35,380 kgs)
Bucket Width 20 ft., 7 in. 20 ft., 7 in. 20 ft., 7 in. 20 ft., 7 in.
(6.27 m) (6.27 m) (6.27 m) (6.27 m)
Bucket Width with Deflectors 22 ft., 7 in. 22 ft., 7 in. 22 ft., 7 in. 22 ft., 7 in.
(6.88 m) (6.88 m) (6.88 m) (6.88 m)
Hinge-Pin Height 27 ft., 6 in. 28 ft., 2 in. 28 ft., 0 in. 28 ft., 4 in.
(8.38 m) (8.59 m) (8.53 m) (8.64 m)
Dump Clearance 45° Discharge 20 ft., 10 in. 21 ft., 6 in. 21 ft., 4 in. 21 ft., 8 in.
(6.35 m) (6.55 m) (6.50 m) (6.60 m)
Dump Clearance w/High Lift 23 ft.
(7.01 m)
Reach @ Full Lift 45° Discharge 9 ft., 4 in. 8 ft., 8 in. 8 ft., 10 in. 8 ft., 6 in.
(2.84 m) (2.64 m) (2.69 m) (2.59 m)
Digging Depth 1 ft., 3 in. 0 ft., 7 in. 0 ft., 9 in. 0 ft., 6 in.
(0.38 m) (0.18 m) (0.23 m) (0.15 m)
Height - Bucket Fully Raised 35 ft., 6 in. 36 ft., 2 in. 36 ft., 0 in. 36 ft., 4 in.
(10.82 m) (11.02 m) (10.97 m) (11.07 m)
Ground Clearance 1 ft., 6 in. 2 ft., 2 in. 2 ft., 1 in. 2 ft., 4 in.
(0.46 m) (0.66 m) (0.64 m) (0.71 m)
Overall Length Bucket Down 55 ft., 0 in. 55 ft., 0 in. 55 ft., 0 in. 55 ft., 0 in.
(16.76 m) (16.76 m) (16.76 m) (16.76 m)
Overall Length Carry Position 54 ft., 0 in. 54 ft., 0 in. 54 ft., 0 in. 54 ft., 0 in.
(16.46 m) (16.46 m) (16.46 m) (16.46 m)
Wheel Base 21 ft., 3 in. 21 ft., 3 in. 21 ft., 3 in. 21 ft., 3 in.
(6.48 m) (6.48 m) (6.48 m) (6.48 m)
Tread 14 ft., 7 in. 14 ft., 7 in. 14 ft., 7 in. 14 ft., 7 in.
(4.45 m) (4.45 m) (4.45 m) (4.45 m)
Width Outside Tires 18 ft., 9 in. 18 ft., 9 in. 18 ft., 11 in. 19 ft., 2 in.
(5.72 m) (5.72 m) (5.77 m) (5.84 m)
Height Over Cab 19 ft., 3 in. 20 ft., 0 in. 19 ft., 10 in. 20 ft., 1 in.
(5.87 m) (6.10 m) (6.05 m) (6.12 m)
SERVICE MANUAL
Static Tipping Loads Straight 222,700 lbs. 231,000 lbs. 229,434 lbs. 235,273 lbs.
(101,017 kgs) (104,782 kgs) (104,071 kgs) (106,720 kgs)
Full 45° turn 187,130 lbs. 194,334 lbs. 192,950 lbs. 198,000 lbs.
(84,882 kgs) (88,150 kgs) (87.522 kgs) (89,813 kgs)
Breakout Force 220,000 lbs. 220,000 lbs. 220,000 lbs. 220,000 lbs.
(99,792 kgs) (99,792 kgs) (99,792 kgs) (99.792 kgs)
Operating Weight 390,000 lbs. 390,000 lbs. 390,000 lbs. 390,000 lbs.
(176,904 kgs) (176,904 kgs) (176,904 kgs) (176,904 kgs)
Operating Weight w/High Lift 395,000 lbs.
(179,168 kgs)
SERVICE MANUAL
L-1350 COMPONENT APPROXIMATE WEIGHTS 1_2
Training only! AlwaysCOMPONENT

L-1350 use your machine original documentation! WEIGHTS
APPROXIMATE
NOTE: These weights are only approximate as a guide for determining proper lifting
procedures and equipment. These weights do not include liquids or external hardware in or on
the components.
ITEM/EQUIPMENT LBS. KGS.

ENGINE, CUMMINS 12,291 5575
ENGINE, DETROIT DIESEL 13,290 6028
POWER UNIT (ENGINE/GENERATOR) CUMMINS 21,491 9,748
POWER UNIT (ENGINE/GENERATOR) DETROIT DIESEL 24,500 11,113
BUCKET, WITH TEETH AND PINS 34,000 15,422
LIFT ARM STRUCTURE 42,000 19,051
BELLCRANK 3,850 1,746
LEVEL LINK 1,000 454
FRONT FRAME W/HOIST CYLINDER 65,000 29,484
REAR FRAME W/ENGINE/GENERATOR/REAR AXLE 102,200 45,449
HOIST CYLINDER 2,725 1,236
BUCKET CYLINDER 3,100 1,406
STEERING CYLINDER 940 426
TIRE AND RIM ASSEMBLY, 50/80 - 57 16,100 7,303
TIRE 9,100 4,128
RIM 7,000 3,175
DRIVER 9,100 4,128
MOTOR WITH BRAKE
M-40 4,650 2,109
B-40 4,600 2,087
MOTOR, DRIVER, BRAKE
M-40 13,750 6,237
B-40 13,600 6,169
SERVICE MANUAL
Training only! Always useITEM/EQUIPMENT LBS. KGS.

your machine original documentation!
GENERATOR 9,200 4,173
HYDRAULIC TANK 2,000 907
HOOD STRUCTURE 4,000 1,814
REAR COWL 1,800 817
RADIATOR, OIL COOLER ASSEMBLY 4,000 1,814
REAR AXLE 10,000 4,536
HYDRAULIC PUMP GEARBOX 3,000 1,361
HUSCO VALVE 300 136
BLOWER/AIR CLEANER ASSEMBLY 2,200 998
MUFFLER 400 181
ELECTRICAL CONVERTER CABINET 4,000 1,814
ROLL BAR 8,000 3,629
CAB 2,000 907
GRID STRUCTURE W/GRIDS 800 363
BATTERIES 150 68
SERVICE MANUAL
L-1850 OPERATING CAPACITIES, WEIGHTS, AND DIMENSIONS
Standard High Lift

Bucket Capacity 33 yd3
(25.23 m3) 31 yd3 (23.70 m3)
Operating Payload 100,000 lbs. (45,360 kgs) 94,000 lbs. (42.638 kgs)
Bucket Width 21 ft 0 in. (6.40 m) 21 ft., 0 in. (6.40 m)
Bucket Width with Deflectors 22 ft., 0 in. (6.71 m) 22 ft., 0 in. (6.71 m)
Hinge-Pin Height 30 ft., 2 in. (9.20 m) 32 ft., 0 in. (9.75 m)
Dump Clearance 45° Discharge 22 ft., 0 in. (6.71 m) 24 ft., 0 in. (7.32 m)
Reach @ Full Lift 45° Discharge 9 ft., 0 in. (2.74 m) 9 ft., 0 in. (2.74 m)
Digging Depth 0 ft., 6 in. (0.31 m) 0 ft., 8 in. (0.24 m)
Height - Bucket Fully Raised 39 ft., 2 in. (11.95 m) 40 ft., 8 in. (12.44 m)
Ground Clearance 2 ft., 6 in. (0.79 m) 2 ft., 6 in. (0.79 m)
Overall Length Bucket Down 58 ft., 6 in. (17.83 m) 60 ft., 0 in. (18.29 m)
Overall Length Carry Position 56 ft., 10 in. (17.32 m) 58 ft., 2 in. (17.73 m)
Wheelbase 23 ft., 0 in. (7.01 m) 23 ft., 0 in. (7.01 m)
Tread 15 ft., 0 in. (4.57 m) 15 ft., 0 in. (4.57 m)
Width Outside Tires 19 ft., 2 in. (5.84 m) 19 ft., 2 in. (5.84 m)
Height Over Cab 20 ft., 8 in. (6.34 m) 20 ft., 2 in. (6.15m)
Straight 225,000 lbs. (102,060 kgs) 215,000 lbs. (97,524 kgs)

Static Tipping Loads
Full 42° Turn 200,000 lbs. (90,720 kgs) 190,000 lbs. (86,184 kgs)
Breakout Force 263,000 lbs. (119,297 kgs) 266,000 lbs. (120,658 kgs)
Operating Weight 506,000 lbs. (229,522 kgs) 511,000 lbs. (231,790 kgs)
SERVICE MANUAL
NOTES
SERVICE MANUAL
Training only! AlwaysCOMPONENT

L-1850 use your machine original documentation! WEIGHTS
APPROXIMATE
the components. Always allow a safety margin above these weights.
STANDARD LIFT HIGH LIFT

ITEM/EQUIPMENT LBS. KGS. LBS. KGS.
POWER UNIT, CUMMINS/DD 24,500 11,113 24,500 11,113
ENGINE, CUMMINS & DD - DRY 20,210 9,162 20,210 9,162

21-YD. BUCKET, W/TEETH AND PINS 45,000 20,412 45,000 20,412
28-YD. BUCKET, W/TEETH AND 55,000 24,954 55,000 24,954
PINS
LIFT ARM ASSEMBLY 60,000 27,216 60,000 27,216
BELLCRANK 6,800 3,084 6,800 3,084
LEVEL LINK 800 363 800 363
FRONT FRAME W/HOIST 74,000 33,566 74,000 33,566

CYLINDER
REAR FRAME W/ENGINE/GENERATOR/REAR AXLE 140,000 63,504 140,000 63,504
HOIST CYLINDER 5,300 2,404 5,300 2,404
BUCKET CYLINDER 2,300 1,044 2,700 1,225
STEERING CYLINDER 940 426 940 426
TIRE AND RIM ASSEMBLY, 53.5 X 17,000 7,711 17,000 7,711

57
TIRE, 50/80 - 57 9,500 4,309 9,500 4,309
RIM, 34 X 57 OR 45 X 51 3,200 1,452 3,200 1,452
RIM, 44 X 57 5,000 2,268 5,000 2,268
DRIVER 13,000 5,897 13,000 5,897
MOTOR, W/BRAKE 5,800 2,630 5,800 2,630
SERVICE MANUAL

MOTOR, DRIVER, BRAKE 18,800 8,527
HYDRAULIC TANK 3,000 1,361
FUEL TANK 3,000 1,361
HOOD STRUCTURE 4,000 1,814
REAR COWL 1,800 817
REAR AXLE 9,200 4,173
GEARBOX 3,000 1,361
HOIST AND BUCKET CONTROL 200 91

VALVE
BLOWER 400 181
MUFFLER 400 181
ROLL BAR 7,800 3,538
CAB 2,000 907
BATTERIES 150 68
SERVICE MANUAL
L-2350 OPERATING CAPACITIES, WEIGHTS, AND 1_2
DIMENSIONS
EARLY MODELS CURRENT MODELS
DIMENSION TIRES TIRES

70/70-57 70/70-57
Bucket Capacity 53 yd3 40 m3 53 yd3 40.52 m3
Operating Payload 160,000 lbs. 72,574 160,000 lbs. 72,574
Bucket Width 22 ft., 4 in. 6.81 22 ft., 4 in. 6.81
Bucket Width with Deflectors 25 ft., 6 in. 7.78 25 ft., 6 in. 7.78
Hinge-Pin Height 32 ft., 3 in. 9.83 32 ft., 6 in. 9.9
Dump Clearance 45° Discharge 24 ft., 0 in. 7.32 24 ft., 0 in. 7.3
Reach @ Full Lift 45° Discharge 12 ft., 5 in. 3.78 11 ft., 2 in. 3.40
Digging Depth 9 in. 0.23 6 in. 0.15
Height - Bucket Fully Raised 43 ft., 9 in. 13.33 43 ft., 9 in. 13.33
Ground Clearance 1 ft., 6 in. 0.46 1 ft., 6 in. 0.46
Overall Length Bucket Down 64 ft., 8 in. 19.71 66 ft., 2 in. 20.16
Overall Length Carry Position 62 ft., 0 in. 18.9 63 ft., 6 in. 19.35
Wheel Base 25 ft., 6 in. 7.77 25 ft., 10 in. 7.87
Tread 16 ft., 4 in. 4.98 16 ft., 5 in. 5.00
Width Outside Tires 22 ft., 2 in. 6.76 22 ft., 2 in. 6.76
Height Over Cab 21 ft. 6.45 21 ft. 6.4
Static Tipping Straight 320,000 lbs. 145,149 Kgs 308,276 lbs. 139,832 Kgs
Loads
Breakout Force 266,000 lbs. 120,658 289,000 lbs. 129,730
Kgs. Kgs.
Operating Weight 596,000 lbs. 270,340 578,000 lbs. 262,176
Kgs. Kgs.
SERVICE MANUAL
NOTES
SERVICE MANUAL

the components.
STANDARD LIFT

ENGINE, CUMMINS 17,550 7,961
ENGINE, DETROIT DIESEL 16,000 7,257
POWER UNIT (ENGINE/GENERATOR) CUMMINS 27,450 12,451
POWER UNIT (ENGINE/GENERATOR) Detroit Diesel 25,900 11,748
BUCKET, WITH TEETH AND PINS 53-CU. YD. 70,250 31,865
LIFT ARM STRUCTURE 63,500 28,803
BELLCRANK 7,200 3,266
LEVEL LINK 850 386
FRONT FRAME W/HOIST CYLINDER 81,000 36,741
REAR FRAME W/ENGINE/GENERATOR/REAR AXLE 154,000 69,853
HOIST CYLINDER 5,560 2,522
BUCKET CYLINDER 2,900 1,316
STEERING CYLINDER 940 426
TIRE AND RIM ASSEMBLY 22,000 9,979
TIRE 70/70-57 15,300 6,940
RIM 60 X 57 6,700 3,039
DRIVER 13,000 5,897
MOTOR WITH BRAKE 5,800 2,630
MOTOR, DRIVER, BRAKE 18,800 8,527
SERVICE MANUAL

HYDRAULIC TANK 2,000 907
HOOD STRUCTURE 2,000 907
REAR COWL 2,250 998
REAR AXLE 11,000 4,989
HYDRAULIC PUMP GEARBOX 3,000 1,361
HUSCO VALVE 300 136
BLOWER/AIR CLEANER ASSEMBLY 2,615 1,186
MUFFLER 400 181
ROLL BAR 7,800 3,538
CAB 2,000 907
BATTERIES 150 68
SERVICE MANUAL
PROCEDURE TO WEIGH LETOURNEAU, INC. LOADERS & FIGURE 9 1_2
PROCEDURE
Training only! Always TO WEIGH
use your machineLETOURNEAU,
original documentation! INC. LOADERS
The following procedure is designed to provide an accurate weighing of the loader and
conform to SAE definitions. This procedure is provided to assist with tire specifications and
LINCS™ load weighing calibrations.
PREPARATION OF WEIGHING AREA AND SCALES
a. Ensure scales have sufficient capacity to withstand the loaded front axle mass of the
loader. Ensure scales are adequate to handle 80% of listed machine mass. Refer to
L-1350, L-1850, L-2350 COMPONENT APPROXIMATE WEIGHTS in this publication.
b. Scales used for weighing to be installed and calibrated to the requirements of the scale
manufacturers. Calibration date and error curves are to be provided.
c. Scales to be positioned to allow machine weights to be taken with machine frame level,
both fore and aft, and side to side. Surface to be a hard-packed area, offering minimal
rolling resistance.
d. An area adjacent to the scales must be provided to enable the machine to be turned
around, enabling the weights to be recorded in opposing directions.
PREPARATION OF MACHINE TO BE WEIGHED
a. Machine is to be thoroughly cleaned and all bucket hang-up is to be completely
removed.
b. Machine is to be charged with a full fuel load and all systems up to the operating fluid
levels.
c. Tire pressures to be to manufacturer’s specifications.
d. The machine operator should remain onboard during all weight readings.
WEIGHING PROCEDURE
a. Three (3) different bucket positions are used with weighing the loader. The definitions
are:
CARRY POSITION
• The bucket is rolled back to the stops.

• The lift arms are raised to give a 15° approach angle under the bucket to the front
tire, tangent to the tire contact point. This is approximately 4 feet (1.2 m) from
bucket pivot pin to ground level.
Figure 9. CARRY POSITION
SERVICE MANUAL
PROCEDURE TO WEIGH LOADERS...CONT'D & FIGURES 10 & 11 1_2
TIP POSITION

• The lift arms are raised to position the bucket pivot pin level with the lift arm pivot
ball.
Figure 10. TIP POSITION
SERVICE MANUAL
Training
FULL LIFTonly! Always use your machine original documentation!
POSITION

• The lift arms are raised to the maximum lift height (hoist detent cut-out).
Figure 11. FULL LIFT POSITION
b. The loader is weighed first facing in one direction, and then turned around 180°and
weighed again.
c. The loader is weighed in each position, and in each direction, first with an empty bucket,
then with a loaded bucket. The load in the bucket is to be as close to the machine-rated
load as possible, up to a maximum of ± 5%.
SERVICE MANUAL
1. The loader load weigh system should be calibrated and used to

establish the bucket load weight.
2. The same bucket load should be used for all recorded weights.
DOCUMENTING THE WEIGHING PROCESS
The Loader Weighing Record Chart provides the fields to be recorded during the weighing
process.
The chart must be completed in full to be a valid weight record. The chart
can be printed from the DVD on 8-1/2 x 11 or A4 paper.
SERVICE MANUAL
FIGURE 12 1_2
Loader Weighing Data Sheet

Unit of
measure US Short
(Select One) Ton 2000 Lbs. 907 Kgs.
Imperial Ton 2240 Lbs. 1016 Kgs.
Metric Tonne 2204 Lbs. 1000 Kgs.
Serial
Machine Details Model Number Hours Date Time Fuel %
Calibration
Scale Details Owner Make Model Capacity Date
Front Axle Rear Axle Subtotals

Position Bucket Direction Left Right Left Right Front Axle Rear Axle Total Averages
Carry Empty Left to Right
Tip Empty Left to Right
Full Lift Empty Left to Right
Carry Empty Right to Left
Tip Empty Right to Left
Full Lift Empty Right to Left
Carry Loaded Left to Right
Tip Loaded Left to Right
Full Lift Loaded Left to Right
Carry Loaded Right to Left
Tip Loaded Right to Left
Full Lift Loaded Right to Left
Payload
Weighing Technician Name Company Signature
Notes: This document must be completed in full. Date Completed Time Completed
Attach copies of scale calibration curves to this data sheet.
Figure 12. LOADER WEIGHING DATA SHEET
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all relevant data, such as specifications, Warnings, Cautions
or Notes that may be found in other documentation. Verify you have read and understood all associated information before performing any work on the machine. It is the responsibility of the
mechanic, repairman or inspector to understand all instructions for the specific work being performed.
SERVICE MANUAL
FIGURE 13 1_2
SEE ILLUSTRATION ON PAGE 001A041 (p)
L-1350 TOP VIEW WITH TIRES AS INDICATED
TIRES 49/75 X 51 52/80 X 57 50/80 X 57 50/80 X 57
(A) 14 ft. 7 in. (4.45 m) 14 ft. 7 in. (4.45 m) 14 ft. 7 in. (4.45 m) 14 ft. 7 in. (4.45 m)
(B) 18 ft. 9 in. (5.72 m) 18 ft. 11 in. (5.77 m) 18 ft. 9 in. (5.72 m) 19 ft. 2 in. (5.84 m)
(C) 20 ft. 7 in. (6.27 m) 20 ft. 7 in. (6.27 m) 20 ft. 7 in. (6.27 m) 20 ft. 7 in. (6.27 m)
L-1850 TOP VIEW WITH 53.5/85 X 57 TIRES

(A) 15 ft. 0 in. (4.57 m)
(B) 19 ft. 5 in. (5.92 m)
(C) 21 ft. 0 in. (6.40 m)
L-2350 TOP VIEW WITH 70/70 X 57 TIRES

(A) 16 ft. 4 in. (4.98 m)
(B) 22 ft. 2 in. (6.76 m)
(C) 22 ft. 4 in. (6.81 m)
Dimensions shown are subject to change and vary in actual use due to tire
deflection. The simplified drawing is intended for reference only. If exact
dimensions are needed for the machine, field inspections and
measurements should be taken as required.
SEE TA-9311B FOR THIS ILLUSTRATION
L-1350 SIDE VIEW WITH TIRES AS INDICATED

TIRES 49/75 X 51 52/80 X 57 50/80 X 57 55/80R X 57
(A) 35 ft. 6 in. (10.82 m) 36 ft. 0 in. (10.97 m) 36 ft. 2 in. (11.02 m) 36 ft. 4 in. (11.07 m)
(B) 27 ft. 6 in. (8.38 m) 28 ft. 0 in. (8.53 m) 28 ft. 2 in. (8.59 m) 28 ft. 4 in. (8.64 m)
(C) 20 ft. 10 in. (6.35 m) 21 ft. 4 in. (6.50 m) 21 ft. 6 in. (6.55 m) 21 ft. 8 in. (6.60 m)
(D) 9 ft. 4 in. (2.84 m) 8 ft. 10 in. (2.69 m) 8 ft. 8 in. (2.64 m) 8 ft. 6 in. (2.59 m)
(E) 1 ft. 3 in. (0.38 m) 0 ft. 9 in. (0.23 m) 0 ft. 7 in. (0.18 m) 0 ft. 6 in. (0.16 m)
(F) 1 ft. 6 in. (0.46 m) 2 ft. 1 in. (0.64 m) 2 ft. 2 in. (0.66 m) 2 ft. 4 in. (0.71 m)
(G) 21 ft. 3 in. (6.48 m) 21 ft. 3 in. (6.48 m) 21 ft. 3 in. (6.48 m) 21 ft. 3 in. (6.48 m)
(H) 55 ft. 0 in. (16.76 m) 55 ft. 0 in. (16.76 m) 55 ft. 0 in. (16.76 m) 55 ft. 0 in. (16.76 m)
(I) 19 ft. 3 in. (5.87 m) 19 ft. 10 in. (6.05 m) 20 ft. 0 in. (6.10 m) 20 ft. 1 in. (6.12 m)
SERVICE MANUAL
FIGURE 13 1_2
Training only! AlwaysL-1850 SIDE

use your VIEW original
machine WITH 53.5/85 X 57 TIRES
documentation!
TIRE STANDARD HIGH LIFT
Bucket 33 yd3 (25.23 m3) Bucket 31 yd3 (23.70 m3)
(A) 39 ft. 2 in. (11.95 m) 40 ft. 8 in. (12.44 m)
(B) 30 ft. 2 i. (9.20 m) 32 ft. 0 in. ((9.75 m)
(C) 22 ft. 0 in. (6.71 m) 24 ft. 0 in. (7.32 m)
(D) 9 ft. 0 in. (2.74 m) 9 ft. 0 in. (2.74 m)
(E) 0 ft. 6 in. (0.15 m) 0 ft. 8 in. (0.24 m)
(F) 2 ft. 6 in. (0.79 m) 2 ft. 6 in. (0.79 m)
(G) 23 ft. 0 in. (7.01 m) 23 ft. 0 in. (7.01 m)
(H) 58 ft. 6 in. (17.83 m) 60 ft. 0 in. (18.29 m)
(I) 20 ft. 11 in. (6.68 m) 20 ft. 11 in. (6.68 m)
L-2350 SIDE VIEW WITH 70/70 X 57 TIRES

TIRES
(A) 43 ft. 4 in. (13.21 m)
(B) 32 ft. 3 in. (9.83 m)
(C) 24 ft. 0 in. (7.32 m)
(D) 12 ft. 5 in. (3.78 m)
(E) 0 ft. 9 in. (.23 m)
(F) 1 ft. 6 in. (.46 m)
(G) 25 ft. 6 in. (7.77 m)
(H) 64 ft. 8 in. (19.71 m)
(I) 21 ft. (6.4 m)
Figure 13. LOADER STANDARD CONFIGURATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
LETOURNEAU, INC. WORLDWIDE SERVICE & REBUILD CENTERS 1
Training only! Always use your

LETOURNEAU, INC.machine original documentation!
WORLDWIDE SERVICE AND REBUILD CENTERS MINING
EQUIPMENT
The following list of dealers and rebuild centers is provided to assist the owner in obtaining service and parts when and where
required worldwide. This list is accurate at the time of printing but is subject to change without notice. LeTourneau, Inc. strongly
recommends contacting the facilities listed herein by phone prior to shipment of any components for repair or rebuild. Verify that
the facility can handle the needed repair or rebuild, time frame for completion of repair or rebuild, and shipping instructions.
Country Name Mailing Address Physical Telephone Fax Additional

Address Comments
LETOURNEAU, INC. SALES AND SERVICE COMPANY:
USA Tucson, Arizona 6393 S. Campbell Same (520) 294- (520) 294- Authorized
Branch Ave. 6600 7680 Rebuild
Tucson, AZ 85706- (800) 648- Center
4441 4599
USA Gillette, Wyoming 3201 LeTourneau Dr. Same (307) 686- (307) 686-
Branch Gillette, WY 82718 1808 1833
USA Elko, Nevada Branch 582 West Cedar St. Same (775) 738- (775) 738-
Elko, NV 89801-2968 1735 1785
USA Farmington, New 2800 Inland St. Same (505) 327- (505) 325-
Mexico Branch Farmington, NM 7462 1677
87401-1842
CONSTRUCTION MACHINERY, INC.:
USA Construction 5400 Homer Dr. Same (907) 563- (907) 563-
Machinery Anchorage, AK 99518 3822 1381
(800) 478-
3822
USA Construction 2615 20th Ave. Same (907) 455- (907) 455-
Machinery Fairbanks, AK 99709 9600 9700
Fairbanks Branch
SERVICE MANUAL
HEAVY MACHINERY,
Training only! AlwaysINC.:
use your machine original documentation!
USA HMI Electric 3980 Pilot Ave. Same (800) 432- (901) 260- Authorized
Memphis, TN 38118 8904 2351 Rebuild
(901) 260- Center
2340
USA Green Bay, 1850 Elkay Ln. Same (920) 468- (920) 468-
Wisconsin Branch Green Bay, WI 54302 5940 5950
USA Rhinelander, P.O. Box 1526 627 Coon St. (715) 369- (715) 369-
Wisconsin Branch Rhinelander, WI Rhinelander, WI 1250 2993
54501 (800) 222-
1553
USA St. Albans, West P. O. Box 430 100 Smiley Dr. (800) 362- (304) 755-
Virginia Branch St. Albans, WV 25177 St. Albans, WV 3761 1047
(304) 755-
7000
USA Bangor, Maine 1576D Hammond St. Same (207) 842- (207) 942-
Branch Bangor, ME 04401 0050 1007
USA Charlotte, North P. O. Box 26663 3719 Rose Lake (704) 375- (704) 375-
Carolina Branch Charlotte, NC 28221- Dr. 2994 2998
6663 Charlotte, NC (800) 654-
28217 3395
USA Chicago, Illinois 5312 West 123rd Same (708) 371- (708) 371-
Branch Place 4343 4383
Alsip, IL 60658
P & H MINE PRO SERVICES:
USA P & H Mine Pro P.O. Box 158A 3621 15th Ave. (218) 262- (218) 262-
Services Hibbing, MN 55746- East 3837 6323
0158 Hibbing, MN (800) 485-
55746 8692
SERVICE MANUAL
ATELIERS WOOD,
Training only! INC.:
Always use your machine original documentation!
Canada Ateliers Wood, Inc. 361 Ave Noel Same (418) 962- (418) 962- Authorized
Sept-lIes, Quebec 6131 1862 Rebuild
G4R 1L8 Canada Center
DELSTAR:
Canada Delstar 13065 Jean Grou Same (514) 642- (514) 642- Authorized
Montreal, Quebec 8220 8095 Rebuild
H1A 3N6 Canada Center
SERVICE MANUAL
SERVICE & REBUILD CENTERS...CONT'D 1
Address Comments
WAJAX INDUSTRIES LIMITED – Canada:
Canada Calgary, Alberta P.O. Box 5866 Station 5735 – 53rd St. (403) 279- (403) 236-
Branch “A” S.E. 7278 4071
Calgary, Alberta T2H Calgary, Alberta
2N4 Canada T2C 4V1
Canada
Canada Campbell River, 3125 N. Island Hwy. Same 9250) 287- 9250) 287- After hours
British Columbia Campbell River, B.C. 7177 7988 Parts
Branch V9W 7L9 Canada Emergency:
(250) 287-1122
After hours
Service
Emergency:
(250) 287-1133
Canada Dartsmouth, Nova 151 Thornhill Dr. Same (902) 468- (902) 468-
Scotia, Dartsmouth Dartsmouth, Nova 7352 3524
Branch Scotia B3B 1S2
Canada
Canada Edmonton, Alberta 16745 – 111th Ave. Same (780) 487- (780) 481- Authorized
Branch Edmonton, Alberta 6700 2458 Rebuild Center
T5M 2S4 Canada (902) 430-
8943 (24-Hour
Parts)
Canada Fort McMurray, 255 MacAlpine Same (780) 791- (780) 791-
Alberta Branch Crescent 6447 5178
Fort McMurray,
Alberta T9H 4A5
Canada
Canada Grand Prairie, 11501 – 89th Ave. Same (780) 538- (780) 538-
Alberta Branch Grand Prairie, Alberta 3440 3450
T8V 5Z2 Canada
SERVICE MANUAL
Canada
Training Kamloops,
only! AlwaysBritish 1880 Kryczka
use your machine Place
original Same
documentation! (250) 374- (250) 374-
Columbia Branch Kamloops, B.C. V1S 5055 8775
1S4 Canada
Canada Lachine, Quebec 1100 Norman St. Same (514) 639- (514) 639-
Branch Lachine, Quebec H8S 2216 7564
1A6 Canada
Canada Langley, British 9087E – 198th St. Same (604) 513- (604) 513-
Columbia Branch Langley, B.C. V1M 2216 1916
3B1 Canada
Canada Mississauga, 3280 Wharton Way Same (905) 624- (9035) 629-
Ontario Branch Mississauga, Ontario 5611 8339
L4X 2C5 Canada
Canada Nanaimo Branch 20938 S. Wellington Same (250) 755- (205) 755-
Nanaimo, B.C. Rd. 2005 1244
Nanaimo, B.C, V9S
1R5 Canada
Canada Prince George, 1140 Pacific St. Same (250) 562- (250) 561-
British Columbia Prince George, B.C. 7321 1404
Branch V2N 5S3 Canada
Canada Quebec City, 205 Boul St. – Same (418) 681- (418) 681-
Quebec Branch Sacrement 3555 9199
Quebec City, Quebec
G1N 3X5 Canada
Canada Saskatoon 319 – 47th St. East Same (306) 934- (306) 933-
Saskatchewan Saskatoon, 2858 0187
Branch Saskatchewan S7K
5H2 Canada
Canada Sparwood Branch RR1 Same (250) 425- (250) 425-
675 Michel Creek Rd. 9900 9944
Sparwood, B.C. V0B
2G0 Canada
SERVICE MANUAL
WAJAX INDUSTRIES
Training only! AlwaysLIMITED
use your–machine
Canada:original documentation!
Canada Terrace, British 3830 Sharples Rd. Same (250) 638- (250) 638-
Columbia Branch Terrace, B.C. V8G 1850 1895
5P8 Canada
Canada Wabash, Wabash Industrial Same (709) 282- (709) 282-
Newfoundland Park 3626 3108
Branch P.O. Box 670
Wabash,
Newfoundland A0R
1B0 Canada
Canada Winnipeg, Manitoba 75 Aimes Rd. Same (204) 694- (204) 694-
Branch Winnipeg, Manitoba 5266 5317
R3X 1V4 Canada
SERVICE MANUAL
Address Comments
INTERNATIONAL DEALERS:
Angola See France – Same
ODM
Argentina P & H Mine Pro Maipu 712 Piso 4 Same (54)(11) 4322-0696
Services Of. D
Buenos Aires,
Argentina
Australia Dowding & Mills 342 S. Pine Rd. Same (61)(7) 3205-3233 (61)(7) 3881- Authorized
Pty, Ltd. Brendale, QLD 1790 Rebuild
4500 Australia Center
Australia Dowding & Mills 9 Nelson Rd. Same (61)(2) 4954-7477 (61)(2) 4956- Authorized
Cardiff, NSW 2285 5163 Rebuild
Australia Center
Australia George Gilbert 15 Gosport St. Same (61)(7) 3890-1488 (61)(7) 3890- Authorized
& Company Hemmant, QLD 1588 Rebuild
4174 Australia Center
Australia LeTourneau Level 5 Unit 11/209 Level 5: Level 5:
Australia Pty. 303 Coronation Robinson Rd. (61)(7) 3368-2038 (61)(7) 3368-
Ltd. Dr. Geebung, Unit 11/209: 2043
P.O. Box 1405 Queensland (61)(7) 3865-2827 Unit 11/209:
Milton, 4034 Australia (61)(7) 3865-
Queensland 4064 2518
Australia
Australia Transfield 23 King Edward Same (61)(8) 9446-6444 (61)(8) 9446- Authorized
Technologies Rd. 6432 Rebuild
Osborne Park, WA Center
6017 Australia
SERVICE MANUAL
Country Name Mailing Physical Telephone Fax Additional Comments
Training only! Always use your machine
Addressoriginal documentation!
Address
Belgium BIA Rameistraat Same (32)(2) 689.28.11 (32)(2) Territory: Belgium,
123 589.28.29 Grand Duchy of
B-3090 Luxembourg, Zaire,
Overijse Rwanda, Burundi,
Belgium Congo Republic
Botswana See South Africa
– P & H Mine Pro
Services
Brazil SRR- Ave. Senador Same (55)(21) 471- (55)(21) 471- Authorized Rebuild
Equipmentatos Vitorino Freire, 3233 4019 Center
LTDA/RIMI 280-Fazenda
Division Botagogo CEP
21530-220 –
Rio de Janeiro
– RJ – Brazil
Burundi See Belgium –
BIA
Chile P & H Chile, S.A. Av. Presidente Same (56)(2) 620-8100 (56)(2) 620- Authorized Rebuild
(a subsidiary of Eduardo Frei or 8111 or Center
Harnischfeger Montalva (56)(2) 620-8106 (56)(2) 624-
Company) #6239 0690
Santiago Branch Conchali
Santiago, Chile
Chile P & H Chile, S.A. Pedro Aquirre Same (56)(55) 23-3449 (56)(55) 23- Authorized Rebuild
(a subsidiary of Cerda 6551 2809 Center
Harnischfeger Antofagasta,
Company) Chile
Antofagasta
Branch
SERVICE MANUAL
Chile P&H
Training only! Chile,use
Always S.A.yourManzana
machine9originalSame (56)(57) 413083
documentation! (56)(57)
(a subsidiary of Galpon 77 – 78 423609
Harnischfeger Iquique-Zofri
Company) Chile
Iquique-Zofri
Branch
Chile P & H Chile, S.A. Balmaceda Same (56)(55) 332591 (56)(55)
(a subsidiary of 4413 332589
Harnischfeger Calama
Company) Chile
Calama Branch
China Pamic Industries, Head Office: (908) 753-8181 (908) 756-6049
Inc. 22 Winchester Dr.
Scotch Plains, NJ 07076
Same
Beijing Office: (86)(10) 6599- (86)(10) 6599-
Nuapu Plaza, Room 924 2372 2371
No.19 Zhaoui da Street
Zhayang District 100020
Beijing, China
Same
SERVICE MANUAL
Address Comments
Colombia E. McAllister Calle 75 No. 11-74 Same (57)(1) 217-3300 (57)(1) 212-7060
& CIA. LTDA Bogotá, Colombia
Bogotá
Branch
Colombia E. McAllister Carrera 54 No. 72- Same (57)(5) 368-7752 Authorized
& CIA. LTDA 80 Rebuild Center
Barranquilla Cenatro Ejecutivo
Branch I. oficina 42
Barranquilla,
Colombia
Congo See Belgium (57)(5) 368-7753
Republic – BIA (57)(5) 356-0864
(57)(5) 356-2891
(57)(5) 358-1191
Egypt SITCO 18, Abdel Moneim Same (20)(2) 349-2824/ (20)(2) 748-3065
Riad St. P.O. Box 337-0910/761-
151, Dokki 12311 6654/748-0677
Mohandeseen
Cairo, Egypt
England P & H Mine P.O. Box 12 – Same 9011-44-1942- 9011-44-1942-
Pro Services Seaman Way 61.4400 61.4419
Harnischfeger Ince Wigan
U.K. Ltd. WNI 3DD, England
France ODM BP 140 Same (33) 4900-32-06- (33) 490-32-92- Territory:
Les Jardins de 21 06 France,
Farques Mauritania, Iran,
84133 le Pontet Angola
Cedex, France Authorized
Rebuild Center
SERVICE MANUAL
Greece Damko
Training only! 209,machine
Always use your Kifissiasoriginal
Ave. documentation!
Same (30)(1) 614- (30)(1) 614-0371
Energy, S.A. 15124 Maroussi 1106/115 or 614-0372
(a subsidiary Athens, Greece
of
Copelouzos
Group)
(NOT AN
AUTHORIZED
DEALER)
India Voltas NKM International Same (91)(022) 283- (91)(022) 283-
Limited House Backbay 6568 3582
Reclamation (91)(022) 202-
Mumbae 400 020 1573
India (91)(022) 202-
6212
Iran See France – Same
ODM
Israel Levinson P.O. Box 390 33 Hahashmal (972)(3) 710-6225 (972)(3) 560-
Bros. Tel Aviv, Israel St. 4540
Engineers 61033 Tel Aviv, Israel
Ltd. 61033
Japan Itochu Tsukamoto Same (81)(3) 3242-5321 (81)(3) 3242-
Corporation Building, 7F 1-6-5, 5333
Honcho,
Nihombashi Chou-
ku, Tokyo 103-
0023 Japan
Japan Construction PARTS ONLY: Same (81)(3) 3668-6121 (81)(3) 3668-
Machinery 4-1, Kofune-cho, 6196
Techno Nihombashi
Service Co. Chou-ku, Tokyo,
Ltd. Japan
SERVICE MANUAL
Kenya SeeAlways
Training only! South use your machine original documentation!
Same
Africa – P &
H Mine Pro
Services
Mauritania See France – Same
ODM
SERVICE MANUAL
Address Comments
Mexico Ameco Carr. Monterrey – Same (52)(8) 390- (52)(8) 388-
Services, S. DE Saltillo Km 67 #1200 1800 2078
R.L. DE C.V. Santa Catarina
(Monterrey), Nuevo
Leon, C.P. 66357,
Mexico
Mexico Ameco B. Lopez Mateos Same STET (52)(12) 15-
Services, S. DE No. 1000 2773
R.L. DE C.V. Col. Universidad
Tampico Office PTE. Tampico, Tam.
C.P. 89138 Mexico
Mexico Ameco Autopista Mexico Same (5)(25) 390-69- (5)(25) 390-
Services, S. DE QRQ No. 3065A 00 68-35
R. L. DE C.V. Fracc. Industrial Tlax
Colpan
54040 Tlalnepantla
Estado de Mexico,
Mexico
Mexico Ameco Av. Constituyentes Same (5)(25) 273-60- (5)(25) 273-
Services, S. DE #345 PB 90 63-13
R. L. DE C.V. 11830 Mexico, D.F.
Col. Daniel Garza,
Mexico
Mexico Ameco Nicasio Carbajal No. Same (52)(331) Same as
Services, S. DE 172 11216 telephone
R. L. DE C.V. Col. Azaleas
Villa De Alvarez,
Colima C.P. 28978,
Mexico
Morocco See France – Same
ODM
SERVICE MANUAL
Mozambique See South

Training only! Always Same
use your machine original documentation!
Africa P & H
Mine Pro
Services
Namibia See South Same
Africa P & H
Mine Pro
Services
Netherlands H.S.B. P.O. Box 584 7300 AN (31)(55) 542- (31)(55) 542-
Bouwmachines Netherlands Apeldoom 2543 or 542- 6580
Netherlands 2265 or
542-3535
New Zealand Cable Prince P.O. Box 38-040 3 Tunnel Grove (64)(4) 568- (64)(4) 568-
(NZ) Limited Wellington Mail Grace Field 4289 4283
Centre Wellington, Wellington, New
New Zealand Zealand
Peru P & H Mine Pro Calle Los Sauces Same (51)(1) 440- (51)(1) 440-
Services 374 6541 or (51)(1) 8042
Oficina 704 440-1196
San Isidro, Lima
00027 Peru
Russia Global 206 E. 38th St. Same (212) 490- (212) 490-
Technology New York, NY 2186 0354
Group, Ltd. 10016
Moscow Office: (7)(095) 230- (7)(095) 230-
2nd Spasso-Nalivkovsky Pereulok 1720 or 230- 1620
House #9, Ap 1 Moscow 117049, 1630
Russia
SERVICE MANUAL
Rwanda See Belgium

Training only! Always – machine original documentation!
use your
BIA
South Africa P & H Mine Pro P.O. Box 83676 442 Heidelburg (27)(11) 869- (27)(11) 869-
Services South Hills, South Rd. 1335 0566
Africa 2136 Tulisa Park
Johannesburg,
South Africa
South Africa P & H Mine Pro P.O. Box 259 Same (27)(11) 839- (27)(11) 839- Authorized
Services Maraisbur 1700 2713 2798 Rebuild
Maraisburg Republic of South Center
Branch Africa
SERVICE MANUAL
Address Comments
Spain P & H Mine P.O. Box 12 Seaman Way (44)(1942) (44)(1942)
Pro Services Ince, Wigan Lanc WNI 3DD 61.44.00 61.04.19
U.K.
Same
Tanzania See South Same
Africa – P & H
Mine Pro
Services
Turkey Temsa Genes Sokak Temsa Binasi 8/4 (90)(312) 467-0848 (90)(312) 467-5009
Kavaklidere 06690 Ankara, Turkey
Same
Uganda Same
See South Africa – P &
H Mine Pro Services
Venezuela Mauricio Calle 67 #24-48 (58)(261) 783-5096 (58)(261) 783-4784
Martinez & P.O. Box 251 or
CIA., S.A. Maricaibo 4005 Estado Sulia, 783-5296
Venezuela
Same
Yugoslavia Jugotehna Kolarceva St. 7 Same (381)(11) 324-8355 (381)(11) 322-6642
11000 Beograd, or 322-1301
Yugoslavia
Zaire
See Belgium – BIA
Zambia
H Mine Pro Services
Zimbabwe
H Mine Pro Services
SECTION 2
SAFETY INSTRUCTIONS
SERVICE MANUAL
NOTES
SERVICE MANUAL
SAFETY INSTRUCTIONS 1_2
SAFETY INSTRUCTIONS
LETOURNEAU, INC.
(READ BEFORE OPERATING OR SERVICING MACHINE)
OSL-2
TABLE OF CONTENTS
SAFETY STANDARDS
MACHINE SAFETY AND INSTRUCTIONAL SIGNS
SIGNAL WORDS
MAINTENANCE
GENERAL OPERATIONAL SAFETY GUIDELINES
BE PREPARED BEFORE STARTING
MOUNTING AND DISMOUNTING THE MACHINE
START-UP SAFETY
SAFETY IN MATERIAL HANDLING OPERATIONS
END THE OPERATING PERIOD SAFETY
SAFETY IN SERVICE AND REPAIR OPERATIONS
PRE-SERVICE OR REPAIR PREPARATIONS AND CAUTIONS
GENERAL SERVICE OR REPAIR PRECAUTIONS
OPERATOR’S CAB EMERGENCY EXIT
ROLL OVER PROTECTIVE STRUCTURE (ROPS) AND FALLING OBJECT
PROTECTIVE STRUCTURE (FOPS)
SERVICE REQUIREMENTS
EMERGENCY SHUTDOWN SWITCHES
OPERATION
REARVIEW MIRRORS
SIDE REARVIEW MIRRORS
ADJUSTMENTS FOR VIEWING
MAINTENANCE
SEAT BELTS
SEAT BELT OPERATION AND ADJUSTMENT
FASTENING AND UNFASTENING THE BELT
ADJUSTMENTS
INSPECTION
SERVICE MANUAL
FIRE PREVENTION AND CONTROL

FIRE PREVENTION
MANUAL FIRE EXTINGUISHER
FIRE SUPPRESSION SYSTEM - AFEX™ OR ANSUL™ SYSTEMS (Optional)
FIRE DETECTION SYSTEM CIRCUIT MONITOR PANEL - ANSUL SYSTEM
(Optional)
CIRCUIT MONITOR PANEL – AFEX SYSTEM
MANUAL ACTUATION – AFEX AND ANSUL SYSTEMS
FIRE DETECTION ENGINE SHUTDOWN OPTION
SYSTEM MAINTENANCE AND TROUBLESHOOTING
ANSUL VEHICLE FIRE PROTECTION BOOKLET
ANSUL INSTALLATION, RECHARGE, INSPECTION AND MAINTENANCE MANUAL
AFEX PRODUCT INFORMATION
SERVICE MANUAL
Figure 1. IDENTIFICATION AND SAFETY GROUP
Figure 2. SHOCK HAZARDS
Figure 3. CRUSH HAZARD AREAS
Figure 4. MAINTENANCE LOCKOUT SWITCH (Optional) AND GROUND LEVEL
EMERGENCY SHUTDOWN SWITCH (Optional)
Figure 5. FILTER PURGE TIMER SWITCH BOX
Figure 6. RADIATOR SURGE TANK AIR RELEASE BALL VALVE
Figure 7. CAB EMERGENCY EXIT (EARLY PRODUCTION MODEL) (CURRENT
PRODUCTION MODEL)
Figure 8. TYPICAL TORQUE NUT AS USED ON ROPS
Figure 9. ROLL OVER PROTECTIVE STRUCTURE (ROPS) AND FALLING OBJECT
PROTECTIVE STRUCTURE (FOPS) ASSEMBLY
Figure 10. CAB WALL-MOUNTED EMERGENCY STOP SWITCH
Figure 11. GROUND LEVEL EMERGENCY SHUTDOWN SWITCH (Optional)
Figure 12. HYDRAULIC TANK AIR RELEASE VALVE
Figure 13. EMERGENCY SHUTDOWN SWITCHES – TYPICAL LOCATIONS
Figure 14. RECOMMENDED SIDE REARVIEW MIRROR ADJUSTMENT AND
APPROXIMATE FIELD OF VISION
Figure 14.1. TYPICAL "BLIND" AREAS ON LETOURNEAU EQUIPMENT
Figure 15. SIDE REARVIEW MIRROR INSTALLATION
Figure 16. SEAT BELT COMPONENTS AND FASTENING/UNFASTENING
PROCEDURES
Figure 17. HAND-HELD PORTABLE FIRE EXTINGUISHER
Figure 18. FIRE SUPPRESSION SYSTEM BOTTLES (AFEX SYSTEM SHOWN)
Figure 19. ANSUL FIRE DETECTION CIRCUIT MONITOR PANEL (Optional)
Figure 20. FIRE SUPPRESSION SYSTEM ACTUATOR SWITCHES AFEX AND
ANSUL SYSTEMS
Figure 21. AFEX CIRCUIT MONITOR PANEL
Figure 22. TYPICAL LOCATIONS OF FIRE SUPPRESSION SYSTEM ACTUATION
SWITCHES (TYPICAL LOCATIONS – STANDARD INSTALLATION)
SERVICE MANUAL
NOTES
SERVICE MANUAL
SCOPE OF THIS PUBLICATION & SAFETY STANDARDS 1

This publication contains general and specific safety precautions. The operator and
maintenance personnel should read these safety precautions carefully and understand them
before operating or performing maintenance operations to the equipment.
LeTourneau, Inc. cannot anticipate every possible circumstance that might

involve a potential hazard. The warnings in this publication and on the
product are therefore not all inclusive. These rules will not apply to all
situations. If a tool, procedure, work method or operating technique not
specifically recommended by LeTourneau, Inc. is used, the owner must be
satisfied that it is safe for all personnel. Also, ensure that the product will
not be damaged or made unsafe by the operation, lubrication, maintenance
or repair procedures chosen. Operating the machine on different job sites
and under various environments can create safety hazards unique to that
particular situation. If a dangerous situation develops under these
circumstances, only the alertness of the operator and his proficiency in
operating the machine are available to cope with the emergency.
SAFETY STANDARDS
LeTourneau, Inc. endeavors to comply with the purposes and the applicable occupational
safety and health standards as set forth by the Mine Safety and Health Administration (MSHA),
Society of Automotive Engineers (SAE), Institute of Electrical and Electronics Engineers
(IEEE), and International Standards Organization (ISO).
The customer should acknowledge that compliance with the above applicable organizations
under the law is the responsibility of each employer, and the employer should take all actions
necessary to maintain and operate LeTourneau, Inc. equipment or accessories according to
applicable standards. Carefully review the procedures given in this manual with all operators
ANNUALLY. It is essential that all operators be familiar with, AND FOLLOW, safety
precautions. Operating instructions must be given to everyone using the machine before
operation and at least once a year thereafter.
SERVICE MANUAL
NOTES
SERVICE MANUAL
MACHINE SAFETY AND INSTRUCTIONAL SIGNS 1
MACHINE SAFETY AND INSTRUCTIONAL SIGNS

Safety and instructional signs are attached to the machine near specific hazard areas.
SIGNAL WORDS
The safety and instructional signs contain information for two levels of hazards and use the
signal words listed below:
Important safety information — a hazard that COULD cause serious injury

or loss of life.
Important information that tells how to prevent damage to equipment, or

how to avoid a situation that COULD cause minor injury.
MAINTENANCE
These guidelines should be followed in the maintenance of the safety and instructional signs
affixed to the machine:
a. These signs should be inspected daily and any that are damaged, deteriorated or
missing should be replaced as soon as possible. Make sure that all safety and
instruction signs can be read. Clean or replace these signs if the words or pictures
cannot be read or seen.
SERVICE MANUAL
MACHINE SAFETY AND INSTRUCTIONAL SIGNS 1
The safety and instructional signs on the machine should be legible for
four to five years under normal conditions. The signs use 3M #300 acrylic
adhesive. To replace the safety signs, follow these instructions:
• Clean and dry the surface to be sure it is free of dust, oils, fingerprints or
oxidation. Use heptane or isopropyl alcohol to clean the surface.
• Temperature of the mounting surface should be 50°F or above.
• Apply the label firmly and evenly on the surface and rub it down vigorously
and apply mild heat of 100° to 130°F (38° to 54°C) to achieve good bonding.
b. When cleaning the signs, use a cloth, water and soap. Do not use solvent, gasoline or
high-pressure washer, etc.
c. Refer to illustrations "IDENTIFICATION AND SAFETY LABEL GROUP" for information
on the location and type of signs found on the machine.
If a safety or instructional sign is on a part that is replaced, make sure a

new sign is installed on the replaced part.
d. Refer to PARTS CATALOG for information on ordering replacement signs.
Replacement labels for the powered rear access ladder are only available
from the ladder manufacturer (available from the manufacturer's website).
SERVICE MANUAL
FIGURE 1 SHEET 1 OF 7 1_2
REFER TO TA-11424-6A FOR THIS ILLUSTRATION

ITEMS 1, 2, 3, 4, 5 REFER TO SHEET 3 OF 7
ITEMS 6, 7, 9, 10, 11, 12 REFER TO SHEET 4 OF 7
Figure 1. IDENTIFICATION AND SAFETY GROUP
(SHEET 1 OF 7)
2005 All Rights 50 SERIES DIGITAL
LeTourneau, Inc. 002A005 ( d 1 )
Reserved LOADER
SERVICE MANUAL
NOTES
TA11424-6A

10
10
3 4 5 6
27
2
7 29 11
28
9
1
8
12
13
14
15
18
16
21 12
20 17
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16
TA11424-6A
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
REFER TO TA-11424-6B FOR THIS ILLUSTRATION

Figure 1. IDENTIFICATION AND SAFETY GROUP (SHEET 2 OF 7)
Reserved LOADER
SERVICE MANUAL
NOTES
Training only! Always use your machine original documentation! TA11424-6B
28
26
25
24
22
10 16
21
20
19 18 16
29
22
23
27
12
17
18 16
12
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TA11424-6B
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
REFER TO ILLUSTRATION ON PAGE 002A009 (p)
ITEMS 1, 2, 3, 4, 5
TA9981-6C
SPANISH--ENGLISH
SERVICE MANUAL
ITEMS 6, 7, 9, 10, 11, 12

TA9981-6D
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SERVICE MANUAL
ITEMS 13, 14, 15, 16, 17, 18

TA9981-6E
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SPANISH--ENGLISH
SERVICE MANUAL
ITEMS 19, 20, 21, 22, 23

TA9981-6F
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SERVICE MANUAL
ITEMS 24, 25, 26, 27, 28, 29

TA9981-6G
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SPANISH--ENGLISH
SERVICE MANUAL
GENERAL OPERATIONAL SAFETY GUIDELINES 1
GENERAL OPERATIONAL SAFETY GUIDELINES

BE PREPARED BEFORE STARTING
These guidelines should be followed before attempting to operate the machine.
a. KNOW THE EQUIPMENT: Read all publications of this manual thoroughly. BE SURE to
understand all control functions, capacities, clearances, limitations and routine
maintenance required for safe operation. Support personnel should also be familiar with
this information.
Learn the location and function of ALL controls, indicators, warning devices and caution
instructions. Improper operation or improper maintenance of this machine can result in
hazardous conditions.
b. This machine must be operated in accordance with the information and instructions
contained in DESCRIPTION OF CONTROLS AND OPERATING INSTRUCTIONS.
LeTourneau, Inc. loaders are designed as off-highway equipment for use in

open pit applications that are in remote locations. Due to their very large
size they must work in an area with few other machines, and their only
proximity to buildings would be for routine maintenance or repair. They are
not to be operated near office buildings or residential areas.
c. Be familiar with the machine’s safety devices (if so equipped) such as:
1. Seat belts
2. Rollover protective structure (ROPS) and falling object protective structure (FOPS)
3. Articulated steering frame lock
4. Shields and guards
5. Visual and audible warning devices
6. Fire extinguisher or fire suppression system (optional)
7. Maintenance lockout switch (optional)
8. Battery disconnect switch
9. Emergency stop buttons
10. Rearview mirrors
11. Cab emergency exit
d. Know the work area; clear away trash and debris. Remove anything that could puncture
a tire.
e. Check overhead clearances. Know the size of doorways and canopies. Know how much
clearance there is under power and telephone lines.
f. Complete the daily walk-around inspection and services. Perform the inspections and
maintenance per the MODULE PREVENTIVE MAINTENANCE SCHEDULES. Check it
thoroughly for visual defects, such as leaks, frayed hoses, worn insulation and loose
parts.
SERVICE MANUAL
GENERAL OPERATIONAL SAFETY GUIDELINES 1
MOUNTING AND DISMOUNTING THE MACHINE

These guidelines should be followed when mounting and dismounting the machine:
There are no provisions on any LeTourneau, Inc. built loader to

accommodate the transportation of any persons other than the operator
alone. Ladders and catwalks attached to the machine are designed for
servicing of the machine while the machine is stopped only. They are NOT
designed for transporting riders at any time. Serious injury or death could
result while riding on any location of the machine other than the Operator’s
Cab.
a. Always use “three point support” with the machine, and face the machine while you enter
or leave it. “Three point support” means that three out of four arms and legs are in
contact with the machine at all times during mount and dismount.
b. Clean shoes and wipe hands before attempting to climb on the machine.
c. Use handholds, ladders or steps (as provided) when mounting and dismounting.
d. NEVER attempt to mount or dismount a moving machine.
e. NEVER jump off the machine.
f. NEVER try to climb on or off the machine when carrying tools or supplies. Use a hand
line to pull equipment up onto the platform.
g. Observe proper shutdown procedures before dismounting.
SERVICE MANUAL
GENERAL OPERATIONAL SAFETY 1
GUIDELINES...CONT'D...START UP SAFELY
START UP SAFELY
These guidelines should be followed in the normal operation of the machine:
a. Do not wear loose clothing or jewelry that can catch on controls or other parts of the
machine.
b. Make certain all protective guards and covers are secured in place on the machine.
c. Keep the machine, especially walkways, platforms and steps free of foreign material,
such as debris, oil, tools and other items that are not part of the machine.
d. Secure all loose items such as lunch boxes, tools and other items that are not part of
the machine.
e. Start up safely. Blow the horn before starting up.

1. Allow at least 30 seconds for anyone working on or around the machine to exit the
area. The operator should also inspect the machine before the shift and after work
breaks to be sure no one is around it before starting.
2. Visually determine the area is clear before moving the machine.
Do not allow anyone to stand on any area of the machine, particularly near
steps in the area between the tires when the engine is running. There is no
clearance for persons in this area when the machine is turned.
Attach the frame lock before performing service work or lifting the machine
or transporting on another vehicle. Before operating, be sure frame lock is
removed and secured.
f. Follow the engine manufacturer’s recommended starting procedure. After engine

has been started, check all gauges and instruments to be sure that everything is
operating properly.
g. Diesel exhaust fumes can cause sickness. If necessary to start an engine in an
enclosed area, be sure adequate ventilation is provided.
SERVICE MANUAL
GENERAL OPERATIONAL SAFETY 1
GUIDELINES...CONT'D...START UP SAFELY
h. Operate bucket and hoist controls through a complete cycle — check for faulty
operation. Report any sluggishness, binding, or over travel to your foreman.
i. To be sure direction of travel and speed can be controlled, move the Direction
Control Switch to forward and reverse positions, and press the accelerator pedal slowly.
j. Test brakes before operating. Test PARKING and DYNAMIC BRAKES to make sure
the machine will be able to stop and stay stopped.
k. Recheck lights, backup alarm or other warning and safety devices.
l. Sit properly, in an alert position. Check out controls in a safe area while moving
slowly. STEER MACHINE BOTH RIGHT AND LEFT to be sure steering is operating
properly.
m. Never carry an unauthorized rider. The operator’s cab is designed for one person
only.
NEVER use the bucket or lift arms to lift

personnel. Serious injury or loss of life is
possible.
n. Know where the emergency first aid kit is located and how to use it. Inspect it
frequently to be sure all items are present and in good condition.
o. Watch out for overhead dangers. Keep a safe distance from overhead power lines.
SERVICE MANUAL
GENERAL OPERATIONAL SAFETY GUILDELINES CONT'D 1_2
SAFETY INmachine
MAT'Loriginal documentation!
HANDLING OPER.
SAFETY IN MATERIAL HANDLING OPERATIONS

Remember these rules when working with the machine in mining operations:
a. Go slowly in congested areas, over rough ground and on slopes. Keep the
machine’s speed slow enough to be in COMPLETE CONTROL AT ALL TIMES.
b. Give loaded vehicles the right of way. Follow employer’s traffic rules for the job site.
Watch out for other vehicles.
c. Position the bucket three or four feet above the ground and rolled back so it does not
block vision when traveling.
d. The bucket should not be used as a brake except in an emergency if all other means
fail.
e. Load, carry and unload safely. When loading, try to park the machine on level
ground. Start and stop smoothly when carrying a load.
f. Stay back from edge of banks and pits. Edges can cave off or the machine can lose
its footing and slide over the edge.
g. Know the employer’s hand signals. It is important to know the exact meaning of all
hand signals applicable to and used during operation. Failure to correctly respond to a
hand signal could result in severe injury or death. Accept operational signals from one
person only, but accept an emergency shutdown signal from anyone who gives it.
h. Be alert. Be aware of what is going on around the machine. Maintain a safe operating
distance between the machine and other equipment and personnel.
i. When dumping into hauling vehicles, BE CAREFUL NOT TO HIT THE VEHICLE
with the loader lift arm or bucket.
j. Use care on slopes. Operate straight up and down slopes whenever possible. Use
extreme caution during any side hill operations. NEVER DESCEND A GRADE FASTER
THAN THE MACHINE COULD CLIMB THAT SAME GRADE. Refer to TYPICAL
TRAVEL SPEEDS CAUTION SIGN.
k. Keep the bucket close to the ground for stability. If an overload causes the machine
to tip forward, DO NOT PANIC - - LOWER THE LOAD TO THE GROUND, and the
machine will stabilize.
l. Be careful in a hazardous area. Whenever possible, two people should work together
in hazardous areas - one to operate the machine and the other to direct and watch for
dangers.
1. NEVER enter a dust cloud or a dark area such as an underpass or building before
checking it for obstructions or hazards that cannot be seen.
2. Watch for overhead dangers, such as overhanging trees or falling rocks. Do not
undercut banks. Keep a safe distance from overhead power lines -- and check
for buried power and utility lines before digging.
m. Report a malfunctioning machine. EVEN A MINOR PROBLEM CAN BECOME
SERIOUS. Report any mechanical problems to your supervisor.
SERVICE MANUAL
GENERAL OPERATIONAL SAFETY GUILDELINES CONT'D 1_2
SAFETY INmachine
MAT'Loriginal documentation!
HANDLING OPER.
The right side window of the operator’s cab serves as an emergency exit.
Refer to OPERATOR'S CAB EMERGENCY EXIT for additional information.
n. If the machine must be left unattended:

1. First, set the PARK BRAKE switch.
2. Lower bucket to ground.
3. Move ENGINE SELECT switch to the LO position. Let idle for four to five minutes.
4. Turn key switch to OFF position.
5. Place a DO NOT OPERATE sign on the controls if the machine must be left
unattended and safety or maintenance deficiencies exist.
END THE OPERATING PERIOD SAFELY

a. Park in an unobstructed, flat area.
b. SHUTDOWN PROPERLY. First, set the PARK BRAKE switch.
c. Move the ENGINE SELECT switch to the LO position and let the engine idle for four or
five minutes.
d. Place all controls in the OFF position and turn key switch OFF position.
e. To prevent unauthorized starting, remove the ignition key.
f. To prevent tampering, lock the cab door.
SERVICE MANUAL
SAFETY IN SERVICE AND REPAIR OPERATIONS & FIGURE 2 1_2
SAFETY IN SERVICE AND REPAIR OPERATIONS

PRE-SERVICE OR REPAIR PREPARATIONS AND CAUTIONS
The loader’s enormous size and diesel-electric power unit make it necessary to take special
precautions to ensure a safe working environment.
The following precautions and procedures should be adhered to anytime the loader is brought
in for service or repair:
In addition to the following instructions, anyone performing service

operations to the loader should be familiar with the location and operation
of all service switches and connections as described in SERVICE
SWITCHES AND CONNECTIONS.
SERVICE MANUAL
SAFETY IN SERVICE AND REPAIR OPERATIONS & FIGURE 2 1_2
NEVER open electrical control cabinet while engine is

running. High voltage is present when machine is at HI
Throttle.
If inspection or service procedures

involve contact with any
component of the electrical
system, opening the electrical
control cabinet or removing axle
access covers, the electrical
system MUST be locked out and
grounded. Accidental contact with
energized terminals could result in
serious injury or loss of life.
NEVER remove axle access panels unless electrical

system is locked out and grounded. Warning labels not
shown in above photo. Similar access panels found on
rear axle.
SERVICE MANUAL
FIGURE 3 1_2
The frame lock should be

moved to the locked
position ANYTIME service
or repair operations are
being conducted. This is
especially important when
LOADER STEERED STRAIGHT energized tests of
(Arrows indicate crush hazard areas) components are
performed, when work is
being done in the pivot
area of the machine, or if
the machine is jacked up.
There is no room for a
person in the pivot area or
the area between the tires
when the machine turns.
Service personnel should
enter this area only when
absolutely necessary.
SERVICE MANUAL
FIGURE 3 1_2
The LINCS™ Computer

System provides a means
of aligning the front and
rear frame for installing
the frame lock without a
person entering the pivot
area during the alignment
process. To use this
method, access the Main
Menu on the LINCS™
Computer System by
pressing the number “1”
on the computer keypad.
Choose option #3,
“Channel Browser”. Next,
press “1” and use the
left/right arrow keys to
choose “Hydraulics.”
LOADER ARTICULATED TO LEFT
Then, enter the number
(Arrows indicate crush hazard areas)
“2”, which will enable data
for the machine’s various
hydraulic functions. Use
CRUSH HAZARDS EXIST BOTH SIDES OF the left/right arrow keys to
MACHINE select “Steering.” View the
steering angle data. Steer
the loader left or right until
the angle is “0”. The front
and rear frames are
perfectly aligned and the
frame lock can now be
moved to the locked
position.
SERVICE MANUAL
FIGURE 3 1_2
Following completion of
service or repair
operations, it is critically
important that the frame
lock be removed from the
locked position and
properly stowed or
machine damage will
result.
(LEFT SIDE OF MACHINE AT PIVOT AREA)
Figure 3. CRUSH HAZARD AREAS
SERVICE MANUAL
SAFETY IN SERVICE AND REPAIR OPERATIONS...CONT'D & 1_2
Training only! Always use your machine original4documentation!
FIGURE
The MAINTENANCE
LOCKOUT SWITCH
(optional) should be
used to disable the
loader’s start function
ANYTIME the loader is
under service or repair.
The MAINTENANCE
LOCKOUT SWITCH is
mounted on the left
ladder box on the left
side of the machine.
If the loader is not
equipped with the
MAINTENANCE
LOCKOUT SWITCH, the
key should be removed
from the KEY SWITCH
on the operator’s
controls and a DO NOT
OPERATE sign attached
to the controls before
any inspections or
service procedures are
begun.
(MOUNTED ON LEFT LADDER BOX)
Figure 4. MAINTENANCE LOCKOUT SWITCH (OPTIONAL) AND GROUND LEVEL
EMERGENCY SHUTDOWN SWITCH (OPTIONAL)
SERVICE MANUAL
SAFETY IN SERVICE AND REPAIR OPERATIONS...CONT'D & 1_2
Training only! Always use your machine original4documentation!
FIGURE
a. Use of the SHOP MODE SWITCH. The machine is equipped with a SHOP MODE
SWITCH (refer to illustration "CAB CONTROL CONSOLE" for the location of the SHOP
MODE SWITCH on the operator’s console) that allows the operator to maneuver the
loader around the service area with the engine speed at 1500 RPM. To activate this
mode, the machine must be stopped and the ENGINE SELECT SWITCH in the HI
position. When the SHOP MODE SWITCH is in the ON position, the shop mode is
engaged and the machine will travel at 5 MPH (maximum). Moving the switch to the
OFF position disengages the shop mode and the engine will return to HI throttle.
b. The operator should use assistance when moving the machine around the service area
and into and out of buildings.
c. BE SURE ramps, floors and aisles are adequate to support and clear the machine when
moving in and out of a building. Refer to DIGITALLY CONTROLLED LOADER
SPECIFICATIONS for dimensions and weight of the loader.
d. If possible, conduct all service and repair operations with the machine parked on a level,
hard surface.
If the machine becomes disabled in the field, it is recommended that only

sufficient repairs be made at the loader failure location to allow the
machine to be moved. Then, move the machine to a safe work area for
completion of repairs. Test the machine before returning it to work, as
required by the nature of the repairs.
e. Block the machine to prevent it from rolling while working on or under it.
f. Lower the bucket to the ground and use the AUX PILOT PUMP SWITCH to vent hoist
and bucket circuit pressure before beginning inspection, service or repair operations.
Refer to AUXILIARY PILOT PUMP SWITCH for information to vent hoist and bucket
circuit pressure in the hoist and bucket circuit. The remainder of the hydraulic system
retains pressure. Use extreme caution when opening fittings, connecting quick
couplings etc.
g. Set the parking brake.
h. Turn the FILTER PURGE TIMER SWITCH to the OFF position (refer to illustration
"FILTER PURGE TIMER SWITCH BOX"). The FILTER PURGE TIMER SWITCH is
located on the left side of the machine at the pivot area. Refer to SERVICE SWITCHES
AND CONNECTIONS for additional information on the FILTER PURGE TIMER
SWITCH.
i. Consider the size and weight of the machine and its components when jacking it up or
removing components and assemblies. BE SURE to have adequate hoisting devices,
tools and support facilities to accommodate the weight of the machine or its
components.
SERVICE MANUAL
SAFETY IN SERVICE AND REPAIR OPERATIONS...CONT'D... & 1_2
FIGURES original
5& documentation!
6
(LEFT SIDE OF MACHINE AT LEFT PIVOT AREA)

Loader and component weights are provided in GENERAL INFORMATION

(L-1350, L-1850 and L-2350), and loader jacking instructions are provided in
LOADER JACKING INSTRUCTIONS.
GENERAL SERVICE OR REPAIR PRECAUTIONS

a. Wear a hard hat, protective glasses and other protective equipment as required by job
conditions.
b. NEVER use an open flame to check the battery, fuel, coolant or to look for leaks
anywhere on the machine. Use lights as provided or a flashlight.
c. DO NOT make unauthorized modifications to the machine. These modifications may
impair the function and safety and affect machine life.
d. NEVER put maintenance fluids such as oils, solvents, diesel, etc., into glass containers
e. NEVER use gasoline for cleaning purposes.
SERVICE MANUAL
SAFETY IN SERVICE AND REPAIR OPERATIONS...CONT'D... & 1_2
FIGURES original
5& documentation!
6
f. Pressurized air can cause personal injury. When using pressurized air for
cleaning, wear a face shield and protective clothing.
g. Use stands to reach service or repair points.

h. BE CAREFUL with a hot cooling system. Liquid cooling systems build up pressure, as
the engine gets hot. Before removing the radiator cap, stop the engine and let the
system cool. Remove the radiator cap only after the coolant is cold and pressure has
been released with the pressure release valve. Refer to illustration "RADIATOR
SURGE TANK AIR RELEASE BALL".
(LOCATED ON TOP OF TOW UNIT)

i. Keep clear of all rotating components. Wrapping, entanglement or contact by clothing
or extremities may result in serious injury or death.
SERVICE MANUAL
SAFETY IN SERVICE AND REPAIR OPERATIONS...CONT'D. 1_2
NEVER work on the engine while it is running unless specifically instructed

by the engine manufacturer. Serious injury or loss of life from
entanglement in rotating components is possible.
j. Hot oil and components can cause personal injury. Do not allow hot oil or components to
contact the skin.
k. Avoid prolonged and repeated skin contact with used oil. With prolonged and repeated
contact, serious skin or bodily injury may develop. Wash thoroughly after contact.
l. BE CAREFUL with fluids under pressure. The hydraulic system is under pressure
whenever the engine is running and will hold pressure after shutdown.
Diesel fuel, hydraulic fluid or grease under pressure can penetrate the skin
and cause serious personal injury, blindness or death. If any fluid is
injected into the skin, it must be removed within a few hours by a doctor
familiar with treating this type of injury.
Fluid leaks under pressure may not be visible. When searching for leaks,
NEVER use your hand; use a piece of metal. Wear work gloves and keep
your hand well away from the possible source of leakage. DO NOT tighten
or loosen fuel, hydraulic, or grease lines without first relieving the
pressure. Wear safety goggles for eye protection.
SERVICE MANUAL
SAFETY IN SERVICE AND REPAIR OPERATIONS...CONT'D. 1_2
WRONG
RIGHT
Battery post, terminals and related accessories contain lead and lead
compounds, chemicals known to the state of California to cause cancer
and birth defects or other reproductive harm.
m. Refer to safety instructions in TIRE AND RIM MOUNTING AND DEMOUNTING before
inflating, deflating or removing or installing wheels and tires.
SERVICE MANUAL
NOTES
SERVICE MANUAL
OPERATOR'S CAB EMERGENCY EXIT & FIGURE 7 1_2
OPERATOR’S CAB EMERGENCY EXIT

The window on the right side of the Operator’s Cab serves as an emergency exit.
For emergency exit:
z Early production models - flip latches on right side of window and push window out. Refer
to "CAB EMERGENCY EXIT-EARLY PRODUCTION MODELS".
z Current production models - pull ripcord tab to remove cord completely from window
frame and push window out. Refer to illustration "CAB EMERGENCY EXIT-CURRENT
PRODUCTION MODELS".
Use the window for exiting the cab only in the event of an emergency.
SERVICE MANUAL
OPERATOR'S CAB EMERGENCY EXIT & FIGURE 7 1_2
Right side cab window

– Flip latches up to release window – Right side cab window shown in open
push window out to exit. position for emergency exit.
EARLY PRODUCTION MODELS
EARLY PRODUCTION MODELS CURRENT PRODUCTION MODELS

Figure 7. CAB EMERGENCY EXIT - (EARLY AND CURRENT PRODUCTION MODELS)
SERVICE MANUAL
ROPS AND FOPS & FIGURE 8 1
ROLL OVER PROTECTIVE STRUCTURE (ROPS) AND

FALLING OBJECT PROTECTIVE STRUCTURE (FOPS)
The loader is equipped with a Roll Over Protective Structure (ROPS) and a Falling Object
Protective Structure (FOPS). The ROPS provides the operator crush protection in a rollover
and the FOPS provides protection from objects falling onto the cab from above. The FOPS is
bolted to the top of the ROPS (illustration "ROLL OVER PROTECTIVE STRUCTURE AND
FALLING OBJECT PROTECTIVE STRUCTURE ASSEMBLY").
The ROPS structure is certified per government regulations. Any modifications

to the ROPS, such as welding on or drilling holes in the structural members will
affect the capability of the ROPS to provide adequate protection. Any
modification or repair to the ROPS without the specific approval of LeTourneau,
Inc. will void its certification. Contact your authorized LeTourneau, Inc.
distributor before making any modifications or repairs to ensure that such will
not void the certification.
Check the torque on the ROPS torque nut capscrews after the initial 250 hours of operation
and every 500 hours thereafter. The proper torque is 114 ft. lbs. (154.6 N•m) lubed, per bolt.
Refer to illustrations "TYPICAL TORQUE NUT AS USED ON ROPS" and "ROLL OVER
PROTECTIVE STRUCTURE AND FALLING OBJECT PROTECTIVE STRUCTURE
ASSEMBLY".
The service intervals for the ROPS torque nut capscrews are listed on the
SERVICE UPON RECEIPT CHECKLIST and the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES - POST BREAK-IN PERIOD.
SERVICE MANUAL
ROPS AND FOPS & FIGURE 8 1
Figure 8. TYPICAL TORQUE NUT AS USED ON ROPS
SERVICE MANUAL
FIGURE 9 1

1. FALLING OBJECT PROTECTIVE STRUCTURE (FOPS)
2. BOLT
3. LOCKWASHER
4. FLATWASHER
5. ROLL OVER PROTECTIVE STRUCTURE (ROPS)
6. BOLT
7. PIN
8. CAPTIVE PLATE
9. WASHER
10. TORQUE NUT
11. CAPSCREW
12. LOCKWASHER
13. BOLT
14. COVER STRUCTURE
15. REAR FRAME STRUCTURE
Figure 9. ROLL OVER PROTECTIVE STRUCTURE AND FALLING OBJECT
PROTECTIVE STRUCTURE ASSEMBLY
1 TA9997-8
9 12
8 13
11
10
14
15
TA9997-8
SERVICE MANUAL
EMERGENCY SHUTDOWN SWITCHES & FIGURES 10, 11 & 12 1_2
EMERGENCY SHUTDOWN SWITCHES

A twist-to-release, palm operated, pushbutton type emergency shutdown switch is provided on
the left inside cab wall in standard applications (illustration "CAB WALL MOUNTED
EMERGENCY STOP SWITCH").
Four ground-level emergency shutdown switches are optionally provided on the loader. These
switches are twist-to-release, palm-operated, spring-loaded, pushbutton type switches. Two
are mounted on each side of the machine. Refer to illustrations "GROUND LEVEL
EMERGENCY SHUTDOWN SWITCH" for a photograph of the switch and "EMERGENCY
SHUTDOWN SWITCHES" for the typical mounting locations on the loader. Mounting locations
for the switches may vary depending on other options ordered.
Figure 10. CAB WALL MOUNTED EMERGENCY STOP SWITCH
Figure 11. GROUND LEVEL EMERGENCY SHUTDOWN SWITCH (OPTIONAL)
SERVICE MANUAL
OPERATION
When pressed, these switches de-activate the engine governor, which in turn kills the engine.
All AC voltages and most DC control voltages are de-activated when the emergency stop
circuit is actuated. The park brake is immediately set.
Power is restored when the emergency stop switch is reset, although the engine will continue
to die due to the governor configuration. Once the engine has stopped, the start sequence
may be reinitiated.
When the emergency stop or fire suppression systems are actuated, the automatic air release
valve, located on top of the hydraulic tank, will automatically release air pressure from the
hydraulic tank. Once tripped, the valve must be manually reset by pushing the button IN to the
closed position (illustration "HYDRAULIC TANK AIR RELEASE VALVE").
Bring machine to a complete stop before pressing EMERGENCY

SHUTDOWN SWITCHES. The parking brake will be immediately applied.
Stopping action will be immediate and positive.
Use EMERGENCY SHUTDOWN SWITCHES only in an emergency. Damage

to turbochargers and traction motors could result.
SERVICE MANUAL
Anytime the emergency shutdown function has been activated, the engine
and traction motors must be inspected by a qualified and experienced
technician before placing the loader back in service. Damage to
turbocharger bearings and arcing inside the traction motors is possible.
SERVICE MANUAL
FIGURE 13 1_2
REFER TO TA-9302 FOR THIS ILLUSTRATION
NUMBER OF SWITCHES AND LOCATIONS MAY VARY WITH

CUSTOMER SPECIFICATIONS AND INSTALLED OPTIONS. CHECK
YOUR MACHINE AND NOTE ANY ADDITIONAL LOCATIONS
1. RIGHT REAR OF MACHINE NEAR BATTERY BOX
2. RIGHT SIDE OF MACHINE ON HYDRAULIC TANK
3. LEFT CAB WALL
4. LEFT SIDE OF MACHINE ON LADDER BOX
5. LEFT SIDE OF MACHINE NEAR BATTERY BOX
Figure 13. EMERGENCY SHUTDOWN SWITCHES - TYPICAL LOCATIONS
TA9302
2
1
4
5
TA9302
SERVICE MANUAL
NOTES
SERVICE MANUAL
REARVIEW MIRRORS 1
REARVIEW MIRRORS
SIDE REARVIEW MIRRORS
Side rearview mirrors are mounted on each side of the operator’s cab to provide a rectangular
view of each side of the machine. The operator can use the rearview mirrors to check blind
areas when BACKING UP or MOVING SLOWLY to see if people, equipment or other
obstacles are in a dangerous position for operation of the machine.
The side rearview mirrors do not eliminate all potential blind spots behind
and to the side of the machine. The operator must be continually aware of
other personnel, vehicles and objects within the work area. Advise support
personnel to ALWAYS maintain a safe distance and visual contact with the
operator when in the area of machine operation. If unsure of location of
personnel or vehicles in the work area, exit the cab and look!
ADJUSTMENTS FOR VIEWING

The view scene includes the top edge of the tow unit and rear tire ground contact area. The
angles of view are approximately 70º vertical and 48º horizontal (refer to illustration
"RECOMMENDED SIDE REARVIEW MIRROR ADJUSTMENT AND APPROXIMATE FIELD
OF VISION").
The mirrors are convex with a spherical radius of 30” and are rectangular 20” long by 12”
wide. The support and mounting system provides protection from most contact with solid
objects. The mirrors also have a protective top cover that will readily swing aside if pushed by
another object.
The mirror’s sub assemblies, consisting of hold down plates, clamps, friction rings and
fasteners are designed to perform two functions (refer to illustration "SIDE REARVIEW
MIRROR INSTALLATION"):
• The first function is to allow easily and accurately adjusted angle positioning of the
tubular support with the fasteners tightened sufficiently to hold the arm in trial
positions.
• The second function is to prevent damage to the mirrors by destructive forces such as
caused by the mirror’s encounter with an obstruction. This requires additional
tightening of the fasteners as described below. The U-bolt fasteners that attach the
mirrors to the support arm are not intended to slip during use and are loosened only for
trial tilt and reach adjustments of the mirror and support arm.
SERVICE MANUAL
REARVIEW MIRRORS 1
Pan, Tilt and Reach Adjustments

To make mirror adjustments the operator should be seated in his normal position and
operating posture. An additional person should be positioned on the platform outside the cab
to adjust the mirrors as directed by the operator. Refer to illustration "SIDE REARVIEW
MIRROR INSTALLATION" for component locations described in the following instructions.
a. Loosen the post clamps and U-bolts enough for easy movement but tight enough to
prevent undesired position change during adjustment.
b. Move the mirror up and down (rotate around support arm) for vertical tilt angle
adjustment.
c. Slide the mirror housing inboard and outboard on the support arm for reach adjustment.
d. Swing the support post for horizontal pan angle adjustment.
The best possible mirror adjustment will produce a view scene including
the top rear of the tow unit and the bottom of the rear tire, and without
losing too much of the side of the tow unit and tire, as large an area as
possible to each side of the machine. This must be accomplished with the
reach adjustment locating the mirror as near to the machine as possible.
e. After the mirror is moved to the desired position, fully tighten the pipe clamps.
f. Tighten the four fasteners on the top friction assembly so that when pressing at the
outboard end of the support arm pipe, maximum possible thumb-only pressure will
swing the arm. Loosen these four fasteners exactly two turns.
g. Repeat Step ”f” with the bottom friction assembly, except in this case, after thumb
pressure test, leave as adjusted and retighten the top friction assembly exactly two turns
of each fastener.
h. Check final adjustment with two thumbs.
i. If support arm extends more than two inches outboard from the mirror, cut off the
excess.
MAINTENANCE
a. Replace damaged parts when necessary. Refer to the PARTS CATALOG for ordering
replacement parts.
b. Keep mirror glass clean by using window washing solution and wiping with paper towel.
c. If paint touch up is required, use RUSTOLEUM #659.
SERVICE MANUAL
FIGURE 14 & 14.1 1

Figure 14. RECOMMENDED SIDE REARVIEW MIRROR ADJUSTMENT AND
APPROXIMATE FIELD OF VISION
Illustration NOT to scale

Figure 14.1. TYPICAL "BLIND" AREAS ON LETOURNEAU EQUIPMENT
TA9536-8
PLAN VIEW OF LOADER
APPROXIMATE 24°
(EACH MIRROR) APPROXIMATE SIDEWAYS
LIMIT OF VISION
APPROXIMATE UPPER
LIMIT OF VISION
MIRROR
APPROXIMATE 70°
(EACH MIRROR)
RIGHT SIDE VIEW
APPROXIMATE LOWER
LIMIT OF VISION
TA9536-8
TA9536-8
SERVICE MANUAL
FIGURE 15 1_2

Figure 15. SIDE REARVIEW MIRROR INSTALLATION
TA9550
TA-9550
SERVICE MANUAL
SEAT BELTS & FIGURE 16 1
SEAT BELTS
The machine is equipped with adjustable seat belts to accommodate operators of various
statures. The seat belts are mounted to the operator’s seat.
The operator’s seat must be properly adjusted for safe operation of all
controls and seat belt fastened before starting the engine to operate the
machine. Instructions for adjusting the air suspension operator’s seat are
located in AUTOMATIC AND MANUAL SEAT ADJUSTMENTS on page
003A021 (d).
Always check the condition of the seat belts and mounting hardware before
operating the machine.
SEAT BELT OPERATION AND ADJUSTMENT

Operation and adjustment of the seat belts is shown in illustration "SEAT BELT
COMPONENTS AND FASTENING/UNFASTENING PROCEDURES".
FASTENING AND UNFASTENING THE BELT
To fasten the belt:
Insert the tongue into the buckle. Listen for the “click” that indicates the belts are fastened.
Tug on the belts to be sure they are securely fastened (illustration "SEAT BELT
COMPONENTS AND FASTENING/UNFASTENING PROCEDURES").
To unfasten the belt:
Press the red button in the top of the buckle and pull the tongue from the buckle (illustration
"SEAT BELT COMPONENTS AND FASTENING/UNFASTENING PROCEDURES").
ADJUSTMENTS
The belt should be snug but comfortable. The left side belt only adjusts.
To lengthen the belt:
a. With the belt unfastened, move the lock bar slide toward the buckle (illustration "SEAT
BELT COMPONENTS AND FASTENING/UNFASTENING PROCEDURES").
b. Pull on the buckle until the slack is removed from the outer belt loop.
c. Readjust the belt if it does not fit snugly.
To shorten the belt:
a. With the belt fastened, pull on the outer loop to tighten the belt.
SERVICE MANUAL
SEAT BELTS & FIGURE 16 1
INSPECTION
a. Inspect for worn or frayed webbing.
b. Check for worn or damaged buckle or lock bar. Replace the entire assembly if worn or
damaged.
c. Inspect the belt mounting hardware. Replace any damaged or worn hardware. Keep
the mounting bolts tight.
1. MOUNT BRACKET
2. BELT
3. LOCKBAR
4. TONGUE
5. BUCKLE
Figure 16. SEAT BELT COMPONENTS AND FASTENING/UNFASTENING
PROCEDURES
SERVICE MANUAL
FIRE PREVENTION AND CONTROL & FIGURES 17 & 18 1_2
FIRE PREVENTION AND CONTROL

In the event of a fire, the machine is optionally equipped with either a manually operated fire
extinguisher or a fire suppression system.
FIRE PREVENTION
Proper machine inspection and maintenance is CRITICALLY IMPORTANT to prevent a
disastrous fire. The following guidelines should be followed to reduce the chances of a fire:
a. Daily inspection and preventive maintenance at points where fires are most likely to start
- engine block, electrical system, turbochargers, exhaust manifolds, brake system and
hydraulic gearbox/pump area is critically important.
b. Regular cleaning of all areas where flammable materials such as fuel, oil, grease,
hydraulic fluid and combustible debris may collect is also critically important.
Refer to CLEANING AND COMPONENT INSPECTION for tips on cleaning

your machine.
c. NEVER smoke while checking fuel level or refueling. Unguarded trouble lights, flames,
or spark producing devices should be kept at a safe distance while refueling. ALWAYS
stop the engine before refueling the machine.
d. Keep all fuel and lubricants stored in properly marked containers and away from
unauthorized persons.
e. Store oily rags or other flammable material in a protective container, in a safe place.
f. Make sure all clamps, guards and heat shields are installed correctly to prevent
vibration, rubbing against other parts and excessive heat during operation.
g. DO NOT weld or cut on pipes, tubes or tanks that contain flammable liquids or gases.
SERVICE MANUAL
FIRE PREVENTION AND CONTROL & FIGURES 17 & 18 1_2
MANUAL FIRE EXTINGUISHER
Inspect the machine’s manual hand-held fire extinguisher regularly and read and understand
its operation. This fire extinguisher is capable of putting out fires in the following materials:
wood, paper, cloth, electrical, gasoline and oil.
(MOUNTED ON TOP OF
ELECTRICAL CONTROL CABINET
BEHIND OPERATOR’S CAB)
Figure 17. HAND-HELD PORTABLE FIRE EXTINGUISHER
(BOTTLES MOUNTED BOTH SIDES (BOTTLES MOUNTED INSIDE

OF TOW UNIT) FRONT FRAME)
Figure 18. FIRE SUPPRESSION SYSTEM BOTTLES - AFEX SYSTEM SHOWN
a. If the extinguisher is equipped with a gauge, ensure the needle is in the green portion of
the gauge.
b. Ensure the pin is installed and the seal has not been broken.
c. Have the fire extinguisher inspected and serviced by licensed personnel at the required
interval or immediately if it has been discharged.
d. Read and understand your employer’s policy in regards to extinguishing fires before
attempting to manually extinguish any fire.
SERVICE MANUAL
FIRE PREVENTION AND CONTROL CONT'D & FIGURE 19 1_2
FIRE SUPPRESSION SYSTEM - AFEX™ or ANSUL™ SYSTEMS (Optional)

The loader is equipped with a manual discharge fire suppression system. Operator safety is
greatly enhanced; however, the operator’s cab is not protected. It is the responsibility of the
equipment owner to ensure operators and service technicians read and understand the
manufacturer’s owner’s manual.
The fire system provided on the machine is a suppression system only and
is not designed or intended to extinguish all fires, particularly when
unusual amounts of combustible materials and an ample oxygen supply
are present. It is extremely important that alternative fire fighting
equipment be available in case the system does not totally extinguish a
fire.
Use extreme care to prevent the accumulation of debris, combustible
materials and fluids that could intensify the fire or cause it to spread to
areas where there was no previous potential for fire.
If modifications are made to the machine, or if the fire suppression system
is disconnected for any reason, make sure the fire equipment is
immediately inspected and tested by an authorized distributor for the
system’s manufacturer.
The fire suppression system’s dry chemical dispersion nozzles are

strategically located inside the front and rear frames. The operator’s cab is
NOT protected. The fire suppression system will NOT suppress fires
outside the machine or in the operator’s cab. The hand-held portable fire
extinguisher is recommended and is useful if re-ignition occurs or when
fires originate independently of the machine or outside the protected areas.
SERVICE MANUAL
The discharge of the dry chemical fire suppression agent may create
personnel hazards such as obscured vision or temporary breathing
difficulties.
Bring machine to a complete stop and shut down engine before deploying.
System actuation will result in immediate discharge, which may obscure
vision.
The fire suppression system is a MANUALLY DISCHARGED system. Fire

detection is optionally provided, but the fire suppression system WILL NOT
automatically discharge.
FIRE DETECTION SYSTEM CIRCUIT MONITOR PANEL - ANSUL SYSTEM (Optional)

The fire detection system circuit monitor panel (optional) is mounted on the rear inside cab wall
(illustration "ANSUL FIRE DETECTION CIRCUIT MONITOR PANEL"). The circuit monitor’s
function is to monitor the fire suppression system’s electrical detection and manual actuation
circuits and provide the operator with both visual and audible warnings of a fire.
Visual indicators: The circuit monitor panel provides LED indicators for battery, alarm,
detection, release and power to the panel. In the event of fire detection, an audible alarm
accompanies the LED Alarm indicator.
Controls: The front panel contains a “DELAY” and “RESET” button. The DELAY button is
non-functional.
The RESET button is used to reinitialize the control panel when depressed; it provides an
indication that all LEDs and the audible alarm are functional.
Sequence of Operation: Upon receiving an input signal indicating a fire, the Alarm LED will
flash and the audible alarm will pulse at the rate of two times per second. Refer to MANUAL
ACTUATION.
SERVICE MANUAL
Figure 19. ANSUL FIRE DETECTION CIRCUIT MONITOR PANEL

(OPTIONAL)
SERVICE MANUAL
FIRE PREVENTION AND CONTROL...CONT'D 1_2
CIRCUIT MONITOR PANEL - AFEX SYSTEM

A circuit monitor panel is mounted on the rear inside cab wall. Refer to illustrations "FIRE
SUPPRESSION SYSTEM ACTUATOR SWITCHES" and "AFEX CIRCUIT MONITOR
PANEL". The circuit monitor’s function is to monitor the fire suppression system’s electrical
detection and actuation circuits, including the power source, squib (explosive charge which
actuates the discharge of the fire suppression agent), and continuity of the detection wiring.
The AFEX fire suppression system retains its manual discharge

capabilities should the circuit monitor panel or any of its internal circuitry
fail. If the circuit monitor panel must be removed for any reason, the fire
suppression system can be wired to retain its manual actuation feature.
Refer to the manufacturer’s owner’s manual through their respective
website.
The circuit monitor panel provides audible and visual indicators of alarm conditions. The
operator can monitor detection and release circuits and power supply. A system reset button
and restart time delay is also provided.
Visual indicators:
• Green LED - Power to circuit monitor panel
• Red LED - Alarm
• Amber LED - Alarm silence activated - Trouble with squib - Trouble with detection circuit
Controls:
• Alarm Silence
• Push to test
• System reset
• Push-on, Push-off operation (flush mounted behind panel cover)
MANUAL ACTUATION - AFEX AND ANSUL SYSTEMS
The loader is equipped with three manual firing mechanisms. One mechanism is located in
the operator’s cab (refer to illustration "FIRE SUPPRESSION SYSTEM ACTUATOR
SWITCHES"). The other two mechanisms are located at ground level, one mounted on the
electrical control cabinet on the left side of the loader and the other mounted on the hydraulic
tank on the right side of the loader (refer to illustration "LOCATIONS OF FIRE SUPPRESSION
SYSTEM ACTUATION SWITCHES"). If the operator notices or is alerted to a fire, the
following actions should be taken:
1. Quickly bring the machine to a complete stop and shut down the engine.
2. Manually actuate the fire suppression system by pulling the safety pin from the neck
of the cab or remote firing mechanism and strike down HARD on the push knob/lever
(as applicable).
3. Quickly exit the machine and move to a safe distance away from the machine.
4. Call fire department or mine safety personnel to extinguish the fire.
SERVICE MANUAL
When the fire suppression system is manually discharged, the hydraulic

tank automatic air release will be tripped. This will release the air pressure
in the hydraulic tank and in the rest of the hydraulic system. The automatic
air release valve must be manually reset by pushing the knob IN to the
closed position (refer to illustration "HYDRAULIC TANK AIR RELEASE
VALVE").
FIRE DETECTION ENGINE SHUTDOWN OPTION

The LINCS computer system is equipped with an engine shutdown option that will stop the
machine and shut down the engine when the fire suppressant is discharged. The engine
shutdown option must be enabled or disabled via the LINCS computer system and requires
service technician-level access.
SERVICE MANUAL
Fire systems, installed at the LeTourneau, Inc. factory, are manual

discharge systems. The LINCS™ computer system or a LeTourneau, Inc.
factory-installed fire system, WILL NOT automatically discharge the fire
suppressant in the event of a fire. An electronic fire detection option is
available through fire system manufacturers that will audibly and visually
alert the operator of a fire. However, the discharge of fire suppressant and
actuation of the Fire Detection Engine Shutdown Option must be manually
actuated by discharging the fire suppressant with any of the actuator
switches. All operators of the machine should be trained in the operation
and capabilities of the fire suppressant system on the machine before
operation.
If the Fire Detection Engine Shutdown Option is enabled, the following sequence of events will
occur following discharge of the fire suppressant:
1. Propulsion is disabled.
2. Dynamic brake boost is actuated.
3. The automatic air release valve will release hydraulic tank pressure.
4. The engine will shut down once wheel motor speed is less than 100-rpm.
SYSTEM MAINTENANCE AND TROUBLESHOOTING
The fire suppression system requires regular inspection and maintenance. The manufacturer’s
recommended maintenance schedules are also located in the owner’s manual, which may be
obtained from the manufacturer’s website. System troubleshooting and wiring information is
also provided in the manufacturer’s owner’s manual appended to this publication.
Only personnel trained by the system’s manufacturer should service the

system. Certain components of the system contain an explosive charge
that can cause serious personal injury if not handled properly. Electronic
components of the system can also be damaged if not handled in the
proper manner.
SERVICE MANUAL
Before performing welding operations or jumpstarting the machine, the

circuit monitor panel’s in-line fuse must be removed. Failure to do so may
cause the system to actuate and/or damage the solid-state components of
the system. Replace the in-line fuse after the machine has been started or
welding operations have been completed.
SERVICE MANUAL
FIGURE 20 1_2
AFEX CAB MOUNTED FIRING ANSUL CAB MOUNTED DISCHARGE

MECHANISM WITH CIRCUIT MONITORING MECHANISM
PANEL (CHARGE BOTTLE NOT SHOWN)
(CHARGE BOTTLE NOT SHOWN – REFER TO
ILLUSTRATION "AFEX CIRCUIT MONITOR PANEL")
AFEX GROUND LEVEL MANUAL FIRING ANSUL GROUND LEVEL MANUAL

MECHANISM FIRING MECHANISM
(MOUNTED ON ELECTRICAL CONTROL CABINET (BOTH SIDES OF MACHINE – REFER TO
LEFT SIDE OF TOW UNIT – ADDITIONAL ILLUSTRATION "LOCATIONS OF FIRE
MECHANISM MOUNTED ON HYDRAULIC TANK SUPPRESSION SYSTEM ACTUATION
RIGHT SIDE)(ALSO SEE NOTE BELOW.) SWITCHES")(ALSO SEE NOTE BELOW.)
Figure 20. TYPICAL FIRE SUPPRESSION SYSTEM ACTUATOR SWITCHES - AFEX
AND ANSUL SYSTEMS
SOME SYSTEMS ON VARIOUS MACHINE MODELS HAVE FIRING MECHANISM

MOUNTED IN SAME GENERAL LOCATION ON UNDERSIDE OF ELECTRICAL CONTROL
CABINET.
SERVICE MANUAL
FIGURES 21 & 22 1

Figure 21. AFEX CIRCUIT MONITOR PANEL
REFER TO TA9307 FOR THIS ILLUSTRATION

1. HYDRAULIC TANK
2. REAR CAB WALL
3. LADDER BOX
Additional actuation switches may be provided at other locations to meet

customer requirements. Check your machine and make note of all switch
locations.
Figure 22. LOCATIONS OF FIRE SUPPRESSION SYSTEM ACTUATION SWITCHES
(TYPICAL LOCATIONS - STANDARD INSTALLATION)
TA9852-8
AFEXFire Suppression System PN A725900

Circuit Monitor Panel
POWER TROUBLE
ALARM DETECTION HORN
DISCHARGE
SQUIB
WARNING
PUSH TO SYSTEM ALARM

TEST RESET SILENCE
TA9852
TA9852-8
TA9307
3
TA9307
TA9307CG
SERVICE MANUAL
NOTES
SECTION 3
DESCRIPTION OF CONTROLS AND
OPERATING INSTRUCTIONS
SERVICE MANUAL
NOTES
SERVICE MANUAL
DESCRIPTION OF CONTROLS & OPERATING INSTRUCTIONS 1_2
DESCRIPTION OF CONTROLS AND

OPERATING INSTRUCTIONS
LETOURNEAU, INC.
OSL-3
TABLE OF CONTENTS
OVERVIEW OF OPERATIONAL CONTROLS AND INSTRUMENTS
LEFT-HAND JOYSTICK CONTROL – DIRECTIONAL CONTROL
TURN SIGNAL SWITCHES
DIRECTIONAL CONTROL SWITCH
RIGHT-HAND JOYSTICK CONTROL – HOIST AND BUCKET CONTROL
HOIST AND BUCKET CONTROL USING JOYSTICK
HOIST AND BUCKET CONTROL USING SWITCHES
HORN BUTTON – LOWER BUTTON
BACK DRAG SWITCH – RIGHT SIDE OF JOYSTICK
INSTRUMENT PANEL
OIL PRESSURE GAUGE
WATER TEMPERATURE GAUGE
TURN SIGNAL INDICATORS
SPEEDOMETER
FUEL GAUGE
HOURMETER
LINCS COMPUTER SYSTEM AND COMPUTER KEYPAD PANEL
SYSTEM INITIALIZATION SCREEN
PRODUCTION DATA SCREEN
OPERATOR NOTICE SCREENS
MAIN MENU SCREEN
ALARM SCREEN AND RED ALARM LIGHT
WARNING SCREEN AND AMBER WARNING LIGHT
PM ALERT LIGHT – BLUE
KEY SWITCH
PARK BRAKE CONTROL
SERVICE MANUAL
CAB CONSOLE SELECTOR SWITCH PANEL

BUCKET AUTO LEVEL SWITCH
BUCKET HEIGHT (ALTERNATE HEIGHT LIMIT) SWITCH
AUXILIARY PILOT PUMP SWITCH
GROUND FAULT TEST SWITCH (Optional)
ETHER INJECTION SWITCH (Optional)
MANUAL LUBE SWITCH
ENGINE SELECT (THROTTLE) SWITCH
SHOP MODE SWITCH
CAB AUTOMATIC CLIMATE CONTROL SYSTEM
CLIMATE CONTROLS OPERATION
OVERHEAD ROCKER SWITCH PANEL
TRAVEL LIGHTS SWITCH
FLOODLIGHTS SWITCH
BEACON LIGHT SWITCH
PANEL DIMMER SWITCH
FRONT WINDSHIELD WIPER DELAY SWITCH
FRONT WINDSHIELD WIPER SWITCH
REAR WINDSHIELD WIPER SWITCH
WINDSHIELD WASHER SWITCH
CIGARETTE LIGHT/POWER PORT
AM/FM RADIO WITH CD PLAYER (Optional)
EMERGENCY SHUTDOWN SWITCH
CAB DOME LIGHTS
AUXILIARY/SERVICE BRAKE AND DYNAMIC BRAKE BOOST PEDAL
AUXILIARY (EMERGENCY) STEERING SYSTEM (Optional)
POT FAIL/LOCKOUT ALARM
OPERATOR’S SEAT
AUTOMATIC AND MANUAL SEAT ADJUSTMENTS
TROUBLESHOOTING AND REPAIR
FLOOD AND TRAVEL LIGHTS
LADDER, STAIRCASE AND WORK AREA LIGHTING
SERVICE MANUAL
POWERED ACCESS LADDER

NORMAL OPERATION
EMERGENCY OPERATION
MANUAL RELEASE
SERVICE
DAILY INSPECTIONS
WEEKLY INSPECTIONS
ANNUAL SERVICE
CLEANING
MECHANICAL OPERATING CONCERNS
COMPUTER MONITOR AND PANEL
DIESEL ENGINE OPERATIONAL CONCERNS
HYDRAULIC SYSTEM MONITORING AND OPERATIONAL CONCERNS
HYDRAULIC SYSTEM AUXILIARY OIL COOLER (Optional)
DRIVE MOTOR OPERATIONAL CONCERNS
OVERSPEED PREVENTION
STALL BURN PREVENTION
WALK-AROUND INSPECTION
DYNAMIC BRAKING
BUCKET ROLLBACK STOPS AND BELLCRANK STOPS
BASIC MACHINE OPERATING INSTRUCTIONS NON-MATERIAL HANDLING
OPERATIONS
PRE-STARTING PROCEDURES
STARTING THE ENGINE
STARTING DETROIT DIESEL-EQUIPPED MACHINES
STARTING CUMMINS ENGINES-EQUIPPED MACHINES
AFTER STARTING THE ENGINE
OPERATING THE LOADER (NON-MATERIAL HANDLING OPERATIONS)
CHANGING DIRECTIONS (FORWARD AND REVERSE)
NORMAL SHUTDOWN PROCEDURES
EMERGENCY SHUTDOWN
BASIC MACHINE OPERATING INSTRUCTION MATERIAL HANDLING OPERATIONS
GENERAL MATERIAL HANDLING OPERATIONS AND PRECAUTIONS
LOADING THE BUCKET
HOISTING THE LOAD
DUMPING THE LOAD
LOWERING THE BUCKET
DOS AND DON’TS
POWERED ACCESS LADDER - VENDOR LITERATURE
ENVIRONMENTAL CONTROLS - VENDOR LITERATURE
SERVICE MANUAL
Figure 1. JOYSTICK OPERATION
Figure 2. CAB CONTROL CONSOLE
Figure 3. LINCS™ COMPUTER SCREENS
Figure 4. OPERATOR’S CAB ROOF – COMPONENT LOCATIONS
Figure 5. OVERHEAD ROCKER SWITCH PANEL
Figure 6. CAB EMERGENCY STOP SWITCH
Figure 7. HYDRAULIC TANK AIR RELEASE VALVES
Figure 8. OPERATOR’S SEAT
Figure 9. FLOOD AND TRAVEL LIGHTS
Figure 10. LADDER, STAIRCASE AND WORK AREA LIGHTING
Figure 11. LADDER SWITCHES
Figure 12. POWERED ACCESS LADDER
Figure 13. LADDER MANUAL RELEASE
Figure 14. LADDER LOCKOUT SWITCH AND FLUID LEVEL SIGHT GLASS
Figure 16. OPTIONAL JUMPSTART SOCKET – TWO MODEL OPTIONS
Figure 17. TYPICAL TRAVEL SPEEDS CAUTION SIGN
Figure 18. BUCKET ROLLBACK AND BELLCRANK STOP BLOCK INSPECTION
Figure 19. BUCKET LOADING
SERVICE MANUAL
SCOPE, OVERVIEW OF OPERATIONAL CONTROLS & LEFT- 1_2
Training only! Always use yourHAND
machineJOYSTICK

DESCRIPTION OF CONTROLS AND OPERATING INSTRUCTIONS contains the
identification and function of the controls, instruments and indicators on the instrument panel.
This publication also contains basic instructions for non-material and material handling
operations. It is essential that the operator(s) receive the following instructions and training
before operating the machine in material handling operations:
• It is essential that the operator(s) read and understand the information contained in
SAFETY INSTRUCTIONS before operating the machine.
• The operator(s) must acquire a thorough knowledge of the function of each control and
each indicator light described in this SERVICE MANUAL before operating the machine.
• The operator(s) must also be trained in the complete operation of the machine and any
special requirements of the particular job site where the machine will be operated before
operating the machine in material handling operations.
• The operator(s) must read and understand any special starting, operating and
maintenance instructions contained in the engine manufacturer operator’s manual.
OVERVIEW OF OPERATIONAL CONTROLS AND INSTRUMENTS

The following provides a brief overview of the operator’s controls and instruments of the
Loader:
• The Loader is equipped with joystick controls for hoist, bucket and steering functions.
The joystick controls are mounted on the armrests of the operator’s seat.
• Ground speed and dynamic braking are controlled by a foot-operated accelerator pedal.
The accelerator pedal is pressed to move the machine and released to actuate dynamic
braking. A service brake pedal is provided for holding the machine on grades or when in
close proximity to a transport vehicle.
• Switches for controlling various lights, accessories and other service functions of the
loader are mounted on the operator’s console and an overhead panel.
• An analog instrument panel provides pertinent information such as ground speed,
hourmeter, engine oil pressure, engine coolant temperature, fuel level and compressed
air system pressure.
• The operator is alerted to a potential problem that might require the shutdown of the
machine or the call for repair by warning lights, an audible alarm and text messages on
a computer monitor. The computer monitor provides repair technicians with operational
data and fault messages in the event of a mechanical, electrical or electronic
malfunction.
• The operator’s cab is pressurized and has an automatic climate control system.
SERVICE MANUAL
machineJOYSTICK
LEFT-HAND JOYSTICK CONTROL - DIRECTIONAL CONTROL

(Refer to illustration "JOYSTICK OPERATION")
The left and right sides of the loader are determined when standing behind
it or sitting in the operator’s seat — not from standing in front and facing
it. Engine left and right bank are determined by viewing the engine from
the flywheel end.
• Moving the directional joystick control to the left from center steers the loader to the
left.
• Moving the directional joystick control to the right from center steers the loader to the
right.
• The speed of steering is proportional to the distance the joystick is moved from center.
• The directional joystick control automatically returns to center when released;
however, only the speed of steering will stop and the loader will not steer back straight
unless the joystick is moved past center in the opposite direction.
TURN SIGNAL SWITCHES

Two momentary pushbutton switches are located on top of the left joystick to actuate the turn
signal lights on the front and rear of the loader. These switches have yellow covers.
• Pressing the left button actuates the red left turn signal light on the rear of the loader, the
left turn signal light on the front of the loader and the left arrow indicators on the
instrument panel.
• Pressing the right button actuates the red right turn signal light on the rear of the loader,
the right turn signal light on the front of the loader and the right arrow indicators on the
instrument panel.
• Pressing either button a second time will cancel the turn signal. When the loader is
steered back straight, the turn signal will also cancel. Refer to Item 3 on illustration
"CAB CONTROL CONSOLE".
DIRECTIONAL CONTROL SWITCH

The directional control switch is a three-position maintained rocker-type switch mounted on the
steering joystick control. It is used to select forward or reverse direction of machine
movement.
• Pressing the switch forward selects FORWARD machine movement.
• Pressing the switch backward selects REVERSE machine movement. When the
directional switch is moved to the reverse position, the back up alarm will sound and the
back up lights will come on. They will remain on until the switch is moved to the neutral
or forward position.
SERVICE MANUAL
machineJOYSTICK
• The machine’s direction, FORWARD or REVERSE, can be selected without releasing

the accelerator. Once the directional control switch is moved to the opposite direction,
the machine’s control system automatically applies dynamic braking, slows the loader to
a complete stop and then changes the machine’s direction. While this change of
direction is being processed by the control system, the accelerator pedal can remain fully
depressed. This will ensure that cycle times are maximized and there is no wasted time
selecting direction.
• The center position is the neutral position. The directional switch must be in the center
position to start the engine. When the switch is in the center position, the loader will not
move in either direction if the accelerator is pressed.
SERVICE MANUAL
OVERVIEW OF CONTROLS...CONT'D RIGHT-HAND JOYSTICK 1_2
CONTROLS
RIGHT-HAND JOYSTICK CONTROL - HOIST AND BUCKET CONTROL

(Refer to illustration "JOYSTICK OPERATION")
The dual-axis hoist control joystick has forward and backward positions for hoisting and
lowering the lift arms with side-to-side positions for bucket rollback and dumping. Hoisting and
floating down the lift arms and rollback and dumping the bucket can also be controlled by using
the pushbuttons and roller switch on top of the joystick. The horn button is also located on the
hoist control joystick.
HOIST AND BUCKET CONTROL USING JOYSTICK

• Moving the hoist control joystick backward from neutral (center) will cause the lift arms to
RISE.
• Moving the hoist control joystick forward from neutral (center) will cause the lift arms to
LOWER (power down). To lower a loaded bucket, the joystick must be moved forward.
• Speed of lift arm and bucket movement is proportional to the distance the joystick is
moved from neutral (center). The further the joystick is moved from center the faster the
lift arms or bucket move in the commanded direction.
• The center position is the neutral position. Moving the hoist control joystick toward the
center position will cause the lift arms to slow. When the joystick reaches center, the lift
arms will stop. The hoist control joystick automatically returns to center when released.
• Moving the joystick to the left, while the joystick is in any of the three positions described
above, will cause the bucket to roll back. The rollback position is used to load the
bucket. This is the position the bucket should be in when transporting a load.
• Moving the joystick to the right, while the joystick is in any of the three positions
described above, will cause the bucket to dump.
HOIST AND BUCKET CONTROL USING SWITCHES

Hoist and bucket movements can also be controlled by using the two pushbutton switches and
the roller switch on the joystick control.
Joystick commands override switch commands.
• HOIST CONTROL SWITCH - Top Button: The hoist control switch is a momentary
pushbutton switch that causes the hoist to rise to the height determined by the bucket
height switch or to full height if the bucket height switch is in the OFF position. The lift
arms will rise at a predetermined speed. Speed of hoist movement is NOT proportional
when using the hoist control switch. The hoist control switch will reset when the lift arms
reach either the preset height or full height, as applicable. The hoist control switch will
also reset if hoist joystick is moved to hoist down or hoist up position.
SERVICE MANUAL
OVERVIEW OF CONTROLS...CONT'D RIGHT-HAND JOYSTICK 1_2
CONTROLS
• FLOAT CONTROL SWITCH - Center Button: The float control switch is a momentary
pushbutton switch. Pressing this switch while the lift arms are above horizontal, with
auto leveling enabled, will cause the bucket to descend to the ground and level. The
bucket will not free fall under this condition but will descend as rapidly as fluid being
expelled from the lift cylinders will allow. Pressing this switch while the lift arms are
below horizontal, with auto leveling enabled, will only level the bucket. This switch is
inoperative if pressed while the bucket is loaded or if auto leveling is disabled. To lower
a loaded bucket, the joystick must be moved forward (power down).
• BUCKET CONTROL ROLLER POTENTIOMETER: The spring-centered roller
potentiometer controls bucket rollback and dump movements. Rolling the potentiometer
back from center rotates the mouth of the bucket upward (roll back). The rollback
position is used to load the bucket. This is the position the bucket should be in when
transporting a load. Rolling the potentiometer forward from center rotates the mouth of
the bucket downward (dump). Bucket rollback and dump movements are proportional to
how far the potentiometer is rolled forward or back from neutral (center). Releasing the
potentiometer will cause it to return to the neutral (center) position. Bucket movement
will stop at the position where the potentiometer is released. To move the bucket in the
opposite direction, the potentiometer must be rolled either forward or backward, as
required. If the float control switch is pressed or the lift arms lowered with the joystick
(power down) the bucket will automatically level.
SERVICE MANUAL
FIGURE 1 1_2

Figure 1. JOYSTICK OPERATION
Reserved LOADER
TA1
NOTE ! NOTE !
BUCKET WILL AUTOMATICALLY FLOAT CONTROL SWITCH IS
LOWER , IF AUTO LEVEL INOPERATIVE WHEN BUCKET
SWITCH IS ON. IS LOADED.
TO LOWER A LOADED BUCKET
MOVE JOYSTICK FORWARD.
MOVE LIFTARMS LOWERING

FORWARD NOTE ! (JOYSTICK OR SWITCH ACTUATION)
DIRECTIONAL CONTROL
SWITCH MUST BE IN
LEFT TURN RIGHT TURN CENTER POSITION TO
SIGNAL SWITCH SIGNAL SWITCH START ENGINE. HOIST CONTROL SWITCH
BUCKET ROLLBACK & DUMP
(ROLLER OR THUMB WHEEL) BACK DRAG SWITCH
FLOAT CONTROL
DIRECTIONAL SWITCH
CONTROL
HORN SWITCH
SWITCH
(VEHICLE
MOTION)
LEFT TURN LEFT STEER RIGHT STEER RIGHT TURN BUCKET BUCKET
SIGNAL SIGNAL ROLLBACK DUMP
(JOYSTICK OR ROLLER) (JOYSTICK OR ROLLER)
THIS STICK MOVES ONLY

LEFT OR RIGHT
HOIST CONTROL SWITCH
NOTE !
JOYSTICK ACTUATION
OVERRIDES THIS
SWITCH COMMAND
MOVE LIFTARMS RISING

BACKWARD (JOYSTICK OR SWITCH ACTUATION)
LEFT- HAND JOYSTICK RIGHT - HAND JOYSTICK

VEHICLE DIRECTIONAL CONTROL LIFTARM & BUCKET CONTROL
JOYSTICK RETURNS TO NEUTRAL JOYSTICK RETURNS TO NEUTRAL
POSITION WHEN RELEASED POSITION WHEN RELEASED TA10076
JOYSTICK CONTROLS
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
OVERVIEW OF OPERATIONAL CONTROLS...CONT'D 1_2
HORN BUTTON - LOWER BUTTON
Pressing the lower momentary pushbutton causes the air horn to sound. When the switch is
released, the air horn silences.
BACK DRAG SWITCH - RIGHT SIDE OF JOYSTICK
The back drag switch is a two-position momentary pushbutton switch. Pressing this switch
allows the lift arms to move up and down as the bucket contacts the pit floor when reversing
the machine.
INSTRUMENT PANEL (Refer to illustration "CAB CONTROL CONSOLE")

OIL PRESSURE GAUGE (1)
The oil pressure gauge indicates the oil pressure in the engine lubricating oil system in U.S.A.
and metric units. When the engine is hot and operating at low idle speed, an oil pressure
indication below 30 psi (2 bars) is not abnormal. When the engine select switch is moved to
the HI position, after engine start-up and warm-up, the oil pressure may indicate as high as
100 psi (7 bars) immediately after HI throttle is selected. The pressure will decrease as the oil
warms up. An oil pressure approximately 60 psi (4 bars) is normal after the oil has warmed up.
When operating in cold climates, the oil pressure indications will be higher
after starting, during engine warm-up, and when HI throttle is selected. It
will take longer for the oil to warm-up and for the oil pressure to reach
normal operating temperature.
WATER TEMPERATURE GAUGE (2)
This gauge indicates the engine coolant temperature in U.S.A. and metric units. Normal
operating temperature is a minimum of 160ºF to a maximum of 190ºF (71ºC to 88ºC).
TURN SIGNAL INDICATORS (3)
The turn signal indicators are arrow-shaped cutouts in each corner of the instrument panel. A
flashing light glows behind the cutouts to indicate the turn signal lights are flashing. The lights
go out when the turn signal switch is turned off or the signal is canceled by steering the loader
straight.
SPEEDOMETER (4)
The speedometer indicates the speed of the loader in miles per hour (MPH) and kilometers
(KPH) when the loader is traveling in either forward or reverse direction.
FUEL GAUGE (5)
This gauge indicates the amount of fuel remaining in the tank.
AIR PRESSURE GAUGE (6)
The air pressure gauge indicates the air pressure available for operation of the air-powered
components such as service brakes (L-1350-L-1850) KLENZ™ filtration system, horn, etc.
The gauge is marked in U.S.A. and metric units. The indication should be 120 to 130 psi (8 to
9 bars) during operation.
SERVICE MANUAL
OVERVIEW OF OPERATIONAL CONTROLS...CONT'D 1_2
During normal operation, if the air pressure gauge continues to show an air
pressure drop (below 80 psi, the amber warning light and audible alarm will
come on), stop the machine and check the filler cap on the hydraulic
reservoir.
To check the filler cap on the hydraulic oil reservoir, use the following
procedure:
a. Release the air pressure from the reservoir by moving the
manual air release valve to the open position (vented). The
manual air release valve (refer to illustration "HYDRAULIC TANK
AIR RELEASE VALVES") is located on top of the hydraulic oil
reservoir in front of the oil return filters. The air pressure in the
reservoir will be released, and at the same time, the valve will
lock in the air pressure in the rest of the system.
b. Tighten the reservoir cap with your hand.
c. Move the manual air release valve handle to the closed position
to pressurize the reservoir.
d. If there is still a drop in air pressure, ask for a maintenance
check.
HOURMETER (7)
The purpose of the hourmeter is to record a cumulative total of engine running time. The
hourmeter will operate any time the engine is running.
LINCS COMPUTER SYSTEM AND COMPUTER KEYPAD PANEL
(Refer to illustration "CAB CONTROL CONSOLE")
The computer monitor (27) and keypad panel (11) are connected to the LeTourneau, Inc.
LINCS™ Computer System. The computer keypad panel contains three indicator lights (8, 9 &
10), the key switch (12) and the parking brake control (13). The computer system is actuated
when the key switch is turned to the ON position. Text messages providing operational data,
warnings and alarms are displayed on the computer monitor. The operator can access various
capabilities of the computer by using the keypad.
The LINCS™ computer system is programmed to fit the application and

needs of the customer; therefore, the following instructions are somewhat
general in nature and based on the most common set-up sequence for the
various capabilities of the system. The computer screens shown in
illustration "LINCS™ COMPUTER SCREENS" represent examples only and
actual screen text may vary.
SERVICE MANUAL
INSTRUMENT PANEL...CONT'D 1_2
SYSTEM INITIALIZATION SCREEN

(Refer to illustration "LINCS™ COMPUTER SCREEN" Item A)
The system initialization screen displayed on the computer monitor each time that the key
switch (refer to illustration "CAB CONTROL CONSOLE") is turned from the OFF position to the
ON position. The screen shows the status of the LINCS™ initialization process. LINCS™
performs a number of self-diagnostics at start-up to ensure that all electronics on the machine
are performing correctly before any normal machine operations are allowed.
PRODUCTION DATA SCREEN

(Refer to illustration "LINCS™ COMPUTER SCREEN" Item B)
After the “boot up” interval, the production data screen replaces the system initialization screen
on the monitor. The production data screen remains on the monitor during loader operation
and provides pertinent operational data. The data layout on the production data screen can be
altered to three different configurations by accessing the system setup option of the main
menu, as described below.
OPERATOR NOTICE SCREENS

(Refer to illustration "LINCS™ COMPUTER SCREEN" Item C)
The notice screens provide the operator with any additional information pertaining to the
current operations of the machine; for example, notice screens like “Cranking Disabled by
Forward Selected,” “Steering Disabled by Park Brakes Set,” “Propel Disabled by Ladder Down”
will be displayed whenever an operator command is disallowed by a safety prerequisite. The
operator can acknowledge the notice screen by pressing any key on the keypad (refer to
illustration "CAB CONTROL CONSOLE"). This will clear the notice from the screen. Some
notice screens will also clear themselves from the screen automatically.
MAIN MENU SCREEN

(Refer to illustration "LINCS™ COMPUTER SCREEN" Item D)
The main menu screen is accessed by touching the “1” button on the keypad (see toolbar at
lower left side of screen in illustration "LINCS™ COMPUTER SCREEN", Item “D”). When
activated, the main menu screen will appear over the production data screen. The main menu
screen provides a list of various data that can be reviewed by the operator and other functions
of the computer that are available to the operator, as described below:
1. VIEW LOG: The view log option provides a list of production data stored in the
computer by operator’s individual access codes. The operator or supervisor can view
this data by using the up and down arrow keys to scroll through the various data
screens (not shown).
2. VIEW ACTIVE ALARMS: The view active alarms option provides a list of active alarms
that triggered the red alarm light, alarm screen and audible alarm. The alarms are
logged in order of occurrence and whether or not they have been acknowledged by the
operator (not shown).
3. VIEW ACTIVE WARNINGS: The view active warnings option provides a list of active
warnings that triggered the amber warning light, warning screen and audible alarm.
The warnings are logged in order of occurrence and whether or not they have been
acknowledged by the operator (not shown).
4. VIEW PM ALERTS: The view active PM alerts option provides a list of active PM
Alerts that triggered the blue PM alert light. The PM alert light is not accompanied by a
text screen, and the operator or maintenance personnel must access the view active
SERVICE MANUAL
PM alerts screen through the main menu screen to acknowledge the alert. The blue
light will continue to illuminate until the fault is cleared and the light turned off by
maintenance personnel. The alerts are logged in order or occurrence and whether or
not they have been acknowledged by the operator or maintenance personnel (not
shown).
SERVICE MANUAL
FIGURE 2 1_2

1. OIL PRESSURE GAUGE
2. WATER TEMPERATURE INDICATORS
3. TURN SIGNAL INDICATORS
4. SPEEDOMETER
5. FUEL GAUGE
6. AIR PRESSURE GAUGE
7. HOURMETER
8. RED ALARM LIGHT
9. AMBER WARNING LIGHT
10. BLUE PM ALERT LIGHT
11. KEY PAD
12. KEY SWITCH
14. BUCKET AUTO LEVEL SWITCH
15. BUCKET HEIGHT SWITCH
16. AUXILIARY PILOT PUMP SWITCH
17. GROUND FAULT TEST SWITCH
18. ETHER INJECTION SWITCH (OPTIONAL)
19. MANUAL LUBRICATION SWITCH
20. ENGINE SELECT (THROTTLE) SWITCH
21. SHOP MODE SWITCH
22. CLIMATE CONTROL KEY PAD
23. DIGITAL READOUT
24. DEFROSTER VENT CONTROL KNOB
25. DASH VENT CONTROL KNOB
26. FLOOR VENT CONTROL KNOB
27. COMPUTER MONITOR
28. CIGARETTE LIGHTER/POWER PORT
29. HOIST AND BUCKET JOYSTICK CONTROL
30. ACCELERATOR PEDAL
31. DIRECTIONAL JOYSTICK CONTROL
32. BRAKE PEDAL
Figure 2. CAB CONTROL CONSOLE
Reserved LOADER
SERVICE MANUAL
NOTES
3 4
14 15 16 17
2 5 13
10
12
1 6
11 18 19 20 21
27
24
25
30 29
32
28
26
31
22 23 TA9928-8
TA9928-8
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
5,6,7 BROWSE AND INSPECT CHANNELS: The browse and inspect channels options
enable the operator or maintenance personnel to view the operating parameters
of the monitored mechanical, electrical, electronic and hydraulic components and
other functions of the machine. The monitored components and other functions
are displayed in related groups. This information is primarily of interest to
maintenance and repair personnel.
8. MAINTENANCE MENU: Access to the maintenance menu option is normally
restricted to maintenance and repair personnel. Various mechanical, electrical,
electronic and hydraulic components and other functions of the machine can be
programmed through this option to accommodate the requirements of the loader’s
working environment (not shown).
9. SYSTEM SETUP: The system setup option provides the operator the ability to
change various functions of the computer screen format such as date and time,
production data screen format, Imperial, SI, or metric units of measurement, etc.
(not shown).
To exit the main menu screen and return to the production data screen, touch the “0” key on
the computer keypad (11).
Additional information on using the main menu functions is provided in

HOW TO ACCESS AND NAVIGATE THE MAIN MENU.
ALARM SCREEN AND RED ALARM LIGHT

(Refer to illustrations "LINCS™ COMPUTER SCREENS" Item E and to "CAB CONTROL
CONSOLE" Item 8)
Should a serious problem occur which warrants immediate shutdown to avoid machine
damage, an alarm screen will appear on the computer monitor, the red indicator light will
illuminate and an audible alarm will sound. Propulsion is inhibited when the red alarm light
illuminates and the audible alarm sounds. The machine will come to an abrupt stop. Should
this occur, SHUT THE ENGINE DOWN as quickly as possible.
The alarm screen includes a brief text message to alert the operator to the nature of the
problem. The operator can silence the audible alarm and remove the text message from the
screen by pressing any key on the computer keypad. The alarm screen will not longer appear
but the light will continue to illuminate until the system is accessed by repair technicians and
the fault is cleared.
The number of currently active warnings appears on the status bar located at the bottom of the
screen. The alarms are logged into the view active alarms option of the main menu in order of
occurrence.
SERVICE MANUAL
WARNING SCREEN AND AMBER WARNING LIGHT
(Refer to illustrations "LINCS™ COMPUTER SCREENS" Item F and to "CAB CONTROL
CONSOLE" Item 9)
The warning screen, amber warning light and audible alarm indicate a problem that may not
require immediate shut down of the engine but MUST BE INVESTIGATED and addressed
immediately.
The warning screen includes a brief text message to alert the operator to the nature of the
problem. The operator can silence the audible alarm and remove the text message from the
screen by pressing any key on the computer keypad. The warning screen will no longer
appear but the light will continue to illuminate until the system is accessed by repair
technicians and the fault is cleared.
Additional text may be displayed on a notice screen (refer to illustration "LINCS™ COMPUTER
SCREENS") after all of the warning screens have been acknowledged. This text will give the
operator additional information about the warning screen(s) and may suggest appropriate
action for correcting the problem. For example, if the warning screen said “Motor 1 Speed
High,” the notice screen will say “Slow Machine”. The additional text is logged with the
associated warnings for later review.
The number of currently active warnings appears on the status bar located at the bottom of the
screen. The warnings are logged into the view active warnings option of the main menu in
order of occurrence.
It is possible to see a similar text message on either an alarm or warning

screen. For example, bucket rollback pilot pressure high, as shown on the
warning screen in illustration "LINCS™ COMPUTER SCREENS", can also
be seen on an alarm screen if the problem becomes serious enough to
warrant immediate shutdown of the machine.
PM ALERT LIGHT - BLUE (10)
The blue PM alert light indicates a problem which should be addressed at the next scheduled
service interval. The machine does not require immediate shutdown. The audible alarm will
not sound and no text message accompanies the PM alert light. However, the number of PM
alerts is registered on the status bar at the bottom of the screen and the nature of the alerts is
logged into the view active PM alerts option of the main menu in order of occurrence.
The operator and maintenance personnel can determine the nature of the PM alerts by
accessing the main menu and then accessing the view active PM alerts option. The blue light
will continue to illuminate until the problem is corrected by maintenance technicians and the
fault cleared.
The red, amber and blue indicator lights will illuminate when the key switch
is turned to the ON position. Within 50 seconds of turning the key switch
to the ON position, the lights should go out unless a fault exists.
SERVICE MANUAL
HELP SCREENS: Should the operator need additional information, a “HELP” screen can be
initiated by pressing the “?” button on the keypad (11).
KEY SWITCH (12)
The key switch has three positions: OFF, ON, and START.
• The ON position turns on the electrical power to the instrument panel circuits, LINCS™
Computer System and electronic governor, allowing fuel flow to the injectors.
• The START position is a momentary position.
To start the engine:
(1) Place the engine select switch in the LO position,
(2) Set the parking brake,
(3) Move the directional switch to the center (neutral) position,
(4) Turn the key switch right to START. Once the engine starts release the switch. The
switch will return to the ON position.
Cummins engines will NOT start immediately when the key switch is turned
to the START position. Refer to STARTING CUMMINS ENGINE EQUIPPED
MACHINES.
• To stop the engine under normal conditions:

(1) Stop the machine.
(2) Set the park brake.
(3) Place the engine select switch in the LO position.
(4) Turn the key switch to the OFF position. Turning the key switch to the OFF
position activates the idle timer if the engine has been running for three minutes
or more. Any warning, alarm or notice screens must be acknowledged by the
operator before the idle timer will actuate. The idle timer will allow the engine to
run at LO throttle for five minutes to cool the turbochargers. The LINCS™
Computer System will remain booted up. When the idle timer is activated, the
computer monitor will provide a screen indicating that the idle timer is operating.
After five minutes, the engine fuel flow to the injectors will stop, which will stop
the engine. The LINCS™ Computer System will remain booted up for an
additional 45 seconds. During this 45-second interval, the key switch can be
switched back to the ON position and the LINCS™ Computer System will remain
booted up. This function saves waiting the normal two- minute boot-up time to
complete service work, data transmission, etc. If the key switch is not switched
back to the ON position during the 45-second interval, the LINCS™ Computer
System will switch off and the power to the instrument panel is cut. If the key
switch is turned back to ON position to keep the LINCS™ Computer System
booted up, turning it back to the OFF position will immediately cut power to the
LINCS™ Computer System and instrument panel.
SERVICE MANUAL
The idle timer can be bypassed by pressing “0” on the computer keypad.
This will shut down the engine and LINCS™ Computer System and cut
power to the instrument panel immediately. Bypassing the idle timer can
cause damage to the turbochargers. Shutting the engine down
immediately should only be done in emergency situations.
PARK BRAKE CONTROL (13)

The park brake switch is a push-pull type switch that has a red light inside it. The park brakes
are spring/air operated on Models L-1350-L-1850 and are spring/oil operated on Model L-
2350.
• Pulling the control OUT sets the park brake. The red light in the switch will glow red
when the switch is pulled out. When the control is pulled out, the drive motor brakes are
set and the drive system is inhibited.
• Pushing the Park Brake control IN releases the parking brakes and enables the drive
system. While the park brake control is pressed IN and the air pressure in the park
brakes is building to a level that will release the brakes, the red light in the park brake
control will flash. When the pressure reaches a level that fully releases the brakes, the
light will go out.
• The park brake must be set before LINCS™ will allow the engine to be cranked.
• If the powered rear access ladder (optional) is not in the full UP and locked position, a
warning message will be generated when the park brakes are released.
The operator should never leave the cab with the park brake released.
Leaving the cab without setting the Park Brake could result in unplanned
and uncontrolled movement of the machine. This could cause loss of life,
serious injury or property damage.
SERVICE MANUAL
CAB CONSOLE SELECTOR SWITCH PANEL 1_2
CAB CONSOLE SELECTOR SWITCH PANEL

BUCKET AUTO LEVEL SWITCH (14)
The bucket auto level switch is a two-position maintained rocker-type switch. This switch
enables or disables the auto-leveling feature of the bucket.
• When the upper portion of the switch is pressed, the auto-leveling feature is enabled.
• If the auto-leveling feature is switched from disabled to enabled while the bucket is
within ±10 degrees of level to the ground, the current angle of the bucket will be
recorded as the bucket angle to auto level to.
• If the auto-leveling feature is switched from disabled to enabled while the bucket is
within 39 inches (1 meter) of the ground, the current height of the bucket will be
recorded as the height to float to when the float control is engaged.
Manual sight alignment is accomplished by observing the bucket angle gauge on the
production data screen and pressing the bucket control as required.
BUCKET HEIGHT (ALTERNATE HEIGHT LIMIT) SWITCH (15)

The bucket height (alternate height limit) switch is a two-position rocker-type switch. A rotary
transducer is provided on the loader that can be preset to stop the flow of hydraulic fluid to the
bucket cylinders when the bucket reaches a predetermined height. The switch is set to stop
the bucket at the same height during each lifting cycle when the loader is being used to load a
fleet of vehicles of uniform height.
• When the upper portion of the switch is pressed, the alternate height limit function is
enabled and the bucket will stop at the selected height each time. To set the alternate
height limit, hoist the bucket to the desired position and press the upper portion of the
bucket height switch. If the lift arms are above 25 degrees, the height will be recorded
in the loader’s computer and the lift arms will automatically stop at this height whether
using the hoist control switch or joystick to perform hoisting operations. The lift arms
can be raised to full height without resetting the alternate height limit by returning the
joystick to the neutral (center) position and then pulling back on the joystick. If the
alternate height limit function is enabled while the lift arms are below 25 degrees, the
last programmed limit when hoisting, whether using the joystick or the hoist control
switch, will become the alternate height limit.
• When the adjustable height limit function is enabled, after dumping the bucket, the
operator must push the joystick forward or press the float switch to lower and
geometrically level the bucket.
• With the lower portion of the switch depressed, the adjustable height limit function is
disabled. When the switch is in this position, the preset limit switch is bypassed, and
the bucket will rise to the maximum height attainable after the hoist joystick control is
moved to the full back position or the hoist control switch is pressed. The bucket height
switch should also be turned OFF when a fleet of vehicles of varying heights is loaded.
SERVICE MANUAL
CAB CONSOLE SELECTOR SWITCH PANEL 1_2
If the bucket is loaded to 120% of rated capacity hoisting action is

inhibited, the amber light will illuminate, the audible alarm will sound and
the text screen indicating bucket overload will appear on the computer
monitor. The audible alarm can be silenced and the text message removed
from the screen by touching any key on the keypad. However, the amber
light will continue to illuminate.
AUXILIARY PILOT PUMP SWITCH (16)

The auxiliary pilot pump switch is a two-position momentary rocker-type switch. This switch
activates the auxiliary pilot pressure pump motor. Activating this switch will create pilot
pressure necessary to lower the lift arms or neutralize the pressure in the cylinders should the
engine not be operational. To operate this switch, place the key switch in the ON position,
allow LINCS to boot up, press the auxiliary pilot pump switch and then press the hoist and
bucket control switches.
This switch should only be operated when the engine is

NOT running.
GROUND FAULT TEST SWITCH (17) (OPTIONAL)

The ground fault test switch is used to test the machines ability to shut down in the event of a
ground fault in the generator or converter outputs. Should a fault occur, the machine should
begin a shut down process in the following sequence:
a. A one-second delay occurs to insure the fault is real. Then the red dash warning light
comes on, audible alarm sounds, traction is disabled and an alarm screen indicating a
ground fault appears on the LINCS™ computer monitor.
b. The machine goes into the dynamic braking mode if it is moving.
c. When the machine’s speed is below 1/2 MPH, the generator’s output is disabled. The
operator should set the service brakes, shut down the engine and call service.
SERVICE MANUAL
FIGURE 3 1_2
TA-9936 TA-9934
ITEM #A ITEM #D
TA-9936 TA-9932
ITEM #B ITEM #E
TA-9933 TA-9937
ITEM #C ITEM #F
ACTUAL SCREEN TEXT AND FORMAT MAY VARY SLIGHTLY FROM EXAMPLES SHOWN
Figure 3. LINCS™ COMPUTER SCREENS
SERVICE MANUAL
NOTES
SERVICE MANUAL
CAB SONSOLE SELECTOR SWITCH PANEL...CONT'D 1_2
ETHER INJECTION SWITCH (18) (OPTIONAL)

When the optional ether cold starting aid is ordered, a momentary rocker switch labeled ether
injection is mounted on the Control Console. The purpose of the ether is to make starting the
engine easier during cold weather operation. Pushing the switch while starting the engine will
inject one measured charge of ether into the air intake manifold during cranking. When the
button is released, it will return to the OUT position. If the temperature is below 50°F (10°C),
inject one charge of ether during cranking. Another charge may be injected during the next
cranking sequence.
Ether is poisonous and flammable. Breathing ether vapors or repeated

contact of ether with the skin can cause personal injury or death.
• Use ether only in well-ventilated areas.
• Use ether with care to avoid fires.
• DO NOT SMOKE while using ether or changing ether cylinders.
• DO NOT store ether cylinders in the operator’s cab or living
areas.
• DO NOT store ether cylinders in direct sunlight or at
temperatures above 102°F (39°C).
• Discard ether cylinders properly. Do not puncture or burn ether
cylinders; they could explode.
• Keep ether cylinders out of the reach of unauthorized personnel.
• Use ether for cold starting purposes ONLY.
Inject ether ONLY while cranking the engine. Ether starting aid must be
used sparingly. Excessive use of the starting aid could cause excessive
combustion pressures and damages to the engine.
NEVER spray ether-starting aid into the intake of the KLENZ® air filtration
system intake. Serious component damage could result.
SERVICE MANUAL
CAB SONSOLE SELECTOR SWITCH PANEL...CONT'D 1_2
MANUAL LUBE SWITCH (19)

The manual lube switch is a two-position momentary rocker-type switch that starts the
automatic lubrication system’s lube cycle. The system will activate the lubrication cycle each
time the switch is pressed. Should there be a problem with the lubrication system, the amber
warning light and audible alarm will come on and a warning message will appear on the
computer screen.
L-1350: Compressed air system pressure must be at least 60 psi to operate the manual lube
switch.
L-1850-L-2350: The engine must be running to operate the manual lube switch.
A switch labeled lubrication cycle is provided on the switch box located at the middle pivot
area, on the left side of the machine. This switch performs the same function as the manual
lube switch.
ENGINE SELECT (THROTTLE) SWITCH (20)

The engine select switch is a two-position maintained rocker-type switch.
• When the upper portion of the switch is pressed HI throttle is selected.
• When the lower portion of the switch is pressed LOW throttle is selected. LOW throttle
must be selected for engine start and warm up.
• The engine select switch must be in HI position when operating the loader.
• When operating the loader in material handling operations, the shop mode switch must
be turned OFF.
SHOP MODE SWITCH (21)

The shop mode switch is a two-position maintained rocker type switch that enables the
operator to maneuver the loader around the maintenance area with the engine speed at a
reduced HI-throttle RPM.
• Shop mode is turned ON when the upper portion of the switch is depressed.
• Shop mode is OFF when the lower portion of the switch is depressed.
• The machine must be stopped and in HI throttle to activate this mode. When the switch
is in the ON position, the shop mode is engaged and the machine will travel at eight
MPH (maximum).
• Moving the switch to the OFF position disengages the shop mode and the engine will
return to HI throttle.
SERVICE MANUAL
CAB AUTOMATIC CLIMATE CONTROL SYSTEM & OVERHEAD 1_2
ROCKER original documentation!
SWITCH PANEL
CAB AUTOMATIC CLIMATE CONTROL SYSTEM

The loader is equipped with an automatic climate control system. Once the system has been
set to desired temperature levels operation is automatic and the unit will not need to be
readjusted unless the operator desires to change the temperature to select a different mode of
operation.
CLIMATE CONTROLS OPERATION

ON/OFF CONTROL - Pressing this control powers the unit.
°C/°F CONTROL - Pressing this control selects either Celsius or Fahrenheit

scale of temperature displayed. A red LED glows to indicate the chosen scale.
TEMPERATURE SET CONTROLS - These controls set the

temperature up or down, as desired for operator comfort.
Once the desired temperature is reached, releasing the
control will set the unit at that temperature.
• ACTUAL TEMPERATURE LED INDICATOR - The unit will display the actual
temperature while in operating mode. A red LED glows to indicate that the
temperature displayed is the actual temperature. The actual temperature is the actual
return air and outside air mixed condition. For example, 200 cfm of 70ºF mixing with
100 cfm of 100ºF outside air will result in 80ºF mixed air condition.
• SET TEMPERATURE LED INDICATOR - To momentarily view the set temperature,
press either of the up/down temperature set controls. A red LED glows to indicate that
the temperature being displayed is the set temperature.
DEFROST/DE-MIST/VENT CONTROL - This control operates both

heater solenoid valves and the cooling cycle to remove moisture from
the air. The compressor will cycle on the evaporator de-ice thermostat
only. A red LED in the upper left corner of the control glows to indicate
this mode of operation is selected. When this control is pressed, vent
air is controlled by using the three twist knobs, to the right of the
automatic control system panel, to select and regulate the flow of air
through the vents as follows:
• The top button (24) controls the flow to the defroster vents.
• The middle knob (25) controls the flow to the dash vent.
• The bottom knob (26) controls the flow to the floor vent.
• Turning the knobs to the right increases air flow.
• Turning the knobs to the left decreases air flow.
SERVICE MANUAL
SWITCH PANEL
MANUAL HEAT CONTROL - This control operates the heater at the

temperature as set by the operator by pressing the up/down temperature
set control. When this control is enabled, the unit will operate in the
heating mode only. A red LED in the upper left corner of the control glows
to indicate this mode of operation is selected.
AUTO CONTROL - This control signals that the unit is in automatically

cycling heating or cooling as set by the operator by pressing the up/down
temperature set keys. A red LED in the upper left corner of the control
glows to indicate this mode of operation is selected.
MANUAL A/C CONTROL - This control enables the condenser fan and the
compressor relays to operate according to the thermostat. When this control
is enabled, the unit will operate in the air conditioning (cooling) mode only.
A red LED in the upper left corner of the control glows to indicate this mode
of operation is selected.
FAN SPEED CONTROL - This control adjusts the fan speed to one of three
speeds. A red LED indicates the chosen speed (Low, Medium or High).
OVERHEAD ROCKER SWITCH PANEL

(Refer to illustrations "OVERHEAD ROCKER SWITCH PANEL" and
"OPERATOR'S CAB ROOF COMPONENT LOCATIONS")
TRAVEL LIGHTS SWITCH (1)
This is a two-position maintained rocker-type switch that operates the lower pole lights
mounted forward of the cab and the red taillights (LED design) on the rear of the machine.
• When the top portion of the switch is pressed down, the lights are ON.
• When the lower portion of the switch is pressed down, the lights are OFF.
SERVICE MANUAL
SWITCH PANEL
Figure 4. OPERATOR’S CAB ROOF – COMPONENT LOCATIONS
SERVICE MANUAL
OVERHEAD ROCKER SWITCH PANEL...CONT'D & 1_2
FIGURE 4 documentation!

1. TRAVEL LIGHT SWITCH
2. FLOODLIGHT SWITCH
3. BEACON LIGHT SWITCH
4. PANEL DIMMER SWITCH
5. NOT USED – PLUGGED
6. FRONT WIPER DELAY SWITCH
7. FLOAT WIPER SWITCH
8. REAR WIPER SWITCH
9. WINDSHIELD WIPER SWITCH
Figure 5. OVERHEAD ROCKER SWITCH PANEL
REFER TO ILLUSTRATION "OPERATOR'S CAB ROOF COMPONENT LOCATIONS"
FLOODLIGHTS SWITCH (2)

This is a two-position maintained rocker-type switch that operates the upper pole lights
mounted forward of the cab the cab side lights mounted atop the mirror bar and the rear
floodlights mounted atop the rear cowl.
• When the top portion of the switch is pressed down, the lights are ON.
• When the lower portion of the switch is pressed down, the lights are OFF.
BEACON LIGHT SWITCH (3)

This is a two-position maintained rocker-type switch that operates the flashing beacon
mounted on top of the operator’s cab.
• When the top portion of the switch is pressed, the beacon light is ON.
• When the lower portion of the switch is pressed, the beacon light is OFF.
Turn the beacon light on ANYTIME the loader is operating.
When requested, the beacon light switch is furnished to accommodate a

customer installed beacon light with associated wiring.
SERVICE MANUAL
OVERHEAD ROCKER SWITCH PANEL...CONT'D & 1_2
FIGURE 4 documentation!
PANEL DIMMER SWITCH (4)

The panel dimmer switch is a three-position momentary rocker-type switch.
• Quickly pushing and releasing the upper portion of the switch brightens the panel lights
one level at a time.
• Holding the upper portion of the switch down will increase the intensity to maximum
brightness.
• Quickly pushing and releasing the lower portion of the switch lowers the intensity of the
panel lights one step at a time.
• Holding the lower portion of the switch down dims the panel lights until they are out.
Releasing the switch allows it to return to the center, neutral position.
FRONT WINDSHIELD WIPER DELAY SWITCH (6)

The front wiper delay switch is a three-position momentary rocker-type switch. This switch
operates only when the front windshield wiper switch is in the LO position.
• Pressing the upper portion of the switch activates the delay function for the front wipers.
• Quickly pressing and releasing the upper portion of the switch causes the wiper delay
time to decrease, in step-by-step intervals, until the wipers are wiping with minimal delay.
• Quickly pressing and releasing the lower portion of the switch increases the delay time of
the wipers, in step-by-step intervals, until they reach the greatest delay.
• Pressing and holding the switch in either direction speeds the adjustment process.
• The center position is the neutral position. The function of the front wiper delay switch is
deactivated when the front wiper switch is turned OFF. When the front wiper delay
switch is deactivated, the wipers will wipe continually when the front wiper switch is
turned to the ON position.
TA9915
TRAVEL FLOOD BEACON PANEL FRONT WIPER FRONT REAR W/W

LIGHT LIGHT DIMMER DELAY WIPER WIPER WASHER
TA-9915
1 2 3 4 5 6 7 8 9
TA9915
SERVICE MANUAL
OVERHEAD ROCKER SWITCH PANEL...CONT'D 1_2
FRONT WINDSHIELD WIPER SWITCH (7)

The front wiper switch is a three-position maintained rocker-type switch.
• When the upper portion of the switch is pressed, the front windshield wipers come ON
and wipe continuously at HI speed.
• When the lower portion of the switch is pressed, the front windshield wipers come ON
and wipe continuously at LO speed. The switch must be in the LO position for the front
wiper delay switch to be operable.
• The center position is the OFF position.
REAR WINDSHIELD WIPER SWITCH (8)

The rear wiper switch is a two-position rocker-type switch.
• When the upper portion of the switch is pressed, the rear windshield wipers come ON.
• When the lower portion of the switch is pressed the rear wipers are OFF.
WINDSHIELD WASHER SWITCH (9)

The windshield wiper switch is a three-position momentary rocker-type switch.
• While the upper portion of the switch is pressed, the washer sprays a jet of window
cleaning solvent on the front windshield and the front wiper comes ON.
• While the lower portion of the switch is pressed, the washer sprays a jet of window
washing solvent on the rear window and the rear wiper comes ON.
• When the switch is released from either position, it returns to the center, which is the
OFF position. When in the OFF position, the washer stops spraying solvent and the
wipers stop.
CIGARETTE LIGHTER/POWER PORT

(Refer to illustration "CAB CONTROL CONSOLE", Item 28)
A 12 VDC cigarette lighter or power port is provided on the far right of the dash panel. To
operate the lighter, push the knob in and release the lighter. When the lighter reaches a preset
temperature, it will snap out to its original position. This indicates the lighter is ready for use.
After using the lighter, reinsert it in the receptacle and push it into the first detent position. The
receptacle can also be use as a 12 VDC power port by removing the lighter element and
inserting the cigarette lighter adapter for the accessory into the receptacle.
AM/FM RADIO WITH CD PLAYER (OPTIONAL)

(Refer to illustration "OPERATOR'S CAB ROOF COMPONENT LOCATIONS")
The AM/FM radio with CD player is mounted overhead in front of the operator’s seat. The
stereo speakers are mounted on the rear cab wall. The radio will operate when the Key
Switch is either in the ON or OFF position.
SERVICE MANUAL
OVERHEAD ROCKER SWITCH PANEL...CONT'D 1_2
EMERGENCY SHUTDOWN SWITCH
(Refer to illustration "EMERGENCY STOP SWITCH")
The emergency shutdown switch is a palm-operated, push button type switch that latches in
the depressed position (twist-to-release). The switch is mounted on the upper left cab wall.
The emergency shutdown switch removes power to all the remotes, which kills the engine,
clamps the drive system and shuts off the AC generator. When the switch is pressed the park
brake will immediately set. Ground-level emergency shutdown switches are optionally
provided. Refer to EMERGENCY SHUTDOWN SWITCHES for additional information.
(MOUNTED ON LEFT CAB WALL)

Figure 6. CAB EMERGENCY STOP SWITCH
Use the emergency shutdown switches only in an emergency. Immediate

machine shutdown could result in damage to the engine turbochargers and
traction motors.
When the emergency shutdown circuit is actuated, the hydraulic tank

automatic air release valve (illustration "HYDRAULIC TANK AIR RELEASE
VALVES") is tripped, releasing pressure in the hydraulic tank. This valve
must be manually reset by pushing the reset button IN to the closed
position.
SERVICE MANUAL
CAB DOME LIGHTS, ACC. PEDAL, AUX. SERV. BRAKE, AUX. 1_2
STEERING
CAB DOME LIGHTS

(Refer to illustration "OPERATOR'S CAB ROOF COMPONENT
LOCATIONS")
Two dome lights are provided in an overhead panel. The lights have two-position push button
switches that are an integral part of the light panel. The lights can be aimed to the desired
position.
ACCELERATOR PEDAL
The right pedal is the accelerator. The accelerator pedal controls speed of movement of the
loader. The speed is proportional to the distance that the accelerator is depressed.
Conversely, as the accelerator is released, the speed of the loader decreases and dynamic
braking occurs, which will bring the loader to a complete stop on flat ground. If stopping on a
grade, the loader may have a tendency to creep. Should this occur, depress the brake pedal
with the left foot, and the loader will come to a dead stop.
The accelerator pedal does not have to be fully released to change

direction of travel (FORWARD or REVERSE). Refer to DIRECTIONAL
CONTROL SWITCH.
SERVICE MANUAL
CAB DOME LIGHTS, ACC. PEDAL, AUX. SERV. BRAKE, AUX. 1_2
STEERING
AUXILIARY/SERVICE BRAKE AND DYNAMIC BRAKE BOOST PEDAL

The left pedal controls the auxiliary/service brake and dynamic brake boost. These two
functions are integrated into the double-action pedal.
• When the pedal is depressed the first 10 degrees of pedal travel, it boosts the electrical
braking command. Dynamic brake boost is effective when the machine is traveling 3 to
4 mph. It is not effective when the machine is traveling at maximum ground speed.
• Depressing the pedal activates the disc brakes on all four wheels.
• The primary auxiliary/service brake function should be for EMERGENCY STOPS.
However, when required, the auxiliary/service brakes could be used to prevent
movement of the loader while in close proximity to a transport vehicle or to hold the
loader on a grade.
The auxiliary/service brake and dynamic brake boost pedal should NOT be
routinely used to stop the loader during normal operation. The loader
should be stopped by releasing the accelerator pedal and utilizing the
dynamic (regenerative) braking system. Use of the service brake to
routinely stop the loader during material handling operations will result in
accelerated wear of the disc pads and rotors.
AUXILIARY (EMERGENCY) STEERING SYSTEM (OPTIONAL)

The optional auxiliary steering system automatically activates if the hydraulic steering system
pressure drops below 30 psi. The engine select switch must be in the HI throttle position. The
auxiliary steering system employs the use of two 24 VDC, 9-horsepower motor-driven pumps
with the machine’s four batteries as the 24 VDC power source. The LINCS™ computer
system will activate the amber warning light, an audible alarm will sound, and a text message
indicating the activation of the auxiliary steering system will appear on the cab monitor.
Auxiliary steering is an emergency (back up) system. It should only be

used to transport the loader to the service area. It should NEVER be used
in material handling operations.
SERVICE MANUAL
POT FAIL/LOCKOUT ALARM & FIGURE 7 1_2
POT FAIL/LOCKOUT ALARM
Should the joysticks, accelerator pedal or dynamic brake boost pedal malfunction, the pot
fail/lockout alarm function will be actuated by the LINCS™ computer system. When the pot
fail/lockout alarm function is actuated, the amber warning light will illuminate, a notice screen
will appear on the computer screen indicating the nature of the problem, the audible alarm will
sound and that function will be disabled. The operator can silence the audible alarm and
remove the notice screen by touching any key on the computer keypad. However, the amber
light will continue to illuminate. The loader must be shut down and the problem corrected
before continuing operation.
SERVICE MANUAL
NOTES
SERVICE MANUAL
OPERATOR’S SEAT 1_2

OPERATOR’S SEAT
The loader is equipped with a fully adjustable air-suspension operator’s seat. The joystick
controls for hoist and bucket control and steering are mounted on either side of the seat. The
operation of the joystick controls is provided in illustrations "LEFT-HAND JOYSTICK
CONTROL – DIRECTIONAL CONTROL" and "RIGHT-HAND JOYSTICK CONTROL – HOIST
AND BUCKET CONTROL".
Adjust the seat for proper access to all controls and fasten seat belts
before operating the machine.
AUTOMATIC AND MANUAL SEAT ADJUSTMENTS

(Refer to illustration "OPERATOR'S SEAT").
The operator’s seat has the following adjustments:
• AUTOMATIC HEIGHT ADJUSTMENT - The air suspension function has a travel range
of approximately 2” (51 mm). The seat adjusts automatically to the weight of the
operator.
• MANUAL HEIGHT ADJUSTMENT - The seat height can be manually adjusted by
operating the wide switch handle on the left side or front of the seat base (depending on
seat model). Pulling the handle upward raises the seat and pushing the handle
downward lowers the seat.
• HEIGHT ADJUSTMENT LOCK - A tear-shaped knob is located on the left side of the
seat base. Pulling the knob toward the front of the seat, to the locked position, locks
height adjustment. Pushing the knob backward unlocks height adjustment.
• SWIVEL ADJUSTMENT - The seat has a rotating base with a range of 270°. The
rotating base has possible stops every 90° with a pin lock brake system. The seat’s
rotating capability facilitates operators entering and exiting the seat. To rotate the seat,
push down on foot lever, located on the lower front of the seat base, and use your feet
and body weight to move the seat to the left or right 90°. Stop and release the lever to
lock the seat in place.
• CUSHION ANGLE ADJUSTMENT - Infinite seat cushion angle adjustment from 5°-12°
can be made by turning the knob just under the front edge of the seat cushion.
• SEAT FORE AND AFT ADJUSTMENT - There are two control levers for fore and aft
adjustment. The levers are located on the right front side of the seat. One lever is just
below the seat cushion and the other is lower, on the seat base. Pulling up on the top
lever allows the operator to adjust the seat position fore and aft independent of the seat
base. Pulling up on the lower lever allows the operator to adjust the entire seat
mounting fore and aft.
• LUMBAR SUPPORT HEIGHT ADJUSTMENT - Lumbar support height adjustment is
made by twisting the knob, located on the left side of the seat back to the desired
position.
SERVICE MANUAL
OPERATOR’S SEAT 1_2
• HEADREST HEIGHT ADJUSTMENT - To adjust the headrest up or down, push or pull

the headrest to the desired position.
• BACKREST ANGLE ADJUSTMENT - Backrest adjustment is made by pushing the
lever, located on the left rear of the backrest and releasing it when the backrest is at the
desired position.
• ARMREST HEIGHT ADJUSTMENT - Armrest height adjustment is made by loosening
the knob on the side of the armrest, moving the armrest to the desired position and
retightening the knob.

The operator’s seat is supplied to LeTourneau, Inc. by an outside supplier. Service parts are
available through the PARTS CATALOG. The following instructions should aid in repairing
most common problems with your seat:
• The seat has a tilt-back base for repair access to the internal components of the air
suspension system (refer to illustration "OPERATOR’S SEAT").
• The seat cushions are replaceable. They can be removed and reinstalled by twisting the
locks as shown in illustration "OPERATOR’S SEAT".
SERVICE MANUAL
FIGURE 8 1_2

Figure 8. OPERATOR’S SEAT
TA10352-8
FIGURE 8. OPERATOR'S SEAT

SERVICE MANUAL
FLOOD AND TRAVEL LIGHTS & FIGURE 9 1_2

FLOOD AND TRAVEL LIGHTS
The loader is equipped with 110 VAC, 500-watt floodlights that are mounted on each side of
the cab on the rear view mirror support brackets, on poles on each side of the front frame, and
at each side of the rear of the machine, above the radiator. The floodlights are provided for
nighttime material handling operations. The travel lights are 24 VAC, 35-watt lights that are
mounted on the poles below the floodlights. The travel lights are protected by a metal guard.
The travel lights (illustration "FLOOD AND TRAVEL LIGHTS") are provided for moving the
machine from one location to another after dark. The switches for operating the lights are
located on the overhead rocker switch panel in the operator’s cab (refer to illustration
"OVERHEAD ROCKER SWITCH PANEL").
BE SURE the engine is not running and the electrical system is locked out
before servicing the flood and travel lights.
FRONT LIGHT LOCATIONS REAR LIGHT LOCATIONS

(MOUNTED EACH SIDE OF CAB)
Figure 9. FLOOD AND TRAVEL LIGHTS
SERVICE MANUAL
NOTES
SERVICE MANUAL
LADDER, STAIRCASE & WORK AREA LIGHTING & FIGURE 10 1_2

LADDER, STAIRCASE AND WORK AREA LIGHTING
The loader is equipped with 24 VDC lights for illuminating the access ladder, staircase and
work service areas (refer to illustration "LADDER, STAIRCASE AND WORK AREA
LIGHTING"). The ladder and staircase lights are mounted on top of the tow unit and on top of
the operator’s cab. Two, 2-position, three-way switches are provided to turn the lights on and
off. The upper switch is mounted on the electrical control cabinet, behind the cab. The lower
switch is mounted beside a ground-level emergency shutdown switch and the lower ladder
switch, inside a protective metal frame, on the left rear of the tow unit. The switches are
labeled “LADDER LIGHT SWITCH”. The work area lights are mounted on each side of the
radiator, mid-engine, near the AC generator, and in the front frame. The work lights switch is
located on a switch box mounted at the pivot area on the left side of the machine. The key
switch does not have to be in the ON position to operate these lights.
LADDER AND STAIRCASE AREA LIGHTS

(MOUNTED ON TOP OF TOW UNIT AND ON TOP OF OPERATOR’S CAB – SIMILAR STYLE LIGHTS
MOUNTED IN WORK AREA)
UPPER LIGHT SWITCH LOWER LIGHT SWITCH

(MOUNTED ON ELECTRICAL CONTROL CABINET (MOUNTED IN PROTECTIVE FRAME – LEFT REAR
BEHIND CAB) OF TOW UNIT)
SERVICE MANUAL
LADDER, STAIRCASE & WORK AREA LIGHTING & FIGURE 10 1_2
WORK LIGHTS SWITCH

(MOUNTED AT PIVOT AREA – LEFT SIDE OF MACHINE)
Figure 10. LADDER, STAIRCASE AND WORK AREA LIGHTING
SERVICE MANUAL
POWERED ACCESS LADDER & FIGURE 11 1_2

POWERED ACCESS LADDER
The Model L-1350, L-1850 and L-2350 loaders are optionally equipped with a powered access
ladder mounted on the left rear of the tow unit (refer to illustration "POWERED ACCESS
LADDER").
Safe operation of the ladder depends on adherence to the safety warnings and cautions listed
herein and in the ladder manufacturer’s owner’s manual, available on the manufacturer’s
website. Periodic inspection and service must also be performed to the ladder to ensure safe
and trouble-free operation.
NORMAL OPERATION
Personal injury and damage to the ladder is possible if the ladder is not in
the full DOWN and LOCKED position before entering or exiting the
machine.
NEVER ride the ladder up or down. Serious personal injury and component
damage could result. Riding the ladder will void the manufacturer’s
warranty.
Major pinch points are identified by warning placards, however, other pinch
points exist. STAND CLEAR of all moving parts and travel of the ladder
when operating.
To avoid personal injury and component damage it is essential that all

personnel using the ladder be familiar with its operation and all indicators
and alarms as described herein.
SERVICE MANUAL

Two box-mounted three-position momentary toggle switches are provided to raise and lower
the ladder. A ground-level switch is mounted to the left of the ladder. The upper switch box is
mounted on the outside of the electrical control cabinet, behind the cab (refer to illustration
"LADDER SWITCHES").
To raise the ladder: Push either switch to the UP position and release it. The ladder will rise
and lock in the UP position. The switches have a green LED that flashes while the ladder is in
the UP cycle. Once the ladder is in the up and locked position the green LED will remain
illuminated without flashing. DO NOT attempt to operate the machine unless you are
certain the ladder is in the UP position.
(MOUNTED BEHIND OPERATOR’S CAB AND BOTTOM OF LADDER)

Figure 11. LADDER SWITCHES
To lower the ladder: Push either switch to the DOWN position and release it. The ladder will
lower and lock in the DOWN position. The machine’s park brake must be set before the
ladder will lower. The switches have a red LED that flashes while the ladder is in the DOWN
cycle. Once the ladder is in the down and locked position the red LED will remain illuminated
without flashing.
SERVICE MANUAL
If the park brake is released with the ladder in the DOWN position, an alarm
is posted on the operator interface screen. Tractive power is inhibited until
the operator raises the ladder to the full UP and LOCKED position.
The operator should NEVER leave the cab with the park brake
released! Leaving the cab without setting the Park Brake could
result in unplanned and uncontrolled movement of the machine. This
could cause loss of life, serious injury or property damage.
Alarms: Prior to ladder operation, the green or red LED (as applicable to the ladder’s position)
should be illuminated and NOT flashing. A flashing red, green, or orange LED, prior to ladder
operation, is an indication of a problem and the ladder should not be operated until it is
repaired. Problems occurring during ladder operation result in an audible alarm accompanied
by rapidly flashing, dim, or constantly on LEDs during the ladder’s up/down cycles.
Troubleshooting information for problems indicated by the various alarm codes is provided in
the manufacturer’s information.
SERVICE MANUAL
FIGURE 12 1_2
EXTENDED RETRACTED
EXTENDED RETRACTED
Figure 12. POWERED ACCESS LADDER – TWO MODEL OPTIONS
SERVICE MANUAL
POWERED ACCESS LADDER...CONT'D & FIGURES 13 & 14 1_2

EMERGENCY OPERATION
Should an emergency situation or mechanical problem occur, which results in loss of electrical
power to the ladder, the ladder can still be lowered.
Loss of power to the ladder is sensed by the ladder’s control system. When the up/down
switches on either box are moved to the DOWN position, the emergency down circuit is
actuated. A charged 24 VDC capacitor powers the ladder to the down and locked position.
The capacitor has power to lower the ladder only one time, it is recharged by reapplying power
to the ladder.
MANUAL RELEASE
The ladder can be manually raised or lowered by loosening the Allen-head screw on the
ladder’s control panel. Access the control panel is gained by raising the metal plate at the top
of the ladder (refer to illustration "LADDER MANUAL RELEASE").
(LOCATED ON LADDER CONTROL PANEL AT TOP OF LADDER)

Figure 13. LADDER MANUAL RELEASE
SERVICE
The following service intervals and procedures are recommendations based on normal usage
and conditions. To best prepare a time schedule for your application, monitor and record on a
daily and seasonal observation basis for modifications to these recommendations which may
be required.
Disconnect power from the ladder prior to performing any service

operations to the ladder, welding on the machine, or removal of any plugs
on the ladder’s PC board or harness system. Refer to illustration "LADDER
LOCKOUT SWITCH AND FLUID LEVEL SIGHT GLASS".
DAILY INSPECTIONS
a. Check for oil leaks.
b. Check for loose or damaged fasteners and parts. Pay particular attention to the bolts
that secure the ladder to the machine.
c. Listen for adverse noise conditions during operation.
d. Check for changes in appearance, such as improper alignment, that will affect operation
and stability of the ladder.
e. Check safety labels. Replace any that have become illegible, damaged, or removed.
Refer to the ladder manufacturer’s information to order replacement labels.
Replacement labels are not available through LeTourneau, Inc.
f. Check hydraulic fluid level. The hydraulic fluid level is checked by viewing the sight
glass on the ladder’s control box, located at the top of the ladder (refer to illustration
"LADDER LOCKOUT SWITCH AND FLUID LEVEL SIGHT GLASS"). Correct oil level is
approximately 20 mm below the filler opening. DO NOT overfill reservoir. Replenish
SERVICE MANUAL
POWERED ACCESS LADDER...CONT'D & FIGURES 13 & 14 1_2

with IPSO 46-68 viscosity hydraulic oil.
Should ladder operation become inhibited in extremes of heat and cold, it

may be necessary to consult your lubricant supplier or a lubrication
engineer for a recommendation on hydraulic oil that suits the extreme
conditions.
(LOCATED ON CONTROL BOX AT TOP OF LADDER)

Figure 14. LADDER LOCKOUT SWITCH AND FLUID LEVEL SIGHT GLASS
g. The bearings are sealed and pre-greased. They do not need periodic lubrication but
should be checked for smooth operation and to ensure they are correctly locked onto
the shaft. DO NOT subject the bearings to any high-pressure washing. Water
penetration will destroy the bearings. If the bearings are washed with high-pressure
water, the bearings will require grease immediately after washing.
WEEKLY INSPECTIONS
a. Check condition of hydraulic hoses and fittings.
b. Check electrical wiring and switches.
ANNUAL SERVICE
a. Change hydraulic fluid.
After changing the hydraulic oil, the hydraulic function of the ladder should
be operated through its full range. This is to expel any air that is present,
which would otherwise destroy the seals in the hydraulic system.
CLEANING
a. Clean ladder as required to ensure safe entry and exit of the machine.
When washing the machine DO NOT aim high-pressure water at or near the
ladder’s control box or bearings.
SERVICE MANUAL
MECHANICAL OPERATING CONCERNS 1_2

MECHANICAL OPERATING CONCERNS
The operator should be continually aware of the indicator lights, gauges, audible alarm and
computer screen text messages. He/she should also be alert to any unusual noises,
vibrations, smoke, fluid leaks or odors that might signal problems with the loader or become a
potential fire hazard. Prompt and correct action by the operator in the event of trouble is often
required to prevent costly repairs and downtime. It is also essential for the operator to
correctly operate the machine to prevent damage to various components. We especially draw
your attention to DRIVE MOTORS OPERATIONAL CONCERNS.
COMPUTER MONITOR AND PANEL
The LeTourneau, Inc. on-board computer control system computer monitors various functions
of the loader for problems and provides diagnostic data for maintenance personnel. Three
lights -- red (8), amber (9) and blue (10) -- are provided to alert the operator of problems with
engine, electrical, hydraulic and electronic systems. An audible alarm accompanies the red
and amber lights.
The loader is equipped with either a Detroit Diesel or Cummins engine. The Detroit Diesel or
Cummins (as applicable) diagnostic and warning system is integrated into the overall machine
alarm and monitoring system functions. The red and amber lights will activate upon receiving
appropriate messages from the engine’s diagnostics. The computer screen will display the
particular text message “STOP ENGINE” or “CHECK ENGINE”.
• The red alarm light (8) indicates a serious problem that requires immediate
shutdown of the machine. Operation should not be resumed until the problem
has been corrected. An engine problem that causes the red warning light to
glow will result in the accelerator becoming inoperable and the machine
coming to a complete stop. A "STOP ENGINE" text message will appear on the
computer screen. The machine must be stopped and the engine must be shut
down immediately.
• The amber warning light (9) indicates that a problem may not require immediate
shutdown of the engine but MUST BE INVESTIGATED and addressed immediately.
In the event an engine related problem results in the amber light glowing, the check
engine message will appear on the computer screen. The engine should be operated
to transport the machine to the maintenance area for diagnosis of the problem only.
Additional text may be displayed on a notice screen (illustration "LINCS™
COMPUTER SCREENS", Item “C”) after all of the warning screens have been
acknowledged. This text will give the operator additional information about warning
screen(s) and may suggest appropriate action for correcting the problem.
• The blue PM alert light (10) indicates a problem which should be addressed at the
next scheduled service interval.
• An audible alarm is activated when the red or amber lights come on.
• When red or amber lights come on a text fault message will appear on the computer
screen to advise the operator of the nature of the fault which activated the light. The
operator can remove the text message from the screen and silence the audible alarm
by pressing any key on the computer keypad. The fault text message will leave the
screen but will remain in the system for access by repair technicians. The light will
continue to glow until the system is accessed by repair technicians, and the fault
cleared.
• The warning lights will glow when the key switch is turned to the ON position. Within
50 seconds of turning the key switch to the ON position, the lights should go out.
SERVICE MANUAL
MECHANICAL OPERATING CONCERNS 1_2

DIESEL ENGINE OPERATIONAL CONCERNS
NORMAL ENGINE SHUTDOWN: It is critically important to allow the engine to run at the LO
throttle setting for five minutes before shutting down the engine. When a turbocharged engine
is stopped immediately, the turbochargers continue to turn without an oil supply to the
bearings. Allowing the engine to run at LO throttle for five minutes also cools the bearings and
seals in the turbochargers. If the engine is stopped suddenly, the turbocharger temperature
may rise as much as 100ºF (38ºC) over normal safe operating temperature. The results of the
extreme heat may be seized bearings or loose oil seals.
An automatic idle timer is programmed into the LINCS™ Computer System. When the key
switch is turned to the OFF position to stop the engine, the idle timer will be automatically
engaged if the engine has been run for three minutes or more. Any warning, alarm or notice
screens must be acknowledged by the operator before the idle timer will actuate. The engine
will continue to run at LO throttle for five minutes. The LINCS™ Computer System will remain
booted up. After five minutes, the engine will stop but the LINCS™ Computer System will
remain booted up for an additional 45 seconds. If the key switch is turned back to the ON
position during this 45-second interval, the LINCS™ Computer System will remain booted up
until the key switch is once again turned to the OFF position. The idle timer can be bypassed
and the engine stopped immediately by pressing “0” on the keypad. It is NOT recommended
to stop the engine immediately after it has been run at HI throttle as damage to the
turbochargers is possible.
SERVICE MANUAL
MECHANICAL OPERATING CONCERNS...CONT'D & FIGURE 15 1_2

EMERGENCY ENGINE SHUTDOWN: Never use the emergency shutdown system except in
an emergency. Using the emergency shutdown system can cause serious damage to the
engine turbochargers. If the emergency shutdown system is activated, a qualified and
experienced technician should check the engine for damage to the turbochargers before the
loader is returned to service.
ENGINE MECHANICAL PROBLEMS: Should the red alarm light and audible alarm in
conjunction with a text fault message indicating overheating, low or no engine oil pressure
or excessive crankcase pressure come on, shut down the engine IMMEDIATELY. Running
the engine with any of these problems can quickly ruin the engine. Call for service and do not
operate the engine until the problem is corrected and the light remains off.
Do not remove radiator surge tank cap without first bleeding off the
pressure with the ball valve on top of the surge tank or serious burns could
result. Use extreme caution when working with a hot radiator. Refer to
illustration "RADIATOR SURGE TANK AIR RELEASE BALL VALVE".
SERVICE MANUAL
(LOCATED ON TOP OF TOW UNIT)

Figure 15. RADIATOR SURGE TANK AIR
RELEASE BALL VALVE
EMERGENCY JUMP STARTING: It is possible to damage the solid-state electronic controls of

the loader and engine if jumper cables are connected improperly or arcing occurs. The
possibility of serious personal injury is also possible. Therefore, LeTourneau, Inc.
recommends that the machine only be jump started with the optional jumpstart socket (refer to
illustration "OPTIONAL JUMPSTART SOCKET - TWO MODEL OPTIONS").
(LOCATED AT LEFT REAR OF TOW UNIT)

Figure 16. OPTIONAL JUMPSTART SOCKET – TWO MODEL OPTIONS
SERVICE MANUAL

AVOID UNNECESSARY ENGINE IDLING: During long engine idling periods, the engine
coolant temperature will fall below the normal operating range. The incomplete combustion of
fuel in a cold engine will cause crankcase dilution; formation of lacquer or gummy deposits on
the valves, pistons and rings and rapid accumulation of sludge in the engine.
ENGINE PROBLEMS - EARLY WARNING SIGNS: Most engine problems give an early
warning. Look and listen for changes in performance, sound or engine appearance that can
indicate service or engine repair is needed. Some changes to look for are as follows:
• Engine misfires
• Unusual engine noises
• Excessive vibration
• Excessive smoke
• Fuel, oil or coolant leaks
• Sudden changes in engine operating temperature or pressure
• Loss of power
• An increase in the rate of fuel consumption
• An increase in the rate of oil consumption
To prevent damage to the DDEC electronic control system, disconnect the

following BEFORE welding: battery power and ground cables and the
power connector at the DDEC Electronic Control Module (ECM). Failure to
isolate the DDEC system from high current (possible occurrence as a result
of welding) can result in severe ECM damage.
SERVICE MANUAL

HYDRAULIC SYSTEM MONITORING AND OPERATIONAL CONCERNS
If a warning light and its accompanying text message indicate a problem with the hydraulic
system, perform the following procedure:
Use extreme caution when removing any valves or hoses or attempting to

connect gauges to couplers. Hydraulic fluid under pressure can penetrate
the skin and cause serious injury, blindness or death. Wear work gloves
and keep your hand well away from any possible source of escaping fluid.
Wear safety goggles.
Before servicing or repairing anything pertaining to the hydraulic system,

the pressure should always be relieved from the hoist and bucket lines.
Relieve pressure by using the auxiliary pilot pump switch and the bucket
control switch (roller switch) or hoist joystick to relieve pressure in the
cylinders. The key switch must be in the ON position with the engine NOT
running. Refer to AUXILIARY PILOT PUMP SWITCH.
a. Stop the loader.

b. Lower the bucket to the ground.
c. Put the engine select switch in the LO position.
d. Set the park brake.
e. Immediately turn the key switch to the OFF position.
Normal shutdown procedures require that the engine be run in LO throttle

for five minutes or more. But in this case, an emergency, turn the key
switch to the OFF position immediately. This will help to prevent cavitation
of the hydraulic pumps.
f. Get out of the loader and check the hydraulic oil reservoir sight gauge.
1. If the hydraulic oil sight gauge shows that the quantity of hydraulic oil is at a safe
level, call for a maintenance check on the hydraulic oil cooling system.
2. If the hydraulic level is low and the reservoir must be filled, observe the following
warning.
SERVICE MANUAL
Always release air pressure in the hydraulic oil reservoir before servicing
or repairing anything requiring removal of the reservoir filler cap. Release
of the reservoir air pressure is done by turning the manual air release valve
to the OPEN position. The air pressure in the reservoir will be released,
and at the same time, the valve will lock in the air pressure in the rest of the
system. After servicing, repairing, or inspecting the hydraulic oil reservoir,
make certain to turn the manual air release valve (refer to illustration
"HYDRAULIC TANK AIR RELEASE VALVES") to the CLOSED position to
pressurize the reservoir.
Whenever there is a hydraulic leak (such as a leaking O-ring or hose)

release the air pressure from the hydraulic reservoir to prevent further loss
of hydraulic fluid.
When the emergency stop or fire suppression systems are actuated, the
automatic air release valve (refer to illustration "HYDRAULIC TANK AIR
RELEASE VALVES"), located on top of the hydraulic reservoir, will
automatically release air pressure from the hydraulic tank. Once tripped,
the valve must be manually reset by pushing the button IN to the closed
position.
HYDRAULIC SYSTEM AUXILIARY OIL COOLER (OPTIONAL)

An optional auxiliary oil cooler is mounted on the right rear side of the tow unit. The cooler’s
fan will automatically come on when the hydraulic oil temperature reaches 120ºF. The fan’s
speed can be forced too high when additional cooling is required to accommodate extremely
hot ambient temperatures. Fan speed is adjusted via the LINCS™ computer system.
Temporarily forcing fan speed too high can be useful in clearing the cooler coils of an
accumulation of dust and dirt. Refer to AUXILIARY OIL COOLER for additional information on
the hydraulic system auxiliary oil cooler.
SERVICE MANUAL

DRIVE MOTOR OPERATIONAL CONCERNS
Some components of the drive motors and converters are recorded by the machine monitoring
system. Signals relating to motor current, voltage, temperature and other parameters will give
an indication of system “health”. The appropriate light (red, amber or blue) along with the
computer text message should be heeded.
Operation of the loader should be monitored to ensure that overspeeds do not occur.
Overspeeds can cause commutator bar displacement on the commutator, which leads to
excessive brush wear and flashing with potential serious damage to the motor. Excessive
overspeed can cause coil movement and/or banding failure of the armatures.
Overspeed Prevention Recommendations:

a. Observe actual grade conditions as compared to the braking specification plate for both
loaded and unloaded conditions. The braking specification plate is located on the inside
cab wall (refer to illustration "TYPICAL TRAVEL SPEEDS CAUTION SIGN").
b. Reduce speed PRIOR to descending a grade.
c. As a general rule, descend a grade no faster than what the loader will ascend the same
grade with the same load.
d. Promptly apply service brakes to slow the loader if an overspeed situation occurs.
e. Reduce speeds if operating on three motors. Never operate the loader on a grade with
less than three motors.
SERVICE MANUAL

Stall burning must be avoided. Stall burning may occur when the operator stalls the loader in a
poorly blasted bank while maintaining a depressed accelerator. Stall burning may also occur
while holding the loader stationary on an ascending grade for a period of time by depressing
the accelerator.
Due to variations in drive components, this

may or may not be the correct travel speeds
caution sign for your machine. Refer to the
travel speeds caution sign mounted in the
operator’s cab for accurate information.
(LOCATED LEFT SIDE WALL OF OPERATOR’S CAB)
Figure 17. TYPICAL TRAVEL SPEEDS
CAUTION SIGN
SERVICE MANUAL
MECHANICAL OPERATING CONCERNS...CONT'D 1_2

It is essential for the operator to perform a walk-around inspection of the loader daily or pre-
shift before operating the machine in material handling operations. Anyone performing
inspections or service to the machine should read and understand the instructions in this
SERVICE MANUAL and the engine manufacturer’s owner’s manual (available on engine
manufacturer's website) before attempting to inspect or service the loader.
Guidelines for performing the walk-around inspection are provided in the MODULAR
PREVENTIVE AND MAINTENANCE SCHEDULES. The OPERATOR’S DAILY OR PRE-
SHIFT WALK-AROUND section of the schedules should be printed from the electronic manual
for use in the inspection of the loader. All scheduled lubrication and cleaning should be
incorporated into the walk-around inspection.
Service personnel should pay special attention to SAFETY IN

MAINTENANCE OPERATIONS and SERVICE SWITCHES AND SERVICE
CONNECTIONS. All instructions provided in these articles should be
followed, as applicable.
DYNAMIC BRAKING
The service brakes and parking brakes are back up systems for the dynamic or retard braking
system, which is the loader’s primary braking system. When the service brake pedal is pressed
the first 10 degrees of pedal travel, it boosts the dynamic or retard braking system.
Depressing the pedal further activates the air-release service brakes.
The primary function of the service brakes is to hold the machine while on grades or when in
close proximity to material hauling vehicles or for emergency stops. The service brakes are
NOT intended to routinely stop the loader during material handling operations. Use of the
service brakes to routinely stop the loader during material handling operations will result in
rapid wear of the disc pads and rotors.
SERVICE MANUAL
MECHANICAL OPERATING CONCERNS...CONT'D 1_2
It is natural for operators to equate stopping the loader with stopping a

highway vehicle, which requires depressing the brake pedal to stop.
Therefore, it is essential to train operators in the function and capability of
the loader’s dynamic braking system to avoid accelerated wear of the disc
pads and rotors.
The function of the parking brake is to hold the loader while parked. The parking brake is
applied with the console-mounted switch. When the park brake is set the drive system is
inhibited.
The operator should never leave the cab with the parking brake
released. Leaving the cab without setting the Park Brake could result
in unplanned and uncontrolled movement of the machine. This could
cause loss of life, serious injury or property damage.
BUCKET ROLLBACK STOPS AND BELLCRANK STOPS

It is essential that the operator visually inspect the bucket rollback stops and bellcrank stops as
part of the daily walk-around inspection. If the stops are damaged, missing or excessively
worn, they must be replaced immediately or damage to the lift arms and other components
could occur (refer to illustration "BUCKET ROLLBACK AND BELLCRANK STOP BLOCK
INSPECTION" and bucket rollback and bellcrank stops replacement procedures).
SERVICE MANUAL
FIGURE 18 1_2

REFER TO TA-9346 FOR THIS
ILLUSTRATION
1. SHIM
2. SHIM
3. STOP BLOCK
4. LOCKWASHER
5. CAPSCREW
Figure 18. BUCKET ROLLBACK AND
BELLCRANK STOP BLOCK INSPECTION
TA9346
1 2 3 4 5
TA-9346
SERVICE MANUAL
NOTES
SERVICE MANUAL
BASIC MACHINE OPERATING INSTRUCTIONS NON-MATERIAL HANDLING OPERATIONS 1_2

BASIC MACHINE OPERATING INSTRUCTIONS NON-
MATERIAL HANDLING OPERATIONS
The following instructions are for the basic operations of the controls and engine start up and
shut down (non-material handling operation). It is ESSENTIAL for operators of the loader to
read and understand all instructions contained in this SERVICE MANUAL pertaining to
machine operation and safety before operating the loader. We especially draw the reader’s
attention to SAFETY INSTRUCTIONS. The engine manufacturer’s owner’s manual(s)
(available on the manufacturer’s website) should also be reviewed for any special instructions
pertaining to operation and maintenance of the engine. These instructions cover various
options that may or may not be found on your machine.
If there are ANY questions after reading the instructions contained in this SERVICE
MANUAL and the engine manufacturer’s owners manual(s), call a LeTourneau, Inc.
distributor or the engine manufacturer’s local authorized service center to have the
problems resolved BEFORE operating the loader.
Use of the loader in material handling operations is covered in BASIC

MACHINE OPERATING INSTRUCTIONS - MATERIAL HANDLING
OPERATIONS.
PRE-STARTING PROCEDURES
Perform the following procedures before starting the engine (refer to illustration "CAB
CONTROL CONSOLE"):
If the machine will be moved following starting the engine, BE SURE the
frame lock has been removed and secured before starting the engine.
Moving the loader with the frame lock in the locked position could cause
serious machine damage.
a. Retract the powered rear access ladder to the full up and locked position.
b. Adjust the operator’s seat to a comfortable position to safely operate the controls. Make
sure that the seat is adjusted so that your right foot reaches the accelerator, whereby
you can FULLY RELEASE the pedal as well as press the pedal down.
c. Fasten seat belts.
d. Enter four-digit access code into computer (optional). The engine will start without the
code being entered but machine propulsion is inhibited until this requirement is met.
e. Place the directional switch in the neutral (center) position. The switch must be in the
neutral position to start the engine.
f. Check that the park brake is in the park (pulled out) position.
g. Place the engine select switch in the LOW position.
h. Turn the key switch to the ON position. The system initialization screen will appear on
the computer monitor followed by the production data screen. If no faults are present
which would inhibit the start function, the engine is ready to be started. If a problem
SERVICE MANUAL
BASIC MACHINE OPERATING INSTRUCTIONS NON-MATERIAL HANDLING OPERATIONS 1_2

exists which will inhibit the start function, a notice screen will appear along with a text
message indicating the nature of the problem. Correct the problem and acknowledge
the notice screen by touching any key on the computer keyboard.
With the key switch turned to the ON position, the red, amber and blue
should glow. Within 50 seconds of turning the key switch to the ON
position, the warning lights should go out.
STARTING THE ENGINE

After the above measures are taken, the engine is ready to start.
ALWAYS sound the horn for 2-3 seconds prior to starting the engine to
alert personnel on the machine or in close proximity to it that the engine is
about to start. Allow at least 30 seconds for them to clear the area before
starting the engine. Check wing mirrors and all sides of machine from your
seat. If the horn is inoperable (see the following NOTE), dismount the
loader and walk around it to be sure no one is on the machine or in close
proximity to it before starting the engine.
Compressed air system pressure powers the horn and the park brake (L-
1350-L-1850). Air pressure may, on occasion, bleed off after the loader has
been parked overnight. This will result in the horn being inoperable until
the engine is started, which provides compressed air system pressure.
SERVICE MANUAL
BASIC MACHINE OP INST. NON-MAT'L...CONT'D 1_2

STARTING DETROIT DIESEL EQUIPPED MACHINES
Turn the key switch firmly to the START position. If the engine fails to start within 30 seconds,
release the key switch and allow the starting motor to cool at least two minutes before trying to
start again. If the engine fails to start after four attempts, an inspection should be made to
determine the cause. Refer to CAUTIONS below.
STARTING CUMMINS ENGINE-EQUIPPED MACHINES:
Cummins engines utilize a pre-lube system, which builds up the engine oil
pressure prior to starting the engine. The key switch must be held in the
START position while the pre-lube system is in operation. Cummins
engines WILL NOT start immediately when the key switch is turned to the
START position.
Turn the key switch firmly to the START position. This will energize the pre-lube timer solenoid
that supplies 24 VDC to the lower starter motor. This supply rotates the starter motor without
engaging the Bendix. When the oil pressure reaches 4 psi, the pre-lube timer solenoid turns
off the pre-lube starter motor and after a three-second delay, will allow the normal start circuit
to function.
If the engine fails to start within 30 seconds, release the key switch and allow the starting
motor to cool at least two minutes before trying to start again. If the engine fails to start after
four attempts, an inspection should be made to determine the cause. If equipped with ether
start, the button may be depressed to inject ether, but only while starting.
To prevent serious damage to the starter, if the engine does not start, DO
NOT turn the key switch to the START position again while the starter
motor is still running.
Observe the oil pressure gauge immediately after starting the engine. If
there is no oil pressure indicated within 10 to 15 seconds, stop the engine
and check the lubricating system.
AFTER STARTING THE ENGINE:
a. Run the engine at the LO throttle position with no load for approximately five minutes,
allowing it to warm up before applying a load.
During cold weather starts, the engine should be warmed up at least 10

minutes or until the engine temperature gauge indicates at least +120ºF
(49ºC). Normal operating engine coolant temperature is +160ºF to +190ºF
(71ºC to 88ºC).
b. Check all instruments and indicator lights. For operation of the motor and loader, the
following must be true:
SERVICE MANUAL

1. All warning lights should be off.
2. The water temperature gauge should read at least +120ºF (49ºC).
3. The oil pressure gauge should read at least 15 psi.
4. The air pressure gauge should read at least 80 psi.
c. Move the engine select switch to the HI position and recheck instruments and indicator
lights.
During cold weather it may take more than 30 minutes operation for the
hydraulic oil to reach its normal operating temperature of 140ºF to 160ºF
(60ºC to 71ºC).
OPERATING THE LOADER (NON-MATERIAL HANDLING OPERATIONS)

After the starting procedures and observations above have been made, and it is determined
the loader is safe to operate, it can be moved.
The following instructions cover the basics of only moving and shutting
down the loader. Use of the loader in material handling operations is
covered in detail in BASIC MACHINE OPERATING INSTRUCTIONS
MATERIAL HANDLING OPERATIONS.
a. Pull the hoist control joystick back to raise the bucket off the ground.
b. When the bucket rises to about three (3) feet high, return the hoist control joystick back
to the center position to stop movement of the lift arms.
c. Use the bucket control switch (roller switch) on the hoist joystick or pull the hoist joystick
to the left to roll back the bucket. Release the bucket control switch (roller switch) or
move the joystick back to center when the bucket reaches the full rollback position.
SERVICE MANUAL

It is recommended that the bucket be three to four feet off the ground and
rolled back when the machine is traveling. Bucket angle can be verified by
checking the bucket angle gauge on the production data screen, on the
computer monitor (refer to illustration "LINCS™ COMPUTER SCREENS").
d. Release the parking brake by pushing the parking brake control IN.
The park brake cannot be released until compressed air system pressure
has reached 80 psi on the air pressure gauge and the powered rear access
ladder has been retracted to the full up and locked position.
e. Move the directional control switch (refer to illustration "JOYSTICK OPERATION") to the
desired position.
f. SLOWLY press the accelerator and steer the loader slightly left and right to make sure
the steering system is operating normally.
The speed of the loader is proportional to the amount the accelerator is

depressed.
g. Immediately after traveling 10 to 15 feet, release the accelerator pedal to determine that
dynamic braking is occurring. The loader should come to a complete stop on level
ground.
h. Test the auxiliary/service and dynamic brake boost pedal. Press the accelerator to
operate the machine to approximately 5 mph. Slowly release the accelerator. Press the
brake pedal with your left foot and note the increased braking effort. After the machine
comes to a stop, it may rock back and forth while the brake pedal is being held down.
The back and forth movement is normal (if it occurs).
Always depress and release the accelerator pedal slowly and smoothly.
Abrupt movement of the accelerator pedal will result in a sudden response
from the loader’s drive motors. Sudden and complete release of the
accelerator pedal will apply full dynamic braking. When the loader is on a
grade, it will not come to a full stop until the brake pedal is applied.
The auxiliary/service brake and dynamic brake boost pedal should NOT
routinely be used to stop the loader during normal operation. The loader
should be stopped by releasing the accelerator pedal and utilizing the
dynamic (regenerative) braking system. Use of the service brakes to
routinely stop the loader during material handling operations will result in
accelerated wear of the disc pads and rotors.
However, when required, auxiliary/service brakes could be used to prevent
movement of the loader while in close proximity to a transport vehicle or to
hold the loader on a grade.
SERVICE MANUAL
Training only!
CHANGING Always use your
DIRECTIONS machine original
(FORWARD AND documentation!
REVERSE)
The machine’s direction, FORWARD or REVERSE, can be selected without releasing the
accelerator. Once the directional control switch is moved to the opposite direction, the
machine’s control system automatically applies dynamic braking, slows the loader to a
complete stop and then changes the machine’s direction. While this change of direction is
being processed by the control system, the accelerator pedal can remain fully depressed. This
will ensure cycle times are maximized and there is no wasted time selecting direction.
NORMAL SHUTDOWN PROCEDURES
After operation of the loader, or if the loader will be left unattended, the following procedures
should be followed for normal shutdown:
a. Move the loader to the desired location.
b. Position the level bucket on the ground by pressing the float control button.
c. Pull the parking brake control to the out position to engage the parking brake.
d. Move the directional control switch to the neutral (center) position.
e. Place the engine select switch in the LO position.
f. Turn the key switch to the OFF position. Turn the key switch to the OFF position
activates the idle timer if the engine has been run for three minutes or more. Any
warning, alarm or notice screens must be acknowledged by the operator before the idle
timer will actuate. The idle timer will allow the engine to run at LO throttle for five
minutes to cool the turbochargers. The LINCS™ Computer System will remain booted
up. When the idle timer is activated, the computer monitor will provide a screen
indicating that the idle timer is operating. After five minutes, the engine fuel flow to the
injectors will be stopped, which will stop the engine. The LINCS™ Computer System will
remain booted up for an additional 45 seconds. During this 45-second interval, the key
switch can be switched back to the ON position and the LINCS™ Computer System will
remain booted up. This function saves waiting the normal two minutes boot-up time to
complete service work, data transmission, etc. If the key switch is not switched back to
the ON position during the 45-second interval, the LINCS™ Computer System will switch
off and power to the instrument panel is cut. If the key switch is turned back to the ON
position to keep the LINCS™ Computer System booted up, turning it back to the OFF
position will immediately cut power to the LINCS™ Computer System and instrument
panel.
The idle timer can be bypassed by pressing “0” on the computer keypad.
This will shut down the engine and LINCS™ Computer System and cut
power to the instrument panel immediately. Bypassing the idle timer can
cause damage to the turbochargers. Shutting the engine down
immediately should only be done in emergency situations.
g. After the engine is stopped, turn the key switch to the ON position, allow LINCS™ to
boot up, manually activate the auxiliary pilot pump switch and move the hoist joystick
back and forth and side to side to neutralize the pressure in the cylinders.
SERVICE MANUAL

With the diesel engine not running, the only way to create pilot pressure is
by holding the auxiliary pilot pump switch in the ON position. This will
activate an electric motor that rotates a hydraulic pump. The flow
produced by this pump is directed into the normal pilot circuit. Pressure in
this circuit is limited to 600 psi. Without this auxiliary pilot circuit there
would be no way to lower lift arms or release trapped pressure from the
hoist and bucket cylinders.
EMERGENCY SHUTDOWN
The operator’s cab is equipped with an emergency stop button for use in emergency
situations. Emergency shutdown switches are also located at ground level on each side of the
loader. These switches should NEVER be used for routine shutdown of the engine as damage
to components could occur. They should only be used in emergency situations. Following
their use, a complete inspection of the engine must be made by a qualified technician to
ensure no damage has occurred. When the emergency shut down system is actuated, air
pressure in the hydraulic reservoir is automatically released by the automatic air release valve,
located on top of the hydraulic reservoir. This valve must be manually reset by pushing the
button on the switch IN to the closed position. Refer to MECHANICAL OPERATING
CONCERNS for additional information.
SERVICE MANUAL
NOTES
SERVICE MANUAL
BASIC MACHINE OPERATING INSTRUCTIONS MATERIAL HANDLING OPERATIONS 1_2

BASIC MACHINE OPERATING INSTRUCTIONS MATERIAL
HANDLING OPERATIONS
GENERAL MATERIAL HANDLING OPERATIONS AND PRECAUTIONS
The following instructions are for operating the loader in basic material handling operations.
These instructions are provided as a guide to safe and productive operations. Operating the
loader under different job situations may require additional measures than are described
herein.
Before the loader is used in material handling operations, the operator(s) should have a
good understanding and demonstrated ability of the following:
a. All controls, warning and indicator lights, gauges, computer screen and keypad and any
special instructions concerning engine start-up, operation and shutdown as provided in
this SERVICE MANUAL and the engine manufacturer’s owners manual.
b. Basic operation of the loader with regards to maneuvering, traveling, starting and
stopping, changing directions (forward/reverse) and hoist and bucket functions as
described in BASIC MACHINE OPERATING INSTRUCTIONS – NON-MATERIAL
HANDLING OPERATIONS.
c. Operation of the loader to ensure mechanical components are operated and monitored
in a manner that will provide safe and cost effective material handling operations as
described in MECHANICAL OPERATING CONCERNS.
d. The safety instructions contained within this SERVICE MANUAL and knowledge of
company safety policy in regards to operating the loader in material handling operations.
e. Knowledge of the job site and terrain to ensure safe machine operation to avoid damage
to the loader or vehicles being loaded.
It is ESSENTIAL to observe the following operating practices and precautions to prevent
damage to the loader and vehicles being loaded:
• Know the material to be loaded. Overloading the bucket can damage the lift arms,
mainframe and hydraulic equipment.
• NEVER try to raise an overloaded bucket to additional height by bouncing it.
• NEVER let any part of the loader touch any part of the truck or hopper being loaded.
• NEVER use the loader as a dozer; it is not designed as a dozer.
• NEVER jack the loader up by using the bucket and lift arms.
• When traveling pit-to-pit, shop-to-pit, pit-to-shop, etc., the loader bucket should be
carried three (3) to four (4) feet off the ground in a full rollback position.
Do not corner load the bucket. Damage to the lift arms could occur. In all
bucket-loading cycles, approach the face or stockpile with the bucket
square and the loader straight (not articulated). The bucket should always
be loaded close to the ground.
As the loader bucket enters or exits the pile, do not spin or bounce the
tires. Spinning the tires could cause serious damage to the drivers and
traction motors.
SERVICE MANUAL
BASIC MACHINE OPERATING INSTRUCTIONS MATERIAL HANDLING OPERATIONS 1_2
NEVER enter the pile at full speed. This can cause serious damage to the
traction motors, drivers, lift arms and bucket.
LOADING THE BUCKET
Loading the Bucket with Coal or Overburden
Perform the following procedures to load the bucket with coal or overburden:
a. Approach the material at three (3) or four (4) MPH with the bucket level and
approximately one inch (1”) from the ground.
b. As the bucket teeth enter the material, use either the hoist joystick or the hoist button to
start lifting.
c. As the bucket is lifting, slowly crowd the bucket back using either the joystick or the roller
potentiometer.
d. Continue to keep driving slowly into the material while hoisting and slowly crowding the
bucket until it is fully rolled back.
While filling the bucket, be sure not to stall the bucket, hoist or the
forward movement of the loader for a smoother operation and faster
bucket fill.
e. Select REVERSE. The bucket will continue to rise as the machine is backed and turned
with the hoist joystick control pulled back or if the hoist control button was pressed.
f. Select FORWARD. The movement of the lift arms will automatically stop when the
maximum height limit is reached.
g. The machine is now ready to approach the truck or hopper for loading.
SERVICE MANUAL
BASIC MACHINE OP INST. MAT'L HANDLING...CONT'D 1_2

Loading the Bucket with Shot Rock
Perform the following procedures to load the bucket with shot rock:
a. Approach the material at one (1) or two (2) MPH with the bucket level and approximately
one inch (1”) from the ground.
b. As the bucket teeth enter the material, use either the hoist joystick or the hoist button to
start lifting.
c. As the bucket is lifting, slowly crowd the bucket back, using either the joystick or the
roller potentiometer.
d. Continue to keep driving slowing into the material while hoisting and slowly crowding the
bucket until it is fully rolled back.
While filling the bucket, be sure not to stall the bucket, hoist or the
forward movement of the loader for a smoother operation and faster
bucket fill.
e. Depress the accelerator pedal fully.
f. Use either the bucket control roller potentiometer or hoist joystick for two seconds to roll
back the bucket and release it. Pull back on the hoist joystick control. Should the hoist
stop, let up slightly on the accelerator.
Once the machine has entered the material, do not attempt to roll the
bucket forward.
g. Continue loading the bucket in two-second rollback intervals until the bucket is loaded.
h. Select REVERSE. Complete the rollback of the bucket while reversing and release the
bucket control roller potentiometer or return the hoist joystick to center. The bucket will
continue to rise as the machine is backed while the hoist joystick is pulled back.
i. Select FORWARD.
j. The machine is now ready to approach the truck or hopper for loading.
The bucket section of the hydraulic system has priority over the hoist
section (i.e., with the hoist joystick control pulled back, the hoist will stop
or slow noticeably when the bucket control switch is used.
SERVICE MANUAL
The bucket for the loaders is rated as follows:
•
L-1350 − 80,000 lbs. (36,287 kgs.)
•
L-1850 − 100,000 lbs. (45,359 kgs.)
•
L-2350 − 160,000 lbs. (72,574 kgs.)
These ratings are based on SAE J742 standards, which do not use loading
material onto the spillguard for the rated capacity calculations. DO NOT
load material onto the spillguard as the bucket will be overloaded and this
could damage the loader and result in injury to the operator. The bucket
should be loaded only to the bottom of the spillguard (refer to illustration
"BUCKET LOADING").
Bucket Overload Situations

The operator should watch the hoisting of the day’s first bucket load as he/she approaches the
truck to be loaded. If the bucket stops before it reaches the NORMAL top (refer to illustration
"HOISTING THE LOAD") or stops before rising past the required dump height of the sides of
the truck, the bucket is overloaded. Overloading is harmful to the loader.
If the bucket is loaded to 120% of rated capacity hoisting action is

inhibited, the amber light will illuminate, the audible alarm will sound and
the text screen indicating bucket overload will appear on the computer
monitor. The audible alarm can be silenced and the text message removed
from the screen by touching any key on the keypad. However, the amber
light will continue to illuminate.
If overloading occurs and the bucket stops, the operator must quickly push the hoist joystick
forward to lower the lift arms and use the bucket control switch or move the hoist joystick to the
right to dump the bucket.
On the next cycle, the operator must not load as much material into the bucket as was in the
previous load. If this loaded bucket goes to the NORMAL top without stopping, it is not
overloaded. Properly loaded buckets (not overloaded) reflect good work practice by the
operator and results in reliable machine performance.
The amount of material in the bucket can be monitored by checking the production data screen
on the computer monitor (refer to illustration "LINCS™ COMPUTER SCREENS", Item “B”).
Should an overload cause the machine to tip forward while hoisting or

transporting a load, DO NOT PANIC! Lower the bucket to the ground and
the machine will stabilize.
SERVICE MANUAL

HOISTING THE LOAD
The following procedure should be followed when hoisting a load:
a. The bucket height switch (CAB CONTROL CONSOLE, Item 15) should be in the down
position or up position as the operation requires. Refer to BUCKET HEIGHT SWITCH
for a detailed description of this switch.
b. Pull the hoist joystick control back or press the hoist control switch to hoist the bucket.
Hoisting action stops when the bucket reaches the height at which the adjustable limit
switches are set.
c. If it becomes necessary to lift the bucket higher than the height at which the limit switch
is set, turn off the bucket height switch (CAB CONTROL CONSOLE, Item 15) and
continue to lift the bucket with the hoist joystick control.
Figure 19. BUCKET LOADING
After the operator dumps the bucket load with the bucket height switch in the OFF
position, the operator never has to re-level the bucket as it is automatically leveled.
DUMPING THE LOAD

The following procedure should be followed when dumping a load:
a. When loading vehicles of uniform height, the bucket height should be adjusted to stop
the bucket at the same height on each lift. The bucket height should be in the ON
position. When the loader is in this configuration, the operator will not have to manually
position the height of the bucket with the hoist joystick control during each lift.
With the bucket height in the ON position, the operator never has to stop the
bucket as it is hoisted up. The bucket will automatically stop in the same place
every time.
SERVICE MANUAL

b. Position the loader bucket over the truck or hopper.
c. Use either the bucket control roller potentiometer or the hoist joystick to slowly dump the
load.
Speed of bucket movement is proportional to how far the bucket control roller
potentiometer or hoist joystick is moved from center. To prevent damage to the
loader and the truck, do not drop the load suddenly.
On high-sided trucks or railroad hoppers, it will be necessary to roll back the

bucket sufficiently for the bucket to clear the side of the truck or hopper before
moving the loader backward.
d. After the load is dumped, back the loader away from the truck or hopper.
LOWERING THE BUCKET

The auto-leveling circuit monitors bucket position and automatically levels the bucket from any
height dump position. After dumping the bucket, press the float control switch while the bucket
is suspended in the air. This will cause the bucket to descend to the ground. The bucket will
not free fall under this condition but will descend as rapidly as fluid being expelled from the lift
cylinders will allow.
The float control switch is inoperative when the bucket is loaded. To lower a
loaded bucket, push the hoist control joystick forward (power down).
SERVICE MANUAL
DOs and DON’Ts 1_2
Training only! Always use yourDOS and

machine DON’TS
This section contains some specific DOs and DON’Ts that apply to the operation of the loader.
Compliance with the DOs and DON’Ts will be conducive to a longer operating life of the
loader. Non-compliance could cause damage to the loader and also endanger the operator.
These DOs and DON’Ts do not cover all possibilities but include those rules that are most
frequently overlooked or violated.
DOS
DO - walk completely around the loader, making sure everything is clear, before starting to
work.
DO - warm up engine with engine select switch in the LO position until the water temperature
gauge indicates that the engine coolant is at least +120ºF (49ºC) before moving the engine
select switch to HI position. This will increase engine life (refer to engine manual).
DO - move the engine select switch to the LO position, and let the engine run for several
minutes before shutting down. This will equalize engine temperature and increase engine life
(refer to engine manual).
DO - depress accelerator pedal slowly and smoothly to increase traction and travel speed.
Release accelerator pedal slowly and smoothly to stop wheel spin, reduce traction, or stop the
loader. Quick release will apply full braking.
DO - enter pile slowly with accelerator pedal almost completely released. Push down on pedal
a little at a time to maintain proper penetration into pile.
DO - use joystick controls slowly and smoothly to actuate bucket and hoist.
DO - release accelerator when digging in pile and hoist does not rise. Failure to rise indicates
you have applied too much traction.
DO - move steering joystick smoothly to turn. Jerking the joystick will cause the loader to jerk
and spill its load.
DO - report any deficiencies or malfunctions to your foreman.
DO - watch out for other personnel and vehicles in the area.
DO - replace broken or lost bucket teeth immediately to prevent ruining the adapters.
DO - fill the fuel tank at the end of each shift. This will prevent condensation from
contaminating the fuel. An adequate fuel supply will prevent possible engine damage caused
by erratic engine rpm when running low on fuel.
DO - operate the loader from the operator’s seat only.
DO - wear seat belt.
DO - avoid sudden stops with a load.
DO - have defects repaired immediately.
DO - make sure mirrors are properly adjusted and clean.
SERVICE MANUAL
DOs and DON’Ts 1_2
Training only! Always use your machineDON’TS

DON’T - use service brakes when changing direction or for normal stopping. All normal braking
must be done by releasing the accelerator pedal and using the dynamic brake boost, if
necessary. The service brake may be used to hold the loader stationary, after stopping with
the accelerator. Only in emergency should the service brakes be used to stop the loader.
DON’T - ram into pile. Ramming causes unnecessary shock to machine structures.
DON’T - use the bucket control switch from ROLLBACK to DUMP in an attempt to load the
bucket. This accomplishes very little except unnecessary wear and tear.
DON’T - hit truck hubs with the tires or truck beds with the lift arms or bucket.
DON’T - store fuel in a galvanized tank. Fuel oil reacts with the zinc coating to form powdery
flakes, which quickly clog fuel filters and strainers and damage fuel filters, strainers, fuel
pumps and injectors.
DON’T - lift front wheels off the ground when lowering the bucket for parking. The parking
brake locks wheels.
DON’T - operate the loader if the red alarm light comes on.
DON’T - allow riders while operating the loader.
DON’T - attempt to lift or transport loads in excess of rated capacity (see GENERAL
INFORMATION for information on capacity).
DON’T - walk, stand, or work under an elevated load or empty bucket.
DON’T - ever leave the loader with the engine running. Follow complete machine shutdown
procedures before leaving the cab.
DON’T - leave the loader with the bucket elevated.
DON’T - transport a load with the bucket in a position that obstructs the operator’s vision.
DON’T - operate the loader within 10 feet of live power lines.
DON’T - service the fuel tank while the engine is hot or running.
DON’T - smoke while servicing the fuel tank.
DON’T - remove the hydraulic tank cap without first bleeding the air pressure from the tank.
DON’T - jack the machine up with the bucket and lift arms.
SECTION 4
PREVENTIVE MAINTENANCE
REQUIREMENTS AND
RECOMMENDATIONS
SERVICE MANUAL
NOTES
SERVICE MANUAL
PREVENTIVE MAINTENANCE REQUIREMENTS & RECOMMENDATIONS

PREVENTIVE MAINTENANCE
REQUIREMENTS AND RECOMMENDATIONS
LETOURNEAU, INC.
OSL-4
TABLE OF CONTENTS
GENERAL SERVICE INFORMATION
BREAK-IN PERIOD
LUBRICATION AND SERVICE
HYDRAULIC SYSTEM SERVICE REQUIREMENTS AND OPERATIONAL CONCERNS
COMPONENT HEATERS (Optional)
DRIVER MAINTENANCE AND ROTATION MODELS 51B AND 57
CLEANING AND COMPONENT INSPECTION
DC MOTOR OPERATION AND SERVICE LETOURNEAU PUBLICATION “TAKING
CARE OF YOUR DC MOTOR” (APPLICABLE TO MACHINES WITH M40/J2 TRACTION
MOTORS ONLY)
24 VOLT DC SYSTEM
MODULAR PREVENTIVE MAINTENANCE SCHEDULES (POST BREAK-IN PERIOD)

PREVENTIVE MAINTENANCE REQUIREMENTS AND RECOMMENDATIONS is provided to
assist the owner and equipment manager with general and specific recommendations for basic
preventive maintenance of the loader. The loader’s massive size and various systems require
a thorough knowledge of varied and complex maintenance and safety procedures contained
herein. Only trained and experienced personnel should be allowed to inspect and service the
machine. This publication is divided into ten parts for easy reference:
• GENERAL SERVICE INFORMATION provides instructions for locating service switches
and connections, jacking instructions and other instructions relating to field service.
• BREAK-IN PERIOD SERVICE PROCEDURE provides important instructions for service
that must be performed from the initial commissioning of the machine to 1000 hours of
service. A BREAK-IN PERIOD SERVICE PROCEDURE CHECKLIST is provided. Print
the checklist from the electronic manual for use during the important break-in period.
• LUBRICATION AND SERVICE provides instructions on recommended lubricants and
fluids, the automatic lubrication system, and for establishing an on-going lubricating oil
analysis program.
• HYDRAULIC SYSTEM SERVICE REQUIREMENTS AND OPERATIONAL CONCERNS
provides instructions on servicing the hydraulic system and hydraulic pump gearbox.
• COMPONENT HEATERS provides instructions on the machine’s component heaters.
• DRIVER MAINTENANCE AND ROTATION MODELS 51B AND 57 provides instructions
on the lubrication, filtration system service requirements and rotation of the 51B and 57
drivers.
SERVICE MANUAL
PREVENTIVE MAINTENANCE REQUIREMENTS & RECOMMENDATIONS

• CLEANING AND COMPONENT INSPECTION provides instructions on cleaning
machine and making important structural inspections.
• TRACTION MOTOR OPERATION AND SERVICE provides instructions for the proper
operation and maintenance of the machine’s DC traction motors (applicable to machines
equipped with M40 or J2 traction motors only).
• 24 VOLT DC SYSTEM provides instructions on maintaining the loader's batteries and
battery charging alternator.
• MODULAR PREVENTIVE MAINTENANCE SCHEDULES (POST BREAK-IN PERIOD)
provides instructions for service intervals for the various systems on the loader. Print the
schedules from the electronic manual for use in machine maintenance.
Instructions for maintaining other components and systems of the loader,

such as the tires, ball joints, cooling system, fuel system, compressed air
system, brakes and the central air blower system are provided in the
remaining publications within this SERVICE MANUAL.
SECTION 4, PART 1
SERVICE MANUAL
NOTES
SERVICE MANUAL

LETOURNEAU, INC.
OSL- 4 PART 1
TABLE OF CONTENTS
ESTABLISHING A COMPREHENSIVE MAINTENANCE PROGRAM
FOUR IMPORTANT REQUIREMENTS FOR AN EFFECTIVE PM PROGRAM
MODULAR PREVENTIVE MAINTENANCE SCHEDULES FOR LOADERS
DATA DOWNLOADS
SERVICE SWITCHES AND CONNECTIONS
BATTERY DISCONNECT SWITCH
JUMP START SOCKET (Optional)
COMPONENT HEATER CONNECTIONS (Optional)
CENTRAL SERVICE SYSTEM (Optional)
SERVICE SWITCHES
STANDBY POWER MODE (OPTIONAL)
STANDBY POWER MODE SETUP PROCEDURE (USING THE LOADER AS AN
AUXILIARY POWER SOURCE)
RESORTING THE LOADER (AFTER USE AS AN AUXILIARY POWER SOURCE)
LOADER JACKING INSTRUCTIONS
RETRIEVING AND TOWING
Figure 1. BATTERY DISCONNECT SWITCH
Figure 2. OPTIONAL JUMP START SOCKET – 2 MODEL OPTIONS
Figure 3. COMPONENT HEATER AND ENGINE OIL/COOLANT PREHEATER
CONNECTIONS
Figure 4. CENTRAL SERVICE SYSTEM (OPTIONAL)
Figure 5. L-1850-L-2350 – ELECTRICAL COMPARTMENT DOOR SWITCHES AND
COMPONENT HEATER CONNECTION
Figure 6. COOLING SYSTEM AND HYDRAULIC TANK PRESSURE RELEASE
BALL VALVES
Figure 7. SERVICE SWITCHES
Figure 8. SERVICE SWITCHES AND CONNECTIONS – MACHINE LOCATIONS
Figure 9. CONTROLLER I2 CONNECTOR
Figure 10. STANDBY POWER JUNCTION BOX
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AA001 ( d 1 )
SERVICE MANUAL

Figure 12. CONTROLLER STANDBY POWER SWITCHES
Figure 13. STANDBY POWER
Figure 14. BLOCKING AXLE TO PREVENT SWIVELING
Figure 15. FRAME LOCK
Figure 16. LOADER AXLE WEIGHTS – IN OPERATING MODE (NOT LOADED)
Figure 17. JACKING POINTS FOR PLACING JACK STANDS UNDER FRONT AXLE
– TYPICAL ALL MODELS
Figure 18. FRONT AXLE JACKING AND JACK STAND PLACEMENT LOCATIONS
Figure 19. LOADER FRONT AXLE JACK STANDS
Figure 20. LOADER REAR FRAME JACK STANDS - FRONT END
Figure 20A. LOADER REAR BUMPER JACK STANDS
Figure 21. LOADER RECOMMENDED JACK STAND PLACEMENT LOCATIONS
Figure 22. TOWING POINTS – REAR OF LOADER
SERVICE MANUAL
ESTABLISHING A COMPREHENSIVE MAINTENANCE PROGRAM 1

ESTABLISHING A COMPREHENSIVE MAINTENANCE
PROGRAM
A comprehensive preventive maintenance (PM) program will pay dividends to the owners over
the life of the machine in several ways:
• Fewer major component repairs and fewer repetitive repairs.
• Increased machine life and greater availability.
• Less unscheduled downtime.
• Reduced maintenance costs, labor and materials.
• Greater safety for workers and improved protection for equipment
FOUR IMPORTANT REQUIREMENTS FOR AN EFFECTIVE PM PROGRAM
PERSONNEL
The operator should accept the responsibility of walking around the machine to inspect daily
checkpoints. The instructions contained in this manual and the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES should be read, understood and kept handy for further
reference. A copy should be provided for each person with these responsibilities.
MANAGEMENT RESPONSE
The second requirement in an effective preventive maintenance program is quick and positive
response to a known or potential problem. If the operator indicates a potential problem, action
should be taken immediately - even if it is a minor adjustment. Any problem not taken care of
in a timely manner has the potential of causing a major breakdown.
MAINTENANCE RECORDS
The third requirement in an effective preventive maintenance program is a system for
recording material and labor costs. Well-kept records can serve as guides indicating when to
replace or rebuild a component. Keeping good records of maintenance performed on the
machine also provides a basis for planning and custom tailoring a preventive maintenance
program to the job and the environment in which the machine is working. For example, it may
be determined through records that the air filter should be replaced more periodically than the
engine manufacturer recommends. Though this may be a small adjustment, it can be one that
leads to increased engine life. This principal can be applied to other major components of the
machine, and as all aspects of the maintenance program are fine tuned, the result is less
breakdowns and controlled expense versus unexpected downtime.
Records may also indicate a trend for the type of maintenance program for the machine
beyond what is specified herein. The maintenance schedules contained in this manual are
based on hours and estimates of calendar time. These hours would be accumulated under
normal operating conditions. However, because of certain applications, duty cycles, or varying
conditions, the need for maintenance cannot always be measured in hours alone. In these
cases a weekly, twice-weekly, or monthly schedule may be more applicable.
SCHEDULED DOWNTIME
Any well-designed PM program should allow for production scheduling to
accommodate the required maintenance downtime. Accurate record keeping and analysis
of inspection data, repair downtime, component failure, spare parts inventory, operating
policies and labor costs involved should all be considered in the overall scope of the PM
program.
SERVICE MANUAL
ESTABLISHING A COMPREHENSIVE MAINTENANCE PROGRAM 1

MODULAR PREVENTIVE MAINTENANCE SCHEDULES FOR LOADERS
Recommendations for regular preventive maintenance inspections and services based on
normal operating conditions are provided in the MODULAR PREVENTIVE MAINTENANCE
SCHEDULES (POST BREAK-IN PERIOD).
This PM reflects combined information from both engine manufacturers (Detroit Diesel and
Cummins). For exact service intervals, follow the manufacturer’s recommendations. Vary the
suggested intervals more frequently, as required, when the machine is subject to extremes of
temperature, prolonged operation, sandy or dusty conditions, or exposure to moisture.
The preventive maintenance schedules provided in this publication will deal primarily with:
• Inspections - structural, mechanical, electrical and electronic.
• Lubrication schedules and requirements.
• Adjustments.
• Tire and wheel maintenance.
Make copies of the schedules and use them as check lists in the routine maintenance of
your machine.
The schedules also provide guidelines for various hourly usage intervals. The owner’s use of
the machine in production scheduling should also be considered in regards to the hourly
intervals shown on the schedules.
The following schedules are provided:
• Daily and Pre-shift Inspections and Services
• 100-Hour or Weekly Inspections and Services
• 500-Hour Inspections and Services
• 12,000-Hour Inspections and Services
DATA DOWNLOADS
Operational and production data stored in the LINCS™ computer system and the Detroit
Diesel DDEC or Cummins CENSE (as applicable) should be downloaded every monthly or
every 250 hours of operation. This data can provide key indicators for use in customizing a
preventive maintenance program and alerts to potential problems. Monthly LINCS™ data
downloads are required to meet LeTourneau, Inc. warranty requirements. Contact the closest
authorized dealer for the engine manufacturer for assistance in downloading engine
operational data.
SERVICE MANUAL
SERVICE SWITCHES & CONNECTIONS & FIGURES 1 & 2

SERVICE SWITCHES AND CONNECTIONS
Figure 1. BATTERY DISCONNECT KEY SWITCH

Figure 2. OPTIONAL JUMP START SOCKET
– 2 MODEL OPTIONS
Several switches and connections are provided on the loader for use in maintenance and
repair operations. Use of these switches and connections is recommended, as their primary
SERVICE MANUAL
SERVICE SWITCHES & CONNECTIONS & FIGURES 1 & 2

function is to ensure a safe and productive working environment.
Refer also to SAFETY IN MAINTENANCE AND REPAIR OPERATIONS.
BATTERY DISCONNECT SWITCH

(Illustration "BATTERY DISCONNECT KEY SWITCH"):
The battery disconnect switch is located in a box at the right rear of the loader. It is a key-
operated switch that can be used to lockout the 24 VDC battery power to the machine. Refer
to illustration "SERVICE SWITCHES AND CONNECTIONS" for location on the machine.
JUMP START SOCKET (Optional)

(Illustration "OPTIONAL JUMP START SOCKET")
It is possible to damage the solid-state electronic controls of the loader and engine if jumper
cables are connected improperly or arcing occurs. There is also a possibility of serious
personal injury. Therefore, LeTourneau, Inc. recommends that the machine only be jump
started or used to jumpstart another vehicle with the optional jumpstart socket. There are two
model options available, as shown in illustration "OPTIONAL JUMPSTART SOCKET - 2
MODEL OPTIONS". Refer to illustration SERVICE SWITCHES AND CONNECTIONS for
location on the machine.
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
SERVICE MANUAL
SERVICE SWITCHES & CONNECTIONS...CONT'D & FIGURES 3, 4 & 5
Figure 3. COMPONENT HEATER AND ENGINE

OIL/COOLANT PREHEATER CONNECTIONS
Figure 4. CENTRAL SERVICE SYSTEM (OPT.)
SERVICE MANUAL
Figure 5. L-1850-L-2350 – ELECTRICAL COMPARTMENT

DOOR SWITCHES AND COMPONENT HEATER CONNECTION
SERVICE MANUAL

COMPONENT HEATER CONNECTIONS (Optional) (Illustration
"COMPONENT HEATER AND ENGINE OIL/COOLANT PREHEATER
CONNECTIONS")
A 220-volt receptacle is optionally provided for connecting the optional hydraulic reservoir,
axles, battery, grease reservoir, and fuel reservoir heaters. Power plug-in cords are provided
for supplying power to the optional engine coolant and oil 220-volt heaters. These connections
are located on the tow unit, inside the pivot area, on the left side of the loader. Connections
are accessible from ground level. The Models L-1850-L-2350 have an additional receptacle
for connecting power to the hydraulic tank and battery heaters. This receptacle is mounted on
the electrical control cabinet (refer to illustration "ELECTRICAL COMPARTMENT DOOR
SWITCHES AND COMPONENT HEATER CONNECTIONS"). Refer to illustration "SERVICE
SWITCHES AND CONNECTIONS" for location on the machine.
CENTRAL SERVICE SYSTEM (Optional) (Illustration "CENTRAL SERVICE

SYSTEM"):
The optional Central Service System is housed inside a protective box and mounted at the left
rear of the loader. The Central Service System provides quick-coupling connections for
refilling the fuel reservoir, engine crankcase, hydraulic reservoir and engine coolant. Different
quick couplers are provided for each component to ensure accuracy in filling. Refer to
illustration "SERVICE SWITCHES AND CONNECTIONS" for location on the machine.
Be sure to relieve pressure in the hydraulic reservoir and in the radiator by

opening the manual air release valve provided for each component before
attaching hose to the quick couplings (refer to illustration "COOLING
SYSTEM AND HYDRAULIC TANK PRESSURE RELEASE BALL VALVE").
SERVICE MANUAL
SERVICE SWITCHES & CONNECTIONS...CONT'D & FIGURES 6 & 7
SURGE TANK PRESSURE HYDRAULIC TANK MANUAL AIR RELEASE VALVE

RELEASE BALL VALVE AND AUTOMATIC AIR RELEASE VALVE
(ACCESSIBLE FROM TOP OF TOW UNIT) (LOCATED ON TOP OF HYDRAULIC RESERVOIR)
Figure 6. COOLING SYSTEM AND HYDRAULIC TANK PRESSURE RELEASE BALL

VALVES
(MOUNTED AT PIVOT AREA – LEFT SIDE OF

MACHINE)
Figure 7. SERVICE SWITCHES
SERVICE MANUAL

SERVICE SWITCHES (REFER TO ILLUSTRATION "SERVICE
SWITCHES")
WORK LIGHTS SWITCH: The work lights switch is a two-position, left/right turn-type switch. It
is mounted on a switch box located at the pivot area, on the left side of the machine. This
switch turns on the 24 VDC service work lights mounted on each side of the radiator, mid-
engine, near the AC generator, and in the front frame. The key switch on the operator’s
console does not have to be in the ON position to operate the work lights. Refer to illustration
"SERVICE SWITCHES AND CONNECTIONS" for location on the machine.
LUBRICATION CYCLE SWITCH: The lubrication cycle switch is a momentary pushbutton
switch. It is mounted on the same switch box as the work lights switch described above. When
the lubrication cycle switch is pressed, the auto lube system will cycle. This is for manually
lubricating the machine with the automatic lubrication system and priming the lines after
refilling the grease reservoir.
L-1350: The lubrication cycle switch is wired so that the engine does not have to be running,
however, the LINCS computer system must be booted up. This requires the key switch on the
operator’s console to be in the ON position. However, compressed air system pressure must
be at least 60 psi for the lubrication cycle switch to operate.
L-1850-L-2350: The automatic lubrication system on the L-1850-L-2350 loaders is powered by

the hydraulic system. Therefore, the engine must be running for the lubrication cycle switch to
operate.
The lubrication cycle switch performs the same function as the manual lube switch located on
the operator’s console. Refer to MANUAL LUBE SWITCH and to AUTOMATIC
LUBRICATION SYSTEM OPERATION for additional information.
FILTER PURGE TIMER SWITCH: The filter purge timer switch is a two-position, left/right turn-
type switch (refer to illustration "SERVICE SWITCHES"). It is mounted on a switch box
located at the pivot area, on the left side of the machine. The filter purge timer switch turns off
the purge cycle of the LeTourneau Cartridge Filtration System (“KLENZ” System). Unless
turned off, the purge cycle will continue until compressed air system pressure drops below 90
psi. When the purge cycle occurs, the filter will emit a loud “boom” and dirt will be blown from
the hopper. The noise can be startling and dirt blowing from the hopper can present a hazard
to persons climbing the ladder adjacent to the LeTourneau Cartridge Filtration System
(“KLENZ” System) or standing under the hopper.
SERVICE MANUAL
Always turn the filter purge timer switch to the OFF position before
performing any service work to the loader. Bleed air pressure to zero psig
before performing any service or repair work to the LeTourneau Cartridge
Filtration System (“KLENZ” System) or other components powered by the
Compressed Air System.
When the filter purge cycle is turned off, a notice screen, with a text
message indicating the purge cycle is off, will appear on the LINCS™
computer monitor in the operator’s cab. BE SURE to turn the filter purge
timer switch to the ON position and close the manual air release valve
before returning the machine to service.
SERVICE MANUAL
FIGURE 8
1. SERVICE SWITCHES
2. COMPONENT HEATER CONNECTIONS
3. CENTRAL SERVICE SYSTEM
4. JUMP START SOCKET
5. BATTERY DISCONNECT SWITCH
Figure 8. SERVICE SWITCHES AND CONNECTIONS – MACHINE LOCATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
STANDBY POWER MODE

STANDBY POWER MODE (Optional)
The digitally controlled loaders are designed so that they may be used as an auxiliary power
source. With the optional connection box, a fused 3-phase power source is available to power
other equipment during maintenance or for moving equipment.
When enabling and disabling the standby power mode, the electrical
system must be turned off, locked out and grounded. Serious injury or
loss of life is possible from touching energized terminals.
STANDBY POWER MODE SETUP PROCEDURE (USING THE LOADER AS

AN AUXILIARY POWER SOURCE)
Be sure that all connections are installed correctly and safely to your
equipment. LeTourneau, Inc. assumes no responsibility for incorrect
connections or uses of the standby power mode. Connect a grounding
lead between the loader frame and the ground or the frame of the other
equipment that is to be powered.
a. Check the line-to-line voltage on board the equipment to be powered to determine if

the loader has the power capability to perform as needed. The loader has variable
line-to-line voltage from 300 VAC to 500 VAC.
b. Check the fuel tank to assure there is adequate fuel to operate the loader.
c. If the loader is to be a stationary power unit, then:
1. Park the loader near the equipment to be powered, set the park brake and shut it
off.
Place warning signs indicating that the loader is being used as a stationary
power unit and is not to be moved.
When using the loader as a stationary power unit, and no operator in the
cab, ensure that the direction selector switch remains in neutral and the
park brake remains set.
2. Chock the tires.

3. Continue with Step “f”.
d. If the loader is to be towed, then:
SERVICE MANUAL
STANDBY POWER MODE

1. Connect a tow bar between the loader and equipment being powered. The tow bar
should be of sufficient strength to prevent damage when operating on a grade.
Cables or chains are not suitable and should not be used for towing the
loader (refer to RETRIEVING AND TOWING).
2. Remove connector I2 from the back of the Controller (refer to illustration

"CONTROLLER I2 CONNECTOR").
The loader may be propelled for repositioning or following equipment that

is being powered if I2 remains connected.
3. Ensure that the direction selector switch remains in neutral and the accelerator is
not depressed.
4. Release the park brake before the towing begins.
5. Continue with Step “f”.
SERVICE MANUAL
STANDBY POWER MODE
Extreme caution should be used when propelling the loader while in

standby power mode and powering other equipment. It is possible to pull
apart the power cable between the loader and the equipment being
powered. This would be a safety hazard and result in damage to the loader,
cable and equipment.
e. Connect the three-phase leads from the equipment being powered to standby power
junction box if I2 remains connected (refer to illustration "STANDBY POWER
JUNCTION BOX").
The loader provides a three-phase power source for line-to-line loads such
as a transformer on the equipment being powered. It is not designed to
provide phase-to-neutral power in the standby power mode and a neutral
connect is not provided.
SERVICE MANUAL
STANDBY POWER MODE...CONT'D & FIGURES 9 & 10
Figure 9. CONTROLLER I2 CONNECTOR
REFER TO TA-6702-B FOR THIS

ILLUSTRATION
1. JUNCTION BOX
2. BUSS BAR - SHORT
3. BUSS BAR - MEDIUM
4. BUSS BAR - LONG
5. WIRE CODE
6. CLEAT
7. INSULATOR
8. FUSE - 1000V, 900 AMP
Figure 10. STANDBY POWER JUNCTION
BOX
SERVICE MANUAL
If the neutral lead is connected between the load and the loader, the neutral
current must be limited to 100 amps. In certain cases, it may be necessary
to power a system with the neutral connected. In such cases, the neutral
current should be limited to 100 amps. Current in excess of 100 amps may
damage the generator.
f. Start the engine and allow it to idle until the operating temperature is reached.
There is high voltage present in the electrical cabinet and the standby
power junction box when the engine select switch is placed in HIGH
position.
Ensure the leads to the load are open circuited; i.e., circuit breakers open
or generator may not prime.
g. Place the engine select switch in the HI position.

h. Access generator voltage and frequency data with the channel browser function of the
LINCS™ computer (refer to illustration "COMPUTER MONITOR AND COMPUTER
KEYPAD PANEL").
i. On the Controller, rotate both FREQ and VOLTAGE knobs fully clockwise (refer to
illustration "CONTROLLER STANDBY POWER SWITCHES").
j. Place the standby power switch on the controller to the ON position (refer to illustration
"CONTROLLER STANDBY POWER SWITCHES").
k. Adjust the voltage knob until the desired line-to-line voltage is obtained (VGEN X 100 =
VOLTAGE). The voltage knob may be adjusted to provide correct voltage at the
equipment to compensate for line losses.
SERVICE MANUAL
The controller has two control knobs that only affect the generator output
when the standby power switch is in the ON position. The FREQ knob will
vary the frequency from 47 Hz (engine at 1410 RPM) to 66 Hz (engine at
1980 RPM). The voltage knob will vary the line-to-line voltage from 300
VAC to 500 VAC. If engine RPM exceeds +10% or -15% of set values, the
generator output will shut down. The standby power switch and the engine
select switch will then have to be cycled to re-enable the voltage regulator.
2 3 4 TA6702
TA-6702-8(2)
LeTourneau, Inc. 2005 All Rights Reserved 004AA010 ( p1 )
SERVICE MANUAL
FIGURE 11

ILLUSTRATION
4. KEYPAD
6. KEY SWITCH
7. MONITOR
Figure 11. COMPUTER MONITOR
AND COMPUTER KEYPAD
PANEL
TA9918
1 2 3
4 5 6
7 8 9
OFF
ON
1 START
0
TA-9918-8
TA9918-8
SERVICE MANUAL
STANDBY POWER MODE...CONT'D & FIGURE 12

REFER TO TA-9204-P FOR THIS ILLUSTRATION
Figure 12. CONTROLLER STANDBY POWER
SWITCHES
l. Select VH on the LINCS™ computer and adjust the FREQ knob until the desired
frequency is obtained.
Some equipment may use ground fault/earth leakage detection devices that
may conflict with the optional ground fault system. Where a conflict exists,
the device on the equipment being powered must be disabled. DO NOT
disable the ground fault system on the loader!
m. Apply the equipment load slowly and verify correct phase sequence at the equipment
being powered.
There is no feedback connection between the generator control and the

powered equipment. If more horsepower is being required from the engine
than it can supply at that operating speed, the RPM will begin to droop.
When RPM decreases to 85% of the no-load RPM, the generator output will
be disabled and unload the engine.
n. If the generator output is lost due to either applying the load too quickly or the load is
excessive, the generator and its controls can be reset, as follows:
1. Remove the electrical load.
2. Place the engine select switch to LO position.
3. Place the standby power switch to OFF.
4. Place the engine select switch to HIGH. The generator should re-prime. If the
generator does not re-prime, place the engine select switch to LOW, rotating the
FREQ and VOLTAGE knobs fully clockwise. Then place the engine select switch
to HIGH.
5. Place the standby power switch to ON.
6. Readjust output frequency and voltage, if required.
7. Reapply the electrical load slowly.
SERVICE MANUAL
STANDBY POWER MODE...CONT'D & FIGURE 12

RESTORING THE LOADER (AFTER USE AS AN AUXILIARY POWER
SOURCE)
a. Place the engine select switch in LOW position after load demand has been shut down.
b. Allow the engine to idle for a minimum of five minutes.
c. Turn the engine off.
d. Place the standby power switch to OFF.
e. Disconnect the three-phase leads, the ground lead and (if used) the neutral lead
between the loader and the powered equipment. Secure the junction box cover in place.
f. Disconnect tow bar if used
g. Reinstall connector I2 on the Controller (if removed).
TA9204
TA9204-P
SERVICE MANUAL
FIGURE 13
1. ELECTRICAL CONTROL CABINET

2. STANDBY POWER JUNCTION BOX
Figure 13. STANDBY POWER
SERVICE MANUAL
NOTES
SERVICE MANUAL
LOADER JACKING INSTRUCTIONS & FIGURES 14 & 15

The following precautions and instructions should be followed for safe jacking of the loader:
• Be sure the loader is on an adequate surface to support its weight when jacked
up.
• NEVER jack up the machine with the bucket and lift arms.
• The bucket should be lowered to three to four feet off the ground and placed in
full rollback position.
• Be sure to provide adequate jacks or hoists when lifting the machine or any of its
components. Refer to illustration "LOADER AXLE WEIGHTS IN OPERATING
MODE (NOT LOADED)" for the proper jacking points and weights. If placing jack
stands under the front axle, the machine is jacked from the side as shown in
illustration "JACKING POINTS FOR PLACING JACK STANDS UNDER FRONT
AXLE".
• After hoisting the loader, it is recommended jack stands be used for support.
Refer to illustrations "LOADER FRONT AXLE JACK STANDS" and "LOADER
REAR BUMPER JACK STANDS" for recommended construction methods and to
"FRONT AXLE JACKING AND JACK STAND PLACEMENT LOCATIONS" and
"LOADER RECOMMENDED JACK STAND PLACEMENT LOCATIONS".
Illustrations "LOADER AXLE WEIGHTS" and "JACKING POINTS FOR

PLACING JACK STANDS UNDER FRONT AXLE" show front jacking points
when using and not using jack stands. When jacking under the front axle
or placing jack stands under the front axle, it is essential to get as close as
possible to structural support member as shown in illustration "FRONT
AXLE JACKING AND JACK STAND PLACEMENT LOCATIONS". Placing the
jack or jack stand in any other area could cause damage to the axle.
Figure 14. BLOCKING AXLE TO PREVENT SWIVELING
SERVICE MANUAL
If both wheels of the oscillating axle are off the ground at the same time,
the axle may swivel vertically. This is a potentially hazardous situation.
Both sides of the axle should be blocked to prevent swiveling (refer to
illustration "BLOCKING AXLE TO PREVENT SWIVELING").
Figure 15. FRAME LOCK
SERVICE MANUAL
Before jacking the machine, place the frame lock in the locked position.
Following completion of service or repair, BE SURE to place the frame lock
in the unlocked position or machine damage will result (refer to illustration
"FRAME LOCK").
The LINCS™ computer system provides a means of aligning the front and
rear frames for installing the frame lock without a person entering the pivot
area during the alignment process. To use this method, access the main
menu on the LINCS™ computer system by pressing the number “1” on the
computer keypad. Choose option #3, “Channel Browser”. Next, press “1”
and use the left/right arrow keys to choose “Hydraulics”. Then, enter the
number “2”, which will enable data for the machine’s various hydraulic
functions. Use the left/right arrow keys to select “Steering System”. View
the steering angle data. Steer the loader left or right until the angle is “0”.
The front and rear frames are perfectly aligned and the frame lock can now
be moved to the locked position.
SERVICE MANUAL
FIGURE 16

Front Frame Each Point Tow Unit Each Point

L-1350 111,000 lb (50,348 kg) 84,000 lb (38,102 kg)
L-1850 154,000 lb (69,853 kg) 104,000 lb (47,173 kg)
L-2350 172,000 lb (78,017 kg) 126,000 lb (57,152 kg)
Figure 16. LOADER AXLE WEIGHTS – IN OPERATING MODE (NOT
LOADED)
TA9517
TA9517-8
SERVICE MANUAL
FIGURE 17
PLACE JACK UNDER FRAME EACH SIDE AT LOCATION INDICATED.

PLACE JACK STANDS UNDER AXLE AS CLOSE AS POSSIBLE TO
FRAME STRUCTURE SUPPORT MEMBER AS SHOWN IN ILLUSTRATION
"FRONT AXLE JACKING AND JACK STAND PLACEMENT LOCATIONS".
Figure 17. JACKING POINTS FOR PLACING JACK STANDS UNDER FRONT AXLE –
TYPICAL ALL MODELS
SERVICE MANUAL
FIGURE 18
L-1350
L-1850-L-2350
Figure 18. FRONT AXLE JACKING AND JACK STAND PLACEMENT LOCATIONS
SERVICE MANUAL
FIGURE 19 1

REFER TO ILLUSTRATION ON PAGE 004AA019 (p)
Figure 19. LOADER FRONT AXLE JACK STANDS
PART SIZE RAW MATERIAL

1. BASE PLATE 1/2" N20BHT
2. SUPPORT PLATE 1/2" N20BHT
4. FRONT TUBE PIPE 18" X-HVY A-53
5. PLATE CAP 1-1/2" N20BHT
6. FORKLIFT PLATE 1" N20BHT
7. PAD PLATE 2" N20BHT
NOTE 1: Overall height of front frame jack stand varies with loader model and height
of tires. Typically, 48" (1219 mm) to 50" (1270 mm) is suitable for L-950\L-
1350 and 55" (1397 mm) to 57" (1448 mm) is typically suitable for L-1850/L-
2350. Top of cradle is 2" (51 mm) above top of jack stand top plate. It is
essential to measure the tires and calculate optimal height with wooden
blocking in place to ensure tires clear the ground.
NOTE 2: Placement of forklift plates is relative to the height of the jack stand. They
are normally positioned 12" (305 mm) to 14" (356 mm) below the top of the
jack stand.
TA1
3
2
4
5
FRONT AXLE JACK STANDS

SERVICE MANUAL
FIGURE 20 1

REFER TO ILLUSTRATION ON PAGE 004AA020
Figure 20. LOADER REAR FRAME JACK STANDS - FRONT END

4. MIDDLE TUBE PIPE 18" X-HVY A-53
NOTE 1: Overall height of rear frame jack stand - front end varies with loader model
and height of tires. Typically, 48" (1219 mm) to 50" (1270 mm) is suitable for
L-950\L-1350 and 55" (1397 mm) to 57" (1448 mm) is typically suitable for L-
1850/L-2350. It is essential to measure the tires and calculate optimal height
with wooden blocking in place to ensure tires clear the ground.
jack stand.
TA1
3
2
4
5
REAR BUMPER JACK STANDS

SERVICE MANUAL
FIGURE 20.1 1

REFER TO ILLUSTRATION ON PAGE 004AA020A(p)
Figure 20.1. LOADER REAR BUMPER JACK STANDS

4. REAR TUBE PIPE 18" X-HVY A-53
NOTE 1: Overall height of rear bumper jack stand varies with loader model and height
of tires. Typically, 38" (965 mm) to 40" (1016 mm) is suitable for L950\L-1350
and 47" (1194 mm) to 48" (1219 mm) is typically suitable for L-1850/L-2350.
It is essential to measure the tires and calculate optimal height with wooden
blocking in place to ensure tires clear the ground.
jack stand.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AA020.1 ( d 1 )
TA1
3
2
4
5
LOADER REAR FRAME-FRONT END JACK STANDS

LeTourneau, Inc. 2005 All Rights Reserved 004AA020.1 ( p1 )
SERVICE MANUAL
FIGURE 21 1

Figure 21. LOADER RECOMMENDED JACK STAND PLACEMENT LOCATIONS
NOTE TA9518
L-1100USEDFORILLUSTRATIVEPURPOSES.
JACKSTANDSAREPLACEDINSAME
LOCATIONSALLMODELS
BUCKETATCARRYHEIGHT
INROLLBACKPOSITION
FRAMELOCKIN
LOCKEDPOSITION
CLEAROFGROUND RADIUSOFTIRE
+6" (150mm)
JACKSTANDSPLACEDUNDER JACKSTANDSPLACEDUNDER
TA9518-8 FRONTAXLEEACHSIDEASCLOSE REARBUMPEREACHSIDEINLINE
ASPOSSIBLETOFRAME WITHFRAME.
STRUCTURALSUPPORTMEMBER.
TA9518-8
SERVICE MANUAL
NOTES
SERVICE MANUAL
RETRIEVING & TOWING & FIGURE 22 1

RETRIEVING AND TOWING
In the event the machine is disabled in the workplace, the rear bumper of the loader is
equipped with three points for attachment of towing devices. It is essential to not exceed
131,000 lbs. of pull per attachment point. Refer to illustration "TOWING POINTS - REAR OF
LOADER" for towing points.
Figure 22. TOWING POINTS – REAR OF LOADER
SERVICE MANUAL
NOTES
SECTION 4, PART 2
BREAK-IN PERIOD SERVICE
PROCEDURES FROM COMMISSIONING TO
1000 HOURS
SERVICE MANUAL
NOTES
SERVICE MANUAL

FROM COMMISSIONING TO 1000 HOURS
LETOURNEAU, INC.
OSL- 4 PART 2
TABLE OF CONTENTS
SERVICE PERSONNEL AND OPERATOR TRAINING AND ADVISORIES
BREAK-IN PERIOD SERVICE PROCEDURES CHECKLIST FROM COMMISSIONING TO
1000 HOURS
WARNING AND CAUTIONS
10-HOURS NON-MATERIAL HANDLING BREAK-IN PERIOD OPERATIONS
OPERATOR’S DAILY INSPECTION
MONTHLY
PREVENTIVE MAINTENANCE PROGRAM INITIAL 10-HOUR AND 500-HOUR
INSPECTIONS AND SERVICE
BALL JOINT PREVENTIVE MAINTENANCE PROGRAM INITIAL 2-, 6-, 14-, 100-, 500-
AND 1000-HOUR INSPECTIONS
INITIAL 500-HOUR ELECTRICAL PM
INITIAL 500-HOUR SERVICE
PREVENTIVE MAINTENANCE PROGRAM INITIAL 500-HOUR ELECTRONIC SYSTEM
INSPECTION
LeTourneau, Inc. and your distributor make every effort to ensure your new loader is erected
and serviced properly before it is delivered to you. However, it is ESSENTIAL that the
following break-in period service procedures and training be performed before the machine is
placed in service and during the break-in period. Following the break-in period, a program of
regular inspection and service, per the MODULAR PREVENTIVE MAINTENANCE
SCHEDULES - POST BREAK-IN PERIOD is essential to receive a long and economical
service life from the loader.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AB001 ( d 1 )
SERVICE MANUAL
LeTourneau’s warranty provisions are conditional on the owner’s

compliance with these Break-in Period Service Procedures and subsequent
maintenance operations as outlined in the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES. Special attention should be placed on
proper operation, inspection and maintenance of the DC drive motors as
outlined in DC DRIVE MOTOR OPERATION AND MAINTENANCE.
Report any operational or mechanical abnormalities to your distributor
IMMEDIATELY. Problems with the engine should be referred to the engine
manufacturer’s closest authorized service center. The loader should not
be operated if any problem with the brakes, engine or steering is noted or if
any hydraulic system warning screen is activated.
SERVICE PERSONNEL AND OPERATOR TRAINING AND ADVISORIES

The following training should be conducted before Service Upon Receipt Procedures and
machine operations are begun:
a. Service Personnel Training: Anyone performing service on the machine should read
and understand the instructions in this SERVICE MANUAL and the engine
manufacturer’s owner’s manual (available through engine manufacturer's website)
before attempting to inspect or service the loader.
Service personnel should pay special attention to SAFETY IN MAINTENANCE
OPERATIONS, and SERVICE SWITCHES AND SERVICE CONNECTIONS. All
instructions provided in these articles should be followed, as applicable.
Service and repair training is available through LeTourneau, Inc. Refer to

LETOURNEAU SERVICE AND REPAIR TRAINING.
SERVICE MANUAL
Special attention should be placed on the use of proper lubricants as

outlined in illustration "LUBRICATION AND FLUID SPECIFICATIONS".
Those specifications cover preliminary and all subsequent preventive
maintenance operations. Use lubricants and anti-freeze solutions suitable
for lowest expected temperatures. Note and comply with any special
instruction tags attached to the engine or other components.
Do not mix brands of lubricants without consulting lubricant
manufacturers. Damage to bearings or other components may result from
the mixing of incompatible lubricants.
The hydraulic pump gearbox is factory equipped with synthetic oil. It is

recommended that synthetic oil be used for all oil changes. Refer to
HYDRAULIC PUMP GEARBOX SERVICE for additional information.
b. Operator Training: Operators must be familiar with all aspects of machine operation
and safety as listed in this SERVICE MANUAL before starting and operating the
loader. Improper operation can cause injury and machine damage.
Both service personnel and operators should pay special attention to the
operating and maintenance information from the various suppliers whose
products are used on the machine. This information is provided throughout
the SERVICE MANUAL, where appropriate.
SERVICE MANUAL
NOTES
SERVICE MANUAL

NEVER remove the axle access covers unless the electrical system is shut
off, locked out, and grounded. Contact with energized high voltage
terminals inside the axle will cause serious injury or loss of life.
BE SURE all electrical power is turned off before touching ANY electrical
connection.
a. Operate the machine a minimum of 10 hours in non-material handling operations before

placing in normal service. Refer to BASIC MACHINE OPERATING INSTRUCTIONS
NON-MATERIAL HANDLING OPERATIONS for additional information.
b. Motors, drivers, and hydraulic pump gearbox should be checked for overheating and oil
leaks.
c. From the first day the loader is put in service, perform OPERATOR’S DAILY OR PRE-
SHIFT WALK-AROUND INSPECTION, per the instructions in the MODULAR
PREVENTIVE MAINTENANCE SCHEDULES (POST BREAK-IN PERIOD).
d. Torque wheel bolts after the first two hours of operation and again after the next six and
fourteen hours of operation and then at 100-hours of operation. Check wheel bolt
torque after each 500-hours of operation thereafter.
e. Check components lubricated by the automatic lubrication system daily for a “wet” look
of fresh grease to ensure the automatic lubrication system is operating properly. Refer
to AUTOMATIC LUBRICATION SYSTEM for additional information.
f. Check torque on ball cap capscrews after the first 2-, 6-, 14-, 100-, 250- and 500-hours
of operation. Check torque every 500-hours thereafter. Refer to correct torque
sequence and torque values for the ball joints.
g. Perform dial indicator inspections of the ball caps after the initial 100-, 250-, 500-, 1000-
and 2000-hours. Perform dial indicator inspections after each 2000 hours thereafter.
h. Check torque on torque nuts on Roll Over Protective Structure (ROPS) after initial 250-
hours of operation and every 500 hours thereafter — should be 114 ft. lbs. (154.6 N•m)
per bolt (lubricated with 30W motor oil).
i. Check DC motor brush condition after the first 500 hours of operation and every 500-
hours thereafter. Refer to DC MOTOR OPERATION AND MAINTENANCE
(APPLICABLE TO MACHINES WITH M40/JS TRACTION MOTORS ONLY) for
additional information. This inspection will require access to axle housings. Engine
should be shut down and all electrical systems grounded.
j. Clean driver oil filtration strainers and replace spin-on filters at 500-hours of operation
and every 2000-hours thereafter. Oil samples should be taken for wear trend analysis
every 500-hours. Refer to DRIVER MAINTENANCE AND ROTATION.
k. Take oil samples from hydraulic pump gearbox for lubrication oil analysis after the initial
500-hours of operation and every 500 hours thereafter. Change filter after initial 500-
hours of operation and every 1500-hours thereafter.
SERVICE MANUAL

l. Take oil sample from hydraulic reservoir for lubricating oil analysis after initial 500-hours
of operation and every 500-hours thereafter. Use caution not to allow contamination
to enter the hydraulic reservoir when collecting the sample. Replace hydraulic
filters after initial 500 hours of operation and every 1500-hours thereafter. Refer to
SERVICE REQUIREMENTS AND RECOMMENDATIONS for additional information.
m. Perform Power Unit Vibration Test and Generator Bearing Temperature Test initial 500-
hour interval and every 500-hours thereafter (refer to AC GENERATOR).
n. Monthly downloads of LINCS™ computer system operational and loadweigh data must
be submitted to the LeTourneau, Inc. Product Support Department. Failure to deliver
these monthly reports may adversely affect warranty disposition. Contact your
authorized LeTourneau, Inc. distributor for assistance in this matter.
Be sure to relieve air pressure in the hydraulic tank before opening. This is
done with the manual air release valve (refer to illustration "HYDRAULIC
TANK AIR RELEASE VALVE").
Use the BREAK-IN PERIOD SERVICE PROCEDURE CHECKLIST to ensure

no items are overlooked and retain a copy of it in the machine’s permanent
file to document customer’s responsibilities for warranty requirements.
SERVICE MANUAL
BREAK-IN PERIOD SERV PROC CHECKLIST FROM COMM TO 1K HOURS
BREAK-IN PERIOD SERVICE PROCEDURES CHECKLIST

The BREAK-IN PERIOD SERVICE PROCEDURES CHECKLIST is provided for the owner to
use during the loader’s break-in period to ensure no items of maintenance that are critical to
the machine’s initial services are overlooked.
Keep a copy of this form and the OPERATOR’S DAILY OR PRE-SHIFT WALK-AROUND
INSPECTION forms, completed during the service upon receipt period, in the loader’s
permanent file to document customer responsibilities for warranty requirements. Following the
initial 500-hour servicing of the loader, use the MODULAR PREVENTIVE MAINTENANCE
SCHEDULES (POST BREAK-IN PERIOD).
WARNINGS AND CAUTIONS
ANYONE performing inspections or service procedures to the loader

should be familiar with ALL instructions contained in the machine’s
SERVICE MANUAL. We especially draw your attention to SAFETY IN
MAINTENANCE OPERATIONS and SERVICE SWITCHES AND
CONNECTIONS.
The PM program should be conducted only with the machine completely

shut off and the electrical system grounded. This is especially significant
when removing access covers to gain access to electrical components
such as the drive motors. UNDER NO CIRCUMSTANCES SHOULD THE
AXLE ACCESS COVERS BE REMOVED WHILE THE MACHINE IS
ENERGIZED. Accidental contact with exposed high voltage terminals in
the interior may cause death or serious injury.
SERVICE MANUAL
It is essential that the following pre-maintenance preparations be made

prior to performing inspections or service operations to ensure a safe and
productive working environment:
1. Lockout the loader’s starting capability with the optional

maintenance lockout switch (if the machine is so equipped). If the
machine is not equipped with the maintenance lockout switch,
place a DO NOT OPERATE sign on the controls and remove the
key. Serious injury or loss of life is possible if the machine is
started or moved while inspections or maintenance operations are
being conducted.
2. Move the frame lock to the locked position. Enter the pivot area of
the machine only when absolutely necessary.
3. Turn the filter purge timer switch on the service switch box to the
OFF position.
4. Lower bucket to the ground and relieve hoist and bucket circuit
pressure by using auxiliary pilot pump switch.
Following completion of maintenance or repair operations, it is critically

important that the frame lock be removed from the locked position and
properly stowed and filter purge timer switch turned to the ON position or
machine damage will result.
Be sure to provide adequate jacks and hoists when lifting the machine or
any of its components. Be sure the loader is on an adequate surface to
support its weight when jacked up. NEVER jack up the machine with the
bucket and lift arms (refer to illustration "LOADER AXLE WEIGHTS").
Caution should be exercised when jacking the machine. If both wheels of

the oscillating axle are off the ground at the same time, the axle may swivel
vertically. This is a potentially hazardous situation. Both sides of the axle
should be blocked to prevent swiveling.
The left or right side of the loader is determined from standing behind it or
sitting behind the wheel, not standing in front and facing it. Engine left
and right bank are determined by viewing engine from the flywheel end.
SERVICE MANUAL

BREAK-IN PERIOD SERVICE PROCEDURES CHECKLIST
MACHINE: DATE: COMPLETED BY:
OK Needs
Attention
10-HOUR NON-MATERIAL HANDLING BREAK-IN PERIOD OPERATIONS
a. Operate in non-material handling operations for 10 hours. Refer to BASIC
MACHINE OPERATING INSTRUCTIONS NON-MATERIAL HANDLING
OPERATIONS for additional information.
1. Torque wheel bolts after first two
hours of operation.
2. Torque wheel bolts again after
first six and fourteen hours of
operation and then at 100 hours
of operation.
3. Check for hydraulic leaks after
first 10 hours of operation
4. Check hydraulic pump gearbox
for leaks - check all gasketed
areas.
OPERATOR’S DAILY INSPECTION
Perform OPERATOR’S DAILY OR PRE-SHIFT WALK-AROUND INSPECTION.
MONTHLY
Submit LINCS COMPUTER SYSTEM
OPERATING AND LOADWEIGH DATA to
LeTourneau, Inc. Product Support
Department in Longview, Texas.
PREVENTIVE MAINTENANCE PROGRAM INITIAL 10-HOUR AND

500-HOUR INSPECTIONS AND SERVICE
Refer to LUBRICATING OIL ANALYSIS for instructions regarding initial

500-hour oil sampling.
10 Hours 500 Hours
OK Needs OK Needs
Attention Attention
a. Check drivers, hydraulic system and hydraulic pump
gearbox for oil leaks.
b. DRIVERS: Clean strainers; replace spin-on filters.
c. HYDRAULIC SYSTEM AND HYDRAULIC PUMP
GEARBOX: Replace spin-on filters.
d. Take oil samples for oil analysis.
SERVICE MANUAL
BALL JOINT PM PROG INITIAL 2, 6, 14, 100, 500, 1K HR INSP

BALL JOINT PREVENTIVE MAINTENANCE PROGRAM INITIAL 2-, 6-, 14-, 100-, 500- and 1000-HOUR INSPECTIONS
Refer to BALL JOINT PREVENTIVE MAINTENANCE PROGRAM for specifications and instructions for inspecting the ball
joints.
Dial indicator inspections of the ball joints requires operational tests of the machine. Refer to BALL JOINT PREVENTIVE
MAINTENANCE PROGRAM for safety precautions.
2 Hours 6 Hours 14 Hours 100 Hours 250 Hours 500 Hours 1000 Hrs.
OK Needs OK Needs OK Needs OK Needs OK Needs OK Needs OK Needs
Attention Attention Attention Attention Attention Attention Attention
a. Check torque on ball
cap bolts.
1. Lift arms
(a) Right
(b) Left
2. Hoist cylinders
(a) Right
(b) Left
3. Middle Pivot
(a) Upper
(b) Lower
SERVICE MANUAL
BALL JOINT PM PROG INITIAL 2, 6, 14, 100, 500, 1K HR INSP

2 Hours 6 Hours 14 Hours 100 Hours 250 Hours 500 Hours 1000 Hrs.
OK Needs OK Needs OK Needs OK Needs OK Needs OK Needs OK Needs
Attention Attention Attention Attention Attention Attention Attention
4. Rear Axle Pivot
(a) Front
(b) Rear
b. Perform dial indicator
inspections of the ball
joints
1. Lift Arms
(a) Right
(b) Left
2. Hoist Cylinders
(a) Right
(b) Left
3. Middle Pivot
(a) Upper
(b) Lower
4. Rear Axle Pivot
(a) Front
(b) Rear
SERVICE MANUAL

(will require energized and non-energized tests and inspections)
OK Needs
Attention
a. Check Batteries:
1. Check terminal posts and clamps.
2. Check wires for rubbing.
3. Check electrolyte level.
4. Clean battery tops.
b. Cab Electrics:
1. Heater/air conditioner:
(a) Check blower speeds and operation.
(b) Check vent operation.
(c) Check air conditioner controls operation.
2. Check to ensure that warning lights and buzzer operate for a few
seconds when key switch is turned on.
3. Check to ensure that the gauges are working.
4. Check operation of all lights (driving, working and interior).
5. Check direction control switch operation.
c. Generator (refer to AC GENERATOR):
1. Check brush length.
2. Record brush length (check the same brushes every 500 hours):
(a) Inside brushes ____________”
(b) Endbell side brushes ____________”
3. Check brush spring condition.
4. Clean generator.
5. Check condition of slip rings.
(a) Good film
(b) Uneven wear
(c) Arcing
6. Check to ensure external wiring to the generator is secure.
7. Check cables going to electrical cabinet for proper insulation and
retention.
8. Check all brush springs to ensure they are fully installed and secure
(refer to WARNINGS AND CAUTIONS).
9. Check bearings for leaking grease.
10. Conduct vibration testing.
11. Conduct bearing temperature test.
d. Power cables.
1. Check cables from back of SCR box to generator.
2. Check battery cable to starter.
SERVICE MANUAL

OK Needs
Attention
e. Braking Grid Resistors.
1. Clean. If steam cleaning or using air to clean, be careful not to
damage the mica on the mounts.
2. Check the resistors to ensure they are secure and not warped or
burned.
3. Check the mounting structure to ensure the bolts are secure.
4. Check the wiring harness and connections.
SERVICE MANUAL
INITIAL 500-HOUR ELECTRICAL PM...CONT'D

INITIAL 500-HOUR ELECTRICAL PM (continued)
(Will require energized and non-energized tests and inspections.)
BRUSH WEAR MEASUREMENT AND CONDITION RECORD
REFER TO TA8010-5 FOR THIS ILLUSTRATION
MOTOR NO. BRUSH DIM. DIM. ANY SPECIAL CONDITIONS
NO. OF BRUSHES
1.
#1
FRONT 2.
LEFT 3.
MOTOR 4.
5.
1.
#2 2.
FRONT 3.
RIGHT
MOTOR 4.
5.
1.
#3 2.
REAR
3.
LEFT
MOTOR 4.
5.
1.
#4 2.
REAR
3.
RIGHT
MOTOR 4.
5.
1. QUANTITY OF BRUSH TRACKS PER MOTOR COMMUTATOR VARIES WITH THE

MOTOR TYPE AND SIZE.
2. BRUSH #1 IS ALWAYS THE BRUSH CLOSEST TO THE RISERS.
3. SEE CHAPTERS 3 AND 4 OF “TAKING CARE OF YOUR DC MOTOR” FOR
CONDITIONS TO LOOK FOR.
TA8010-5
TA8010-5
LeTourneau, Inc. 2005 All Rights Reserved 004AB012 ( p1 )
SERVICE MANUAL
INITIAL 500-HOUR ELECTRICAL PM...CONT'D

INITIAL 500-HOUR ELECTRICAL PM (continued)
(Will require engine shutdown or controls grounded.)
BRUSH T.I.R. MEASUREMENT AND CONDITION RECORD
MOTOR TRACK T.I.R. MAX. BAR–TO– SURFACE CONDITION - SEE

NO. NO. BAR NOTE
#1 1.
FRONT 2.
LEFT 3.
MOTOR 4.
#2 1.
FRONT 2.
RIGHT 3.
MOTOR 4.
#3 1.
REAR 2.
LEFT 3.
MOTOR 4.
#4 1.
REAR 2.
RIGHT 3.
MOTOR 4.
1. QUANTITY OF BRUSH TRACKS PER MOTOR VARIES WITH THE MOTOR TYPE AND SIZE.
3. IN THE “SURFACE CONDITIONS” COLUMN, INDICATE OBSERVED CONDITION OF
COMMUTATOR SURFACE CONCERNING THE FOLLOWING: (a) CONDITION OF FILM, (b) SIGNS
OF ARCING, (c) GROOVING, (d) OTHER CHARACTERISTICS. REFER TO “TAKING CARE OF
YOUR DC MOTOR” FOR AN INTERPRETATION OF THE OBSERVATIONS.
SERVICE MANUAL

Item to Check OK Needs

Attention
a. Change hydraulic pump gearbox filter. Refill gearbox. Be sure to
use correct oil when refilling. NOTE: Five gallons of synthetic oil is
furnished with the loader for refilling.
b. Take oil sample from hydraulic reservoir for lubricating oil analysis.
Use caution not to allow contamination to enter the hydraulic
reservoir when collecting the sample.
c. Replace hydraulic filters and check for leaks at HI throttle following
replacement. Prime hydraulic pumps following filter
replacement.
d. Check torque on Roll Over Protective Structure torque nuts —
should be 114 ft. lbs. (154.6 N•m) per bolt (lubricated with 30W
motor oil).
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1350/L-1850/L-2350 PM 500-HR ELECTRONIC SYS INSP

L-1350-L-1850-L-2350 PREVENTIVE MAINTENANCE
PROGRAM 500-HOUR ELECTRONIC SYSTEM
INSPECTION
Typically, if there are no operational complaints and no warning messages, only a brief
system test is required to ensure certain basic signal values are within specification.
The below values can be viewed on the display screen by depressing the “1” button on
the keypad and selecting the “Browse Channels” in the menu selection. Then select
the submenu of “Electrical” and “Controller” to view the signals listed below.
Check the switches and potentiometers on the front of the Controller:
Standby Power: Down (off)
Load Bank: Down (off)
Operating Motors: All - Up (on)
Front Traction, Rear Traction – Fully Clockwise
Service
Signal Value Checked Required

1. Start engine. Switch to high idle after VGEN 490 to 510
engine warm-up. Ensure Park Brake L-1350 VAC
is set.
VGEN 340 to 360
L-1850 VAC
VGEN 340 to 360
L-2350 VAC
VH 65.5 to
66.5 Hertz
I Rotor 15 to 30
AMP
2. Select Forward; depress accelerator VAW 9 to 10
fully. VDC
VE -6.5 to -7
VDC
VIF 240 to 260
AMP
IF 240 to 260
AMP
SERVICE MANUAL
L-1350/L-1850/L-2350 PM 500-HR ELECTRONIC SYS INSP
3. Release accelerator. VAW 1.0 to 1.6

VDC
VE -.5 to +.5
VDC
VIF -.5 to .5
VDC
IF -.5 to +.5
VDC
4. Depress service brake pedal to IF 160 to 190
activate boost switch. AMP
5. Release service brake pedal. Select VAW 9 to 10
Reverse; depress accelerator fully. VDC
VE +6.5 to +7
VDC
VIF 240 to 260
AMP
IF 240 to 260
AMP
6. Release accelerator (no signal to
check this step)
SERVICE MANUAL
L-1350/L-1850/L-2350 PM PROG 500-HR ELECTRONIC SYS INSP

Model Service

7. Select Forward, depress 445 to 800 VIA1
accelerator fully. AMP
VIA2 445 to 800
Verify proper front AMP
L-1350
traction pot VIA3 445 to 800
operation by AMP
observing the VIA4 445 to 800
shown variance in AMP
VIA1 and VIA2 VIA1 500 to 1050
when turning the AMP
front traction pot
VIA2 500 to 1050
from fully AMP
counterclockwise to L-1850
VIA3 500 to 1050
full clockwise. AMP
Verify proper rear
traction pot VIA4 500 to 1050
AMP
operation by
observing the VIA1 640 to 1250
AMP
shown variance in
VIA3 and VIA4 VIA2 640 to 1250
when turning the AMP
L-2350
rear traction pot VIA3 640 to 1250
from fully AMP
counterclockwise to VIA4 640 to 1250
fully clockwise. AMP
Dynamic Checks: Move the machine to an open area away from the
shop and from obstacles.
SERVICE MANUAL
8. Release Park Brake; accelerate machine to 5 mph, release

accelerator. Machine should dynamically brake to a stop.
9. Accelerate machine to top speed. Top Speed
speed should be approximately 10
M1 rpm
mph (L-1350-L-1850-L-2350)
(speedometer reading), and individual M2 rpm
motor speeds should be at M3 rpm
approximately 2200 RPM (L-1350) or
2300 RPM (L-1850-L-2350). M4 rpm
During acceleration, motor voltages should VM1
peak at approximately 550 VDC (L-1350) or VM2
650 VDC (L-1850-L-2350). VM3
VM4
10. Release accelerator while traveling at VM1
top speed. Motor voltages should VM2
peak at about -520 VDC (L-1350) or -
VM3
600 VDC (L-1850-L-2350) during
braking. VM4
Stall Test: Take machine to area where bucket can be placed into a
bank to stall the machine.
11. Put direction select into Forward and IA1
fully depress the accelerator, pushing
the bucket against the bank. Ensure IA2
all wheels are stalled. Quickly verify
the four IA current readings. These IA3
readings should equal the respective
VIA levels, which can be adjusted by IA4
the Traction potentiometers.
SERVICE MANUAL
To verify proper SCR firing, an additional check is recommended using a portable

oscilloscope. The four IA signals can be accessed directly from the Controller by plugging
into the AUX METER jacks on the front of the Controller. By turning the “Auxiliary Tester
Signals” switch to the four IA positions, each armature current can be observed. The scope
should be set at the 1v per division (vertical) and 2 msec per division (horizontal). The zero
current trace should be one division below the top of the screen. At full current (790 amp –
L-1350), (1050 amp – L-1850) and (1250 amp – L-2350), each IA waveform should look
similar to the trace shown below.
SERVICE MANUAL
NOTES
SECTION 4, PART 3
SERVICE MANUAL
NOTES
SERVICE MANUAL
LUBRICATION AND SERVICE 1_2

LETOURNEAU, INC.
OSL- 4 PART 3
TABLE OF CONTENTS
LUBRICATION AND SERVICE REQUIREMENTS AND RECOMMENDATIONS
(OVERVIEW)
RECOMMENDED LUBRICANTS AND LUBRICANT INTERVALS
RECOMMENDED LUBRICANTS
RECOMMENDED LUBRICATION INTERVALS – NORMAL OPERATION
LUBRICATING THE LOADER UNDER EXTREME CONDITIONS
LUBRICANT STORAGE
AC GENERATOR AND DRIVE MOTOR LUBRICATION
LUBRICATION AND FLUID SPECIFICATIONS
OVERVIEW OF RECOMMENDED FILTER REPLACEMENT AND SPECIAL CLEANING
REQUIREMENTS
LUBRICATING OIL ANALYSIS
THE ROLE OF LUBRICATING OIL ANALYSIS IN A PREVENTIVE MAINTENANCE
PROGRAM
PROGRAM OPERATION
ANALYSIS OF LUBRICATING OIL IN LETOURNEAU, INC. DRIVERS AND
GEARBOXES
SAMPLE COLLECTION
PROPER DOCUMENTATION
RECOMMENDED TESTS
WEAR TREND ANALYSIS
SYNTHETIC AND SPECIALTY LUBRICANTS
ANALYSIS OF HYDRAULIC FLUID
ANALYSIS OF HYDRAULIC PUMP GEARBOX OIL
CLEANLINESS TARGETS
ANALYSIS OF ENGINE LUBRICATION OIL
AUTOMATIC LUBRICATION SYSTEM OPERATION AND SERVICE
SYSTEM OPERATION OVERVIEW (L-1350 EARLY PRODUCTION UNITS)
SYSTEM OPERATION OVERVIEW (L-1350, L-1850 & L-2350 CURRENT
PRODUCTION UNITS)
PRESSURE CONTROL VALVE ADJUSTMENT
FLOW CONTROL VALVE ADJUSTMENT
LUBRICATED COMPONENTS
CYLINDERS
BALL CAPS AND BEARINGS
PIN STRUCTURES
LUBRICATION TIMER AND OPERATOR ALERTS
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AC001 ( d 1 )
SERVICE MANUAL
LUBRICATION AND SERVICE 1_2

FILLING THE GREASE RESERVOIR
METHOD 1
METHOD 2
PRIMING THE SYSTEM AND USING THE AUTOMATIC LUBRICATION SYSTEM’S
MANUAL LUBRICATION FUNCTION
SUPPLY LINES
FEEDER LINES
INJECTORS
AUTOLUBE SYSTEM MAINTENANCE
IN-LINE FILTER REPLACEMENT
GREASE RESERVOIR HEATER (Optional)
SINGLE-SHOT AUTOLUBE WITHOUT ENGINE RPM (L-1350)
LINCOLN AUTOLUBE COMPONENTS PRODUCT INFORMATION (L-1350 pneumatic
models) (L-1350-L-1850-L2350 hydraulic models)
AUTOMATIC LUBRICATION SYSTEM SCHEMATIC
Figure 1. LUBRICATION AND FLUID SPECIFICATIONS
Figure 2. FILTERS GENERAL MACHINE LOCATIONS
Figure 3. SPECIAL CLEANING REQUIREMENTS
Figure 4. ENGINE OIL AND HYDRAULIC FLUID OIL SAMPLING QUICK CONNECT
FITTINGS (Optional)
Figure 5. OIL ANALYSIS REPORT FORM
Figure 6. AUTOLUBE SYSTEM COMPONENTS (L-1350 EARLY PRODUCTION
UNITS)
Figure 6.1. AUTO LUBE SYSTEM COMPONENTS (L-1350, L-1850, & L-2350
CURRENT PRODUCTION UNITS)
Figure 7. PRESSURE SWITCH (EARLY PRODUCTION UNITS) OR PRESSURE
SENSOR (CURRENT PRODUCTION UNITS) (AS APPLICABLE)
Figure 7.1. PRESSURE AND FLOW CONTROL ADJUSTMENTS
Figure 8. AUTOMATIC LUBRICATION SYSTEM – LOCATION OF LUBRICATED
COMPONENTS
Figure 9. GREASE RESERVOIR REMOTE FILLER FITTING AND OVERFLOW TUBE
Figure 10. LUBRICATION CYCLE SWITCH
Figure 11. LUBRICATION SYSTEM INJECTION BANK
Figure 12. AUTOLUBE SYSTEM COMPONENTS – MACHINE LOCATIONS
SERVICE MANUAL
LUBRICATION & SERV REQS & RECOMMENDATIONS (OVERVIEW) 1_2

LUBRICATION AND SERVICE REQUIREMENTS AND
RECOMMENDATIONS (OVERVIEW)
Regular lubrication and service of LeTourneau, Inc. equipment is essential to obtaining
maximum component life and reducing downtime. Lubrication related component failures are
most often caused by one of the following:
• Unsuitable grade or type of lubricant.
• The lubricant is contaminated by dust, dirt, water or dilution by fuel.
• A suitable lubrication schedule is not followed.
While lubrication can retard wear, it cannot entirely prevent it. Wear can result from dust
contamination or failure of the lubricating system to maintain a proper film on moving parts.
RECOMMENDED LUBRICANTS AND LUBRICATION INTERVALS
RECOMMENDED LUBRICANTS
Recommended Iubricants are indicated in illustration "LUBRICATION AND FLUID
SPECIFICATIONS". These lubricants are listed for informational purposes only and based on
normal operating conditions. Equivalent grades and types may be substituted UNLESS a
specific lubricant is specified.
Do not mix brands or type of lubricant without consulting lubricant

manufacturers. Damage to bearings or other components may result from
the mixing of incompatible lubricants.
The drivers and hydraulic pump gearbox is factory equipped with synthetic
oil. It is recommended that this same oil be used for subsequent servicing.
Change lubricant grades when temperatures are consistently in the next

higher or lower temperature range as specified on illustration
"LUBRICATION AND FLUID SPECIFICATIONS".
SERVICE MANUAL
LUBRICATION & SERV REQS & RECOMMENDATIONS (OVERVIEW) 1_2

RECOMMENDED LUBRICATION INTERVALS - NORMAL OPERATION
Lubrication intervals and location of components are included in the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES and in the remaining paragraphs of this article. These
lubrication interval recommendations are based on normal operating conditions. For extreme
operating conditions, refer to LUBRICATING THE LOADER UNDER EXTREME
CONDITIONS.
LUBRICATING THE LOADER UNDER EXTREME CONDITIONS
Lubricate more frequently when the machine is subjected to extremes of temperature,
prolonged operation, sandy or dusty conditions or exposure to moisture. Lubrication periods
may be extended during periods of inactivity.
Your lubricant supplier and/or authorized LeTourneau, Inc. distributor should be contacted
periodically to arrange for a lubrication engineer to accompany maintenance personnel on a
thorough inspection of the lubrication points on the loader. The focus of this inspection should
be verification that the lubricants used and the lubrication intervals are adequate for the
conditions under which the loader is being operated.
By working with the lubrication engineer, it can be determined where modifications to
recommendations for normal operating conditions might be required to make the equipment
run more smoothly, longer and more economically. It may also be determined if a more
suitable grade of lubricant might give better protection, improve safety, reduce fire hazards,
and cut the cost of removing dripped lubricant should the machine be used in other than
normal conditions.
LUBRICANT STORAGE
It is ESSENTIAL to store lubricants in a location indoors and to develop a definite schedule for
taking stock, refilling containers or lubricating systems, and cleaning, with assigned personnel
responsible for the schedule.
Lubricants contaminated with dirt, sand, or water should not be used.
AC GENERATOR AND DRIVE MOTOR LUBRICATION

The AC Generator and traction motors on the loader are equipped with sealed bearings.
These bearings require no lubrication unless the generator or motor is disassembled.
Disassembly of the AC generator and traction motors should only be performed by a
LeTourneau, Inc. authorized rebuild center.
SERVICE MANUAL
LUBRICATION & FLUID SPECS & FIGURE 1 1_2

LUBRICATION AND FLUID SPECIFICATIONS
The following specifications apply to Models L-1350, L-1850 and L-2350 unless individually
specified. When individually specified refer only to data applicable to your machine.
MODEL COMPONENT CAPACITY LUBRICANT OR FLUID
L-1350 Engine Detroit 58 219
Crankcase gallons liters
(includes Cummins 48 182 liters
filters) gallons
Detroit 50 189
L-1850 gallons liters
Refer to engine manufacturer’s
Cummins 54 204 specifications
gallons liters
Detroit 60 207 liters
L-2350 gallons
Cummins 58 219 liters
gallons
Detroit
L-1350 101 382
Cummins gallons liters
Radiator Detroit
L-1850 110 416
Detroit
L-2350 120 414
L-1350 Driver 51B Approx. Approx.
36 135.26 Mobilgear SHC 460
gallons liters
L-1850/ Driver 57 Approx. Approx.
L-2350 25 gals 94.6
liters
SERVICE MANUAL

CRANKCASE OILS
Hydraulic SAE Viscosity

System Designation:
Operating
Temp. Range*
-23ºC to 54ºC 5W, 5W-20, 5W-

(-10ºF to 130ºF 30
-18ºC to 83ºC 10W

(0ºF to 180ºF)
ANTI-WEAR HYDRAULIC OILS WITH

L-1350 ZINC ADDITIVES1
375 1,419.4
L-1850 Hydraulic Reservoir
gallons liters Hydraulic System ISO Viscosity
L-2350
Operating Temp. Grade:
Range
-6°C to 49°C (- 22
20°F to 120°F)
-15°C to 60°C (5° 32
F to 140°F)
21°C to 77°C (70° 46
F to 170°F)
*Temperatures shown are cold (ambient)
start-up to maximum operating. During
cold start-up, avoid high-speed operation
of hydraulic components until the system
is warmed up to provide adequate
lubrication.
SERVICE MANUAL

L-1350 925 3497
gallons liters Grade C diesel fuel equal to Grade D-2
ASTM D-975 classification for Detroit
L-1850 1050 3975
Fuel Tank Diesel engine. No. 1 or 2 diesel fuel
gallons liters
for Cummins engine. See engine
L-2350 1305* 4939 manufacturer’s specification.
gallons liters
L-1350 +50ºF and above, use NLGI #1 grease.
L-1850 Lincoln Automatic 240 lbs. 108.86 +10ºF to 50ºF, use NLGI #0 grease.
L-2350 Lubrication kg -30ºF to +10ºF, use NLGI #00 grease
(minimum “Molybdenum Disulphate”
3%)
L-1350
L-1850 Blower Load Adapter Approx. .95 SAE 10W-40 or 15W-40W gear oil
L-2350 1 qt. liters
L-1350
L-1850 Hydraulic Pump Gearbox2 7 27 liters SAE 75W-140 synthetic gear oil or
L-2350 gallons SAE 80W-90W gear oil or 15W-40
engine oil.
Be sure all oil is suitable for climate at your location. See your oil
vendor to assure the oil will flow at minimum temperature
experienced. Using lubricants other that what is specified by the
manufacturer (including viscosity differences) can cause severe
damage to components.
1 ARCTIC CONDITIONS represent a specialized field where extensive use is made of heating equipment
before starting. If necessary, this and judicious use of the following recommendations should be used: (1)
SAE 5W or 5W-20 oil, (2) Oils specially developed for use in arctic conditions, such as synthetics. - Operating
temperature should be closely monitored to avoid exceeding a temperature of 54°C (130°F) with any
lightweight oil. - SPECIAL REQUIREMENTS: When special considerations indicate a need to depart from
recommended oils or operating conditions, consult your LeTourneau, Inc. representative.
2 Refer to HYDRAULIC PUMP GEARBOX SERVICE. The hydraulic pump gearbox is factory equipped with
synthetic oil.
* Early model 1050 Gallons (3975 Liters)
Figure 1. LUBRICATION AND FLUID SPECIFICATIONS
SERVICE MANUAL
NOTES
SERVICE MANUAL
OVERVIEW OF RECOMMENDED FILTER REPLACE & SPECIAL CLEANING REQS 1_2

OVERVIEW OF RECOMMENDED FILTER REPLACEMENT
AND SPECIAL CLEANING REQUIREMENTS
This chart provides a summary overview of the various filters that must be replaced
as part of a routine preventive maintenance program. Refer to FILTERS -
GENERAL MACHINE LOCATIONS for general location of each filter listed. Refer to
PARTS CATALOG for filter part numbers specific to your machine. Special cleaning
requirements for various components, in addition to filter replacement, are also
listed.
It is essential to review the instructions within this manual and the engine
manufacturer’s owner’s manual (available on the manufacturer’s website)
regarding the replacement of these filters before attempting to service the
machine. The right hand column provides the location of applicable
instructions within the SERVICE MANUAL or the engine manufacturer’s
manual.
COMPONENT FILTER FILTER RECOMMENDED1 OPERATING AND
TYPE/NUMBER REPLACEMENT SERVICE
INTERVAL MANUAL
REFERENCE
(AS APPLICABLE)
Engine Oil Spin-on – Number Refer to engine
varies with engine 500 hours manufacturer owner’s
model3. manual.
Spin-on - Number Refer to engine
Fuel varies with engine 500 hours manufacturer owner’s
model3. manual.
Fuel Processor Spin-on (1) 500 hours FUEL FILTERS AND
(Detroit Diesel) FUEL PROCESSOR
Spin-on - Number Refer to engine
By-Pass varies with 500 hours manufacturer owner’s
(Detroit Diesel manufacturer manual.
Equipped
Machines Only)
Safety element - Monitor air restriction ENGINE AIR FILTER
Air number varies with indicators. Check filters REPLACEMENT
machine model4. every 100 hours. AND OPERATOR
ALARM
Coolant Spin-on - Number Refer to engine
varies with engine 500 hours manufacturer owner’s
Conditioning
(Cummins model. manual.
Engine Only)
SERVICE MANUAL
OVERVIEW OF RECOMMENDED FILTER REPLACE & SPECIAL CLEANING REQS 1_2
Tank Return L-1350-L-1850

Canister (2)
L-2350 Canister (3) 1500 hours
Case Drain
Spin-on (2)
HYDRAULIC
Hydraulic Pump Spin-on (1) SYSTEM SERVICE
Hydraulic System Gearbox Air REQUIREMENTS
Breather 1500 hours AND OPERATIONAL
Hydraulic Pump CONCERNS
Gearbox Oil Spin-on (1)
Auxiliary Oil Canister (1) 1500 hours
Cooler
(optional)
Auto Lube System In-line Strainer (2) Clean or replace every AUTOMATIC
30 days LUBRICATION
SYSTEM
OPERATION AND
SERVICE
Paper Element (2)
Operator’s Cab Air Conditioner One washable2 1000 hours CAB AIR FILTER
One disposable INSPECTION AND
SERVICE
Spin-on (4) 2000 hours
Drivers Oil Strainers (4) Check filter restriction DRIVER
Filter/Strainer (clean only) gauges every 500 hours MAINTENANCE AND
– Service if required. ROTATION
LeTourneau, Inc.
Cartridge Air Paper element Check every 500 hours -
Air KLENZ® SYSTEM
Filtration System number varies with replace as required.
KLENZ® System model 5
1. Recommended replacement/cleaning intervals are based on normal conditions. Your

application may require modification of these recommendations. Contact your authorized
LeTourneau, Inc. distributor for assistance.
2. WARNING! Clean this filter with only non-toxic detergent.
3. Pre-fill filters with clean engine oil or fuel (as applicable) via the outer row of holes.
4. DO NOT clean. Replace.
5 DO NOT clean or blow out with shop air. Replace.
SERVICE MANUAL
OVERVIEW OF RECOMD FILTER REPLACE & SPECL CLEAN REQS...CONT'D 1_2

SPECIAL CLEANING REQUIREMENTS
(Refer to SPECIAL CLEANING REQUIREMENTS)
COMPONENT FILTER FILTER RECOMMENDED1 SERVICE MANUAL
TYPE/NUMBER CLEANING REFERENCE
INTERVAL
Mist Screen Clean after several
LeTourneau, Inc. Eliminator hours’ use in wet
Cartridge Air Filtration Panel conditions. KLENZ® SYSTEM
System “KLENZ®” Air Intake Inspect daily for build-up
System Screen of coal dust and/or dirt -
clean as required.
Remove Replace all filters. As indicated by oil HYDRAULIC SYSTEM
side and analysis. SERVICE
Hydraulic Tank bottom REQUIREMENTS AND
access OPERATIONAL
panels, flush CONCERNS
tank.
Drain water Replace all filters Drain water every six
Fuel Tank from bottom months or 2000 hours. FUEL TANK FUEL
tank Flush before onset of CHECK VALVES
freezing weather.
Inspect Cummins 1000 hours
Fuel Tank fuel check engine (2) FUEL FILTERS AND
Fuel Check Valve(s) valve(s) Detroit FUEL PROCESSOR
Engines (1)
Auxiliary Oil Cooler Core See Table above As required AUXILIARY OIL
COOLER
Alcohol Injector N/A N/A Annually before onset of COMPRESSED AIR
winter weather SYSTEM SERVICE
RECOMMENDATIONS
MODELS L-1350-L-
1850-L-2350
Driver Oil Filtration Strainers 4 2000 hours DRIVER OIL
System FILTRATION SYSTEM
Entire Machine N/A N/A Every 1000 hours CLEANING AND
inspect structural COMPONENT
members for cracks and INSPECTION
weld condition.
Electrical Control N/A N/A
Compartment 500 hours or more often CLEANING AND
Controller N/A N/A in extreme conditions COMPONENT
INSPECTION
Inside Axles N/A N/A
1. Recommended replacement/cleaning intervals are based on normal conditions. Your application may
require modification of these recommendations. Contact your authorized LeTourneau, Inc. distributor for
assistance.
SERVICE MANUAL

REFER TO TA-11322A FOR THIS ILLUSTRATION
1. BREATHER – HYDRAULIC PUMP DRIVE GEAR
BOX
2. ENGINE AIR CLEANER, SAFETY ELEMENT – ONE
EACH SIDE (CUMMINS)
TWO EACH SIDE (DETROIT)
3. ENGINE OIL
4. DRIVER – LEFT REAR
5. DRIVER – RIGHT REAR
6. HYDRAULIC PUMP CASE DRAIN – ONE EACH
SIDE
7. IN-LINE GREASE AUTOMATIC LUBRICATION
SYSTEM
8. OIL – PUMP DRIVE GEAR BOX
Figure 1. FILTERS – GENERAL MACHINE LOCATIONS
SHEET 1 OF 2
TA11322A
2
3
1
5
4 6
8
7
TA11322A
LeTourneau, Inc. 2005 All Rights Reserved 004AC009 ( p1 )
SERVICE MANUAL

REFER TO LLUSTRATION ON PAGE 004AC010 (p)
1. AIR DRYER DESICCANT KIT – DRYER
MAY BE MOUNTED SIDE OF TOW UNIT
IN SOME APPLICATIONS AT POSITION
7
2. AUXILIARY HYDRAULIC OIL COOLER
(OPTIONAL)
3. FUEL PROCESSOR – DETROIT DIESEL
EQUIPPED MACHINES
4. ENGINE OIL
5. ENGINE COOLANT – CUMMINS
EQUIPPED MACHINES
6. ALCOHOL INJECTOR - L-1350
7. HYDRAULIC PUMP CASE DRAIN – ONE
EACH SIDE
8. BREATHER – BLOWER LOADER
ADAPTER
9. KLENZ SYSTEM – PRIMARY
10. HYDRAULIC TANK RETURN – TWO L-
1350-L-1850; THREE ON L-2350
11. CAB AIR CONDITIONER (1) WASHABLE;
(1) REPLACEABLE
12. DRIVER – LEFT FRONT
13. DRIVER – RIGHT FRONT
Figure 2. FILTERS – GENERAL MACHINE LOCATIONS
SHEET 2 of 2
TA11322B
13
8
11 12
9 10
5
4 6
3
2
TA11322B
SERVICE MANUAL
FIGURE 3 1_2

1. ENTIRE MACHINE FOR STRUCTURAL INSPECTION – ELIMINATION
OF POTENTIAL FIRE HAZARDS
2. CAB AIR CONDITIONER – WASHABLE FILTER
3. DRIVER FILTRATION OIL STRAINER – LEFT-HAND SIDE – FRONT
4. DRIVER FILTRATION OIL STRAINER – RIGHT-HAND SIDE – FRONT
5. HYDRAULIC TANK
6. KLENZ FILTRATION SYSTEM – AIR INTAKE SCREEN AND MIST
ELIMINATOR PANEL
7. ALCOHOL INJECTOR – L-1850-L-2350
8. DRIVER FILTRATION OIL STRAINER – RIGHT-HAND SIDE – REAR
9. DRIVER FILTRATION OIL STRAINER – LEFT-HAND SIDE – REAR
10. FUEL TANK
11. ALCOHOL INJECTOR – L-1350
12. AUXILIARY OIL COOLER CORE (OPTIONAL)
13. RADIATOR/HYDRAULIC OIL COOLER
14. ELECTRICAL CONTROL COMPARTMENT
15. CONTROLLER (REMOVE COVER PANES FOR ACCESS)
16. INSIDE AXLES
Figure 3. SPECIAL CLEANING REQUIREMENTS
TA11584
15
14
2
3 16
6 4
5
7
8
9
16
13 11
12
10
TA11584
SERVICE MANUAL
NOTES
SERVICE MANUAL
LUBRICATING OIL ANALYSIS 1_2

An effective preventive maintenance program will give the owner or equipment manager the
ability to predict and control downtime. An on-going oil analysis program is very important in
identifying components that are in need of replacement, overhaul or a change in their
maintenance to prevent an unscheduled breakdown or premature failure.
An on-going oil analysis program, with samples collected every 500 hours
is mandatory to meet warranty requirements. Contact your authorized
LeTourneau, Inc. distributor for additional information.
THE ROLE OF LUBRICATING OIL ANALYSIS IN A PREVENTIVE

MAINTENANCE PROGRAM
Service intervals for the drivers and gearboxes on the machine are included in the MODULAR
PREVENTIVE MAINTENANCE SCHEDULES. Recommended service intervals for the engine
are found in the engine manufacturers’ service manuals.
These recommendations are based on normal conditions and a lubricating oil analysis
program should be used to supplement these recommendations, not to extend service
intervals. If the machine is used in extremes of temperatures, prolonged operation, sandy or
dusty conditions or exposure to moisture, the lubrication intervals may have to be modified. An
on-going lubricating oil analysis program can help to identify problems resulting from the above
mentioned conditions and others that may cause accelerated component failure which are
unique to your operation. A preventive maintenance program custom tailored for a specific
application is the most effective manner in which to maintain heavy equipment.
Lubricating oil analysis is designed to detect only that type of failure that
characteristically begins with an increase in metal wear; that is, worn
bearings, worn gears and slowly progressing fatigue failures. Component
failures that are catastrophic and instantaneous in nature are not
necessarily predicted by lubricating oil analysis.
PROGRAM OPERATION
With lubricating oil analysis, the wear trend of internal components can be determined
without taking the machine apart. Every 500 hours a sample of the oil should be collected
and sent to a testing facility that analyzes its microscopic metal content with special emission
or atomic absorption spectrophotometry equipment. When this is done regularly, a record or
wear trend is established for that component or group on components from several machines.
If the amount of certain metal or other foreign matter rises suddenly above the normal wear
trend, it can indicate failure is imminent. The type of metal or material detected in the oil
(copper, iron, aluminum, silica, or chromium) indicates what part is wearing.
Lubricating oil analysis is not effective unless it is done on a continual basis in order to
establish a wear trend. At least two or three samples must be taken and recorded to
establish this trend that reflects the conditions in which the machine is working. After the trend
is established, records will readily show any accelerated increase in this pattern. Comparisons
SERVICE MANUAL
LUBRICATING OIL ANALYSIS 1_2

to other machines with like components and working in similar conditions can also be made
and used in forecasting downtime and production scheduling.
ANALYSIS OF LUBRICATING OIL IN LETOURNEAU, INC. DRIVERS AND
GEARBOXES
SAMPLE COLLECTION
Oil samples should be drawn and analyzed every 500 hours of operation, again prior to
an oil change and more often if suspicious of component operation. The machine should
be operated for at least 1 hour with continual operation of the component prior to taking a
sample from a driver, gearbox, hydraulic tank or engine. The oil samples should then be taken
within 10 minutes of stopping the machine. Approximately 3-5 oz. is normally required for
analysis. Prolonged elapsed time allows for metal particulate to settle, and this might interfere
with accurate sampling.
Quick connect fittings are optionally provided on the hydraulic tank and engine blocks for
collecting oil samples (refer to illustration "ENGINE OIL AND HYDRAULIC FLUID OIL
SAMPLING QUICK CONNECT FITTINGS"). A suction pump should be used to draw oil
samples from the driver and hydraulic pump gearbox. If the optional quick connect fittings for
collecting samples from the hydraulic tank and engine are not specified, a suction pump should
also be used for collecting samples from these components. BE SURE to thoroughly clean the
suction pump between taking samples from several components.
Samples must be sent promptly to the testing facility. Analysis and reporting must be likewise
equally prompt. Any delay could negate the application of the analysis report. All samples
must be analyzed under identical conditions or the results will not be usable.
SERVICE MANUAL
LUBRICATING OIL ANALYSIS...CONT'D & FIGURE 4 1_2
ENGINE OIL SAMPLING HYDRAULIC TANK OIL SAMPLING

QUICK CONNECT FITTING QUICK CONNECT FITTING
(Cummins engine shown)
Figure 4. ENGINE OIL AND HYDRAULIC FLUID OIL SAMPLING QUICK CONNECT
FITTINGS (OPTIONAL)
Newly changed oil or oil recently added to a system will not give a true picture when it is
analyzed. Also, deviation from accepted procedures in taking the sample can invalidate the
analysis results. Any of these conditions could have dangerous or misleading consequences
because the sample analysis would be incorrect and not indicate the true condition of the
component.
The magnetic plug should also be inspected and cleaned regularly. Record the
appearance and weight of metal accumulated. In the event of the appearance of a large
increase in the amount of metallic particles or chips, the gearbox or driver should be inspected
internally. If no damage is readily evident, the component should be removed from service
and disassembled and the source(s) of the contamination identified and repaired.
PROPER DOCUMENTATION
Proper documentation is critical to the success of an ongoing lubricating oil analysis
program. It is especially important to maintain accurate and detailed records when analyzing
several components on one machine or a group of machines. It is also important that proper
sampling techniques be employed. This documentation should include:
1. Date of sample.
2. Serial or identification numbers of the component.
3. Total hours of component life.
4. Hours of operation since last oil change.
5. Complete results of all tests conducted.
6. Serial number of the machine and position of the gearbox or driver (left/right - front/ba
7. Weight and appearance of magnetic plug accumulation.
8. Any other applicable comments about the component’s operation.
SERVICE MANUAL
LUBRICATING OIL ANALYSIS...CONT'D & FIGURE 4 1_2
A suggested format for a reporting form is provided on illustration "OIL

ANALYSIS REPORT FORM".
RECOMMENDED TESTS
Spectrographic analysis: This test checks for the metal content in the oil. The amounts in
parts per million should be compared to the previous sample. If a significant increase in any of
the elements appears, perform a gearcase inspection. A sudden increase in iron content will
indicate excessive wear of one or more of the drive train components. A sudden increase in
chromium should indicate unusual wear of a bearing. If silicon content only shows a large step
change, the oil should be changed.
It is important to emphasize that a large increase in iron or chromium

content between two consecutive tests indicates component failure.
Viscosity test: If viscosity shows a large increase or decrease, then change the oil. The oil
should also be changed if viscosity increases over 30 percent of original.
Insoluble material test: If the amount of insoluble material test shows a large increase, the oil
should be changed. This could indicate the failure of a seal and the seals should be closely
examined.
Total Acid Number (TAN.) or pH: This test detects the amount of acid or pH in the sample.
SERVICE MANUAL
LUBRICATING OIL ANALYSIS...CONT'D 1_2

WEAR TREND ANALYSIS
Of particular concern are the levels of silicate (contamination) and iron (wear). The results of
each sample taken should be compared to at least two or three previous samples (from the
same component) in order to conduct wear trend analysis. A sudden change could signal the
need for corrective action such as flushing or disassembly of the component.
Flushing the driver or gearbox is strongly recommended if contaminates

exceed the amount listed under CLEANLINESS TARGETS. If these high
levels of iron content continue after flushing, disassembly and inspection
should be considered. In order to maximize component life, the amount of
iron contained in the oil must be kept as low as possible.
Refer to DRIVER MAINTENANCE AND ROTATION for additional information

on servicing drivers. Service requirements for gearboxes are found in the
MODULAR PREVENTIVE MAINTENANCE SCHEDULES. Also, refer to
illustration "LUBRICATION AND FLUID SPECIFICATIONS" for lubricants
recommended for use in drivers and gearboxes.
SYNTHETIC AND SPECIALTY LUBRICANTS

Synthetic and specialty lubricants are beneficial where temperature extremes (hot and cold)
are encountered. The drivers are factory equipped with MOBILGEAR SHC 460 synthetic
lubricant. It is recommended this oil be used.
It is essential to monitor the driver with lubricating oil analysis. The

guideline as listed under CLEANLINESS TARGETS will apply and the driver
should be flushed if this amount is reached. Disassembly and inspection
should be undertaken if wear trend analysis indicates a reoccurrence after
flushing.
ANALYSIS OF HYDRAULIC FLUID

Samples should be collected from the hydraulic tank every 500 hours. Oil analysis results
should be reviewed to determine the need for replacement of hydraulic fluid due to degradation
or solid particle contamination. See CLEANLINESS TARGETS (below).
ANALYSIS OF HYDRAULIC PUMP GEARBOX OIL
Samples should be collected from the hydraulic pump gearbox every 500 hours of operation.
If contaminates exceed the amount listed under CLEANLINESS TARGETS on two or more
consecutive tests, component failure is imminent and tear down should be considered.
CLEANLINESS TARGETS
To prevent particle contamination from reducing component life, a fluid cleanliness level must
SERVICE MANUAL

be maintained on a continuous basis. With regular sampling and proper analysis, used oil
analysis should provide an early warning of machine faults unless severe damage resulted
from a transient condition. Wear debris irregularities should always be followed up with further
analysis to determine its source and severity.
The recommended cleanliness target is a two-digit ISO Code (ISO 4406). The two digits
represent particles 5 micron and 15 microns in size respectively. The Particle Count data is
obtained from the regularly scheduled oil sampling program. In addition to the ISO Cleanliness
Level the amount of Silicon and Water introduced into the fluid is considered as is the Viscosity
and Total Acid Number (TAN).
Recommended Cleanliness Targets

Field Operations
Hydraulic Systems ISO 18/15 minimum
PTO Gearbox ISO 19/16 minimum
Drivers ISO 19/16 minimum
Silicon <25 ppm
Water <200 ppm
Viscosity +15%/-10%
TAN +2 over base oil
Fill Oils
ISO 16/13 minimum
The used oil analysis limits provided are intended to be used as

general interpretation guidelines and should not be the sole criteria
judgment of fluid reclamation, continued use or change-out.
ANALYSIS OF ENGINE LUBRICATION OIL

Engine oil should be changed immediately if any contamination is present in
concentrations exceeding limits shown in the engine manufacturer’s service manuals
for the particular engine. It should not be concluded that the engine is worn out based on a
single measurement that exceeds manufacturer’s limits. Imminent engine wearout can only be
determined through a continuous oil analysis program wherein the change in data or deviation
from baseline data can be used to interpret condition of engine parts.
Characteristics relating to lubricating oil dilution should trigger corrective action to identify and
fix the source(s). Confirmation of the need for engine overhaul should be based on operational
data, increasing oil consumption and crankcase pressure, and physical inspection of the parts.
It is important to verify that the testing methods used will provide data as
specified by the engine manufacturer’s manuals.
SERVICE MANUAL
The ultimate success of a lubricating oil analysis program rests with the
owner or equipment manager. If good samples are taken, forwarded
promptly, and the feedback used wisely, a lubricating oil analysis program
will be very effective.
SERVICE MANUAL
FIGURE 5 1_2

LOG OF OIL SAMPLES TAKEN AND ANALYSIS RESULTS
WHEEL DRIVER
HYD. HYD. PUMP ENGINE
TANK GEARBOX
RF RR LF LR
DATE OF SAMPLE
S/N OF LOADER
HOURMETER READING
HOURS OF OPERATION ON LOADER
SINCE LAST OIL CHANGE
RESULTS OF MAGNETIC OIL PLUG
SAMPLES
OIL SAMPLE DRAWN
TYPE OF OIL
OIL SAMPLE ANALYSIS COMPLETED
SPECTROGRAPHIC ANALYSIS*
VISCOSITY TEST*
INSOLUBLE MATERIAL TEST*
TOTAL ACID NUMBER TEST*
WATER CONTENT*
ACTION TAKEN
SAMPLING DONE BY
OIL ANALYSIS DONE BY
MAG. PLUG ANALYSIS DONE BY
THIS IS A SUGGESTED FORMAT FOR LOGGING SAMPLES AND RECORDING THAT ANALYSES
HAVE BEEN RECEIVED AND RECORDED AND ALSO TO LOG IN ANY CHANGES THAT MAY BE
ENACTED TO COUNTERACT ANY UNFAVORABLE RESULTS FROM THE ANALYSES.
*RECORD LABORATORY TEST RESULTS.
Figure 5. OIL ANALYSIS REPORT FORM
SERVICE MANUAL
AUTO LUB SYS OP & SERV & FIGURE 6 1_2

AUTOMATIC LUBRICATION SYSTEM OPERATION AND
SERVICE
An Automatic Lubrication System is installed on the loader to ensure that grease is dispensed
to critical components when required. The Automatic Lubrication System is fully automatic, but
manual lubrication can be accomplished by using auxiliary switches to activate the manual
lube function of the system.
The Automatic Lubrication System generates very high fluid pressure.

Extreme caution should be used when operating this equipment as material
from dispensing valve or leaks from loose or ruptured components can
inject fluid through the skin and into the body causing serious bodily
injury. Adequate protection is recommended to prevent splashing of
material onto the skin or into the eyes.
If any fluid appears to penetrate the skin, get emergency medical help
immediately! Do not treat as a simple cut. Tell attending physician what
type of fluid was injected.
The Automatic Lubrication System owners manual (L-1350 early production

models) (L-1350-L-1850-L-2350 current production models) must be
reviewed by anyone inspecting or performing maintenance or repair to the
Automatic Lubrication System. The Automatic Lubrication System should
be serviced or repaired by only trained and experienced personnel.
Failure to heed the warnings in the owners manual regarding misuse, over
pressurizing, modifying parts, using incompatible chemicals and fluids, or
using worn or damaged parts, may result in equipment damage and/or
serious personal injury, fire, explosion, or property damage.
SERVICE MANUAL
Should the automatic lubrication system become inoperable, the machine

must be removed from service immediately. Operating the machine without
proper operation of the automatic lubrication system will result in serious
damage to the ball joints and pins and bushings.
SYSTEM OPERATION OVERVIEW

Model L-1350 (EARLY PRODUCTION UNITS): The lubricant pump on the Model L-1350 is
powered by the Compressed Air System (illustration "AUTOLUBE SYSTEM
COMPONENTS"). Operation of the pump is fully automatic and is controlled by the LINCS
COMPUTER SYSTEM. As the loader operates, the computer periodically turns on a switch
that energized the solenoid air valve. The solenoid air valve opens and admits regulated air to
the pump, closing the vent valve. The pump begins to operate, delivering lubricant through the
supply lines to each lubricant injector. As the pump builds lubricant pressure, the PRESSURE
SWITCH (refer to illustration "PRESSURE SWITCH") trips and a measured amount of
lubricant is dispensed by each injector. After all injectors have cycled, lubricant pressure rises
rapidly to 2400 psi with Compressed Air System pressure regulated to 60 psi, and the pump
stalls against pressure. The TIMER SWITCH contact is opened and the solenoid air valve de-
energized, shutting off the air supply. Air then exhausts from the pump and vent valve
assembly. As air is relieved, the vent valve opens and lubricant pressure in the system vents
back though the supply line to the lubricant reservoir. The injectors reload, and the system is
ready for the next lubrication cycle. A text message will appear on the LINCS computer screen
to alert the operator that the automatic lubrication system is cycling. The message will
disappear from the screen after a few seconds.
SERVICE MANUAL
(INSIDE FRONT FRAME – LEFT SIDE OF MACHINE AT PIVOT AREA)

L-1350 (EARLY PRODUCTION UNITS)
Figure 6. AUTO LUBE SYSTEM COMPONENTS (L-1350 EARLY PRODUCTION UNITS

Figure 6A. AUTO LUBE SYSTEM COMPONENTS (L-1350, L-1850, & L-2350 CURRENT
PRODUCTION UNITS-LOCATED ON PAGE 004AC030 (D))
SERVICE MANUAL
AUTO LUB SYS OP & SERV...CONT'D & FIGURE 7 1_2

Models: L-1350, L-1850, & L-2350 (CURRENT PRODUCTION UNITS): The lubricant pump
on the current models L-1350, L-1850, and L-2350 is a fully hydraulic motor. An integrated
pump control manifold is incorporated with the motor to control input flow and pressure. A 24
VC solenoid valve, which is controlled by the LINCS® Computer System, is also incorporated
as a method to allow pressurized flow to the pump motor. The rotary motion of the hydraulic
motor is converted to reciprocating motion through an eccentric crank mechanism. The
reciprocating motion causes the pump cylinders to move up and down. The pump is a positive
displacement double acting pump, as grease output occurs during both the up and down
stroke of the pump. As the pump builds lubricant pressure at the injectors, the pressure switch
(refer to illustration "PRESSURE SWITCH OR SENSOR") trips and a measured amount of
lubricant is dispensed by each injector. After all injectors have cycled, lubricant pressure
rapidly rises to 2500 psi and the pump stalls against pressure. The timer switch contact
opens, the 24 VDC solenoid valve is de-energized, shutting off the pump. Hydraulic pressure
is vented via the vent valve assembly. As hydraulic pressure vents, lubricant pressure in the
system vents back through the supply line to the lubricant reservoir. The injectors reload, and
the system is ready for the next lubrication cycle. A text message will appear on the LINCS®
computer screen to alert the operator that the automatic lubrication system is cycling. The
message will disappear from the screen after a few seconds.
(INSIDE FRONT FRAME – LEFT SIDE AT PIVOT AREA)
L-1350-L-1850-L-2350
(CURRENT PRODUCTION UNITS)
Figure 6.1. AUTO LUBE SYSTEM COMPONENTS

PRESSURE CONTROL VALVE ADJUSTMENT
a. Disconnect hose to the pressure switch or sensor (as applicable) (mounted on front inside
wall of tow unit) and plug with a #8 JIC fitting. This will allow the pump to stall against
grease pressure without resetting. Refer to illustration "PRESSURE SWITCH OR
SENSOR".
b. Boot up the LINCS™ computer system and start the engine.
c. With the safety link installed, watch the gauge mounted on the lube pump while activating
SERVICE MANUAL

the manual lube switch in the pivot area. If the gauge does not read 450 psi, adjustment is
required. Refer to illustration “PRESSURE AND FLOW CONTROL ADJUSTMENT
FITTINGS” on page 004AC030 (p).
d. To adjust, loosen the lock nut on the Pressure Control by turning the nut
counterclockwise. Refer to illustration “PRESSURE AND FLOW CONTROL
ADJUSTMENT FITTINGS” on page 004AC030 (p)..
e. Recheck setting by actuating the MANUAL LUBE switch in the pivot area.
f. With the pump stalled against pressure, turn the Pressure Control Valve stem clockwise
until the gauge mounted on the pump reads 450 psi. Do not exceed 450 psi.
g. Tighten the lock nut by turning it clockwise.
h. Remove the JIC fitting and reconnect the hose to the pressure switch or sensor as
applicable.
FLOW CONTROL VALVE ADJUSTMENT
a. Loosen the lock nut on the Flow Control Valve by turning the nut counterclockwise. Refer
to illustration “PRESSURE AND FLOW CONTROL ADJUSTMENT FITTINGS” on page
004AC030 (p).
b. Turn the valve stem clockwise as far as it will go.
c. Now, turn the valve stem counterclockwise one turn.
d. Tighten the lock nut by turning it clockwise.
SERVICE MANUAL
Figure 7. PRESSURE SWITCH OR SENSOR

(EARLY PRODUCTION UNITS HAVE PRESSURE SWITCH)
(CURRENT PRODUCTION UNITS HAVE PRESSURE SENSOR)
Figure 7.1 PRESSURE AND FLOW CONTROL ADJUSTMENTS

PAGE 004AC030 (p)
SERVICE MANUAL

LUBRICATED COMPONENTS
The components listed below are lubricated by the Automatic Lubrication System and should
be checked daily during the operator’s walk-around inspection for a “wet look“ which indicates
the presence of fresh grease. Refer to illustration "AUTOMATIC LUBRICATION SYSTEM" for
the location of the components listed below:
Cylinders
• Hoist Cylinder Base - R.H. & L.H.
• Hoist Cylinder, Eye - R.H. & L.H.
• Bucket Cylinder, Base - R.H & L.H.
• Bucket Cylinder, Eye - R.H & L.H.
• Steering Cylinder, Base R.H. & L.H.
• Steering Cylinder, Eye - R.H & L.H.
Ball Caps and Bearings
• Lift Arm Ball Caps - R.H. & L.H.
• Oscillating Axle, Rear Ball Bushing
• Oscillating Axle, Front Ball Bushing
• Oscillating Axle, Ball Caps (2)
• Pivot Ball Joint, Articulating Joint - Upper
• Pivot Ball Joint, Articulating Joint - Lower
• Hoist Cylinder Ball Caps - R.H. & L.H.
Pin Structures
• Bell Crank Pivot Pin Structures (2)
• Bell Crank to Level Link Pin Structures (2)
• Level Link to Bucket Pin Structures (2)
• Lift Arm to Bucket Pin Structures (2)
A plumbing schematic of the automatic lubrication system is available for

your review. The schematic shows the location of the components
lubricated by the Automatic Lubrication System and the routing of the
hoses from the injectors to the lubricated components.
TA1
PRESSURE SWITCH
SERVICE MANUAL
AUTO LUB SYS OP & SERV...CONT'D 1_2

LUBRICATION TIMER AND OPERATOR ALERTS
The LeTourneau LINCS COMPUTER SYSTEM controls the automatic lubrication system timer
cycle settings and provides operator alerts to problems. The Automatic Lubrication System will
dispense grease automatically only when the ENGINE SELECT SWITCH is in the HIGH
throttle position.
Timer cycle settings: Lubrication cycle settings are controlled by the LeTourneau LINCS
COMPUTER SYSTEM. The computer has provisions for setting the “OFF” time cycle
adjustments of 2.5, 5, 10 and 15 minutes between lube cycles. The timer is normally set at the
factory at 15 minutes “OFF” time. The timer should not have to be readjusted unless the
machine is used in other than normal conditions or subsequent inspections of the ball caps
and bearings indicate the need for additional lubrication. The timer cycle settings can be
adjusted by accessing MAINTENANCE MENU option from the MAIN MENU. Once in the
MAINTENANCE MENU, access the Automatic Lubrication System option. Follow the
directions on the screen for resetting timer cycle settings. Access to the MAINTENANCE
MENU for resetting timer cycle settings is normally restricted to maintenance personnel.
Operator alerts: The computer will alert the operator should system pressure not be reached
within the maximum fixed pumping time of 2.5 minutes or if the system reaches pressure too
quickly. Not reaching pressure in the allotted time of 2.5 minutes indicates either an opening in
the circuit, such as a blown hose or low reservoir level. Reaching pressure too quickly
indicates as blockage in the system. Should either of these situations develop, the AMBER
WARNING LIGHT on the operator’s console will illuminate, the audible alarm will sound and a
WARNING SCREEN, with a text message indicating the nature of the problem. The fault will
be cleared from the LINCS computer once the problem is corrected.
The operator can silence the audible alarm and remove the WARNING SCREEN from the
monitor by touching any button on the computer KEYPAD; however, the fault will be logged
into the computer’s VIEW ACTIVE WARNINGS LOG and the AMBER LIGHT will continue to
illuminate. Maintenance personnel can access the VIEW ACTIVE WARNINGS option from the
MAIN MENU to determine the nature of the problem. The fault will be cleared from the LINCS
computer once the problem is corrected.
Should a warning indicating a problem with the Automatic Lubrication

System occur, the loader should only be operated for transport to a repair
facility. Serious damage to lubricated components could occur if the
machine is operated in material handling operations with the automatic
lubrication system inoperable.
SERVICE MANUAL

FILLING THE GREASE RESERVOIR
There are two methods of refilling the grease reservoir:
Be sure grease fitting and filler nozzle are clean before filling reservoir.
Method 1. Attach grease hose from lubricant truck to the fitting located on the front frame, at
the pivot area, on the left side of the machine (refer to illustration "GREASE RESERVOIR
REMOTE FILLER FITTING AND OVERFLOW TUBE"). This fitting is accessible from the
ground. Fill reservoir until fresh grease exits the overflow tube. Refer to illustration
"AUTOLUBE SYSTEM COMPONENTS" for machine location.
Method 2. Remove the filler cap on top of the reservoir, insert hose from lubrication truck and
fill. Refer to illustration " AUTOLUBE SYSTEM COMPONENTS" for machine location.
Be sure to clean away any dirt or debris which might enter the reservoir
before removing the filler cap.
It is necessary to prime the system after replacing or refilling the reservoir.

Refer to PRIMING THE SYSTEM AND USING THE AUTOMATIC
LUBRICATION SYSTEM’S MANUAL LUBRICATION FUNCTION.
PRIMING THE SYSTEM AND USING THE AUTOMATIC LUBRICATION
SYSTEM’S MANUAL LUBRICATION FUNCTION
The loader has two switches by which to use the Automatic Lubrication System pump to prime
the lines and injectors.
• The MANUAL LUBE SWITCH is located on the operator’s console.
• The LUBRICATION CYCLE SWITCH is mounted at the pivot area of the machine.
• L-1350: These switches are only operable if Compressed Air System pressure is at least
60 psi and there is no Automatic Lubrication System Operator Warning Screen appearing
on the LINCS computer monitor. The lubrication cycle switch is wired so that the engine
does not have to be running, however, the LINCS computer system must be booted up.
This requires the key switch on the operator’s console to be in the ON position.
• L-1850-L-2350: The L-1850-L-2350 Automatic Lubrication pump is hydraulically powered.
Therefore, these switches are operable only when the engine is running. There must also
be no Automatic Lubrication System Operator Warning Screen appearing on the LINCS
computer monitor.
SERVICE MANUAL
FIGURE 8 1_2

L-1850 LOADER SHOWN FOR ILLUSTRATION

PURPOSES OF COMPONENT LOCATIONS.
REFERENCE SAME LOCATIONS ON L-1350-L-2350
LOADER.
1. LIFT ARM PIVOT END
2. BUCKET CYLINDER BASE
3. HOIST CYLINDER ROD EYE
4. BUCKET CYLINDER ROD EYE
5. BELLCRANK PIVOT ROD PINS
6. BELLCRANK-TO-LEVEL LINK PINS
7. LIFT ARM-TO-BUCKET PINS
8. LEVEL LINK-TO-BUCKET PINS
9. HOIST CYLINDER BASE
10. HOIST CYLINDER BALL CAP
11. ARTICULATING JOINT PIVOT – LOWER
12. ARTICULATING JOINT PIVOT – UPPER
13. STEERING CYLINDER – BASE
14. STEERING CYLINDER – EYE
15. OSCILLATING AXLE – BALL PIVOT – FRONT
16. OSCILLATING AXLE – BALL PIVOT – REAR
Figure 8. AUTOMATIC LUBRICATION SYSTEM –
LOCATION OF LUBRICATED COMPONENTS
LeTourneau, Inc. 004AC033 ( d 1 )
Reserved LOADER
SERVICE MANUAL
NOTES
TA9324
12
1
8
8 6
7 9 10 11 13 14 15 16
6
4
5
3
2 1
TA9324
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
AUTO LUB SYS OP & SERV...CONT'D & FIGURES 9, 10, 11 1_2

Supply Lines: After the grease reservoir has been filled with lubricant, remove all plugs in
dead ends of the injector manifolds and supply lines. Turn vent plug, in pump,
counterclockwise one complete turn. Operate pump until lubricant flows freely from vent plug
opening to expel air pockets trapped between the pump and the supply line connection.
Tighten vent plug. Continue operating pump until all plug openings are closed and supply lines
are primed.
(LOCATED LEFT SIDE OF MACHINE AT

PIVOT AREA – GROUND LEVEL ACCESS)
Figure 9. GREASE RESERVOIR REMOTE FILLER FITTING AND OVERFLOW TUBE
Figure 10. LUBRICATION CYCLE SWITCH
SERVICE MANUAL
AUTO LUB SYS OP & SERV...CONT'D & FIGURES 9, 10, 11 1_2

Feeder Lines: Fill each feed line with lubricant before connecting lines to outlet of injectors
and bearings. This will prevent having to cycle each injector for every inch of feed line between
injector and bearing.
Injectors (Illustration "LUBRICATION SYSTEM INJECTOR BANK"): Check each individual
injector for proper operation. Each lubricated component should have a “wet look” of fresh
grease if the system is operating properly.
Injector banks are mounted in the following locations:
1. Left front inside wall of tow unit
2. Left inside wall of front frame
3. Right inside wall of front frame
4. Inside upper front wall of front frame
5. Lift arm center cross member
6. Left bellcrank
7. Right bellcrank
(TYPICAL INSTALLATION)
Figure 11. LUBRICATION SYSTEM INJECTION BANK
SERVICE MANUAL

AUTO LUBE SYSTEM MAINTENANCE
In-Line Filter Replacement: There are two in-line filters in the Automatic Lubrication System.
One filters the lubricant as it is delivered to the reservoir from the ground-level fitting used for
filling the reservoir. The other filter filters the lubricant before it is delivered to the injectors.
Refer to illustrations "AUTO LUBE SYSTEM COMPONENTS" and "GREASE RESERVOIR
REMOTE FILLER FITTING AND OVERFLOW TUBE" for the location of the in-line filters.
It is ESSENTIAL to remove and inspect the filter elements every thirty (30) days. Clean
them thoroughly with solvent or replace if necessary. Refer to Automatic Lubrication System
(L-1350) (L-1850-L-2350) manufacturer’s product for removal and installation instructions for
the in-filters.
Be sure to relieve system pressure before attempting to remove the in-line

filters.
Should the Automatic Lubrication System develop higher than normal

operating pressures, the filter elements should be checked for
contamination. A blocked filter can disintegrate under pressure and cause
serious damage to the entire auto lube system.
Lubricant Pump: The lubricant pump requires periodic maintenance per the manufacturer’s
instructions (L-1350) (L-1850-L-2350).
NEVER attempt to service the lubricant pump without relieving system

pressure per the manufacturer’s or serious injury could occur.
GREASE RESERVOIR HEATER (OPTIONAL)

An optional 240-volt, 1000-watt, thermostatically controlled heater is provided to warm the
grease in reservoir when the machine is parked overnight. The heater will operate on
commercial power only. The heater is energized when commercial power is connected to the
component heater receptacle (refer to illustration "COMPONENT HEATER AND ENGINE
OIL/COOLANT PREHEATER CONNECTIONS" on page 004AA006 (d). The thermostat is
located in the right ladder box. Wiring information for the grease reservoir heater is located in
the Electrical Schematics.
An annual inspection by the manufacturer’s authorized service center nearest you is
recommended. Refer to manufacturer’s product information (L-1350) (L-1850-L-2350) for
troubleshooting and repair information.
SERVICE MANUAL
A plumbing schematic of the Automatic Lubrication System is

provided for use.
SINGLE SHOT AUTO LUBE WITHOUT ENGINE RPM (L1350)

As an aid to automatic lubrication system troubleshooting, the MANUAL LUBE SWITCH and
the LUBRICATION CYCLE SWITCH can be set by the LINCS COMPUTER SYSTEM to
deliver only a single shot of grease. Enabling this function requires service technician-level
access. Compressed air system must be at lease 60-psi or an auxiliary air source attached to
the pump.
SERVICE MANUAL
FIGURE 12 1_2

1. INJECTOR BANKS
2. GREASE RESERVOIR
3. RESERVOIR IN-LINE FILTER
4. MANUAL LUBE SWITCH
5. LUBRICATION CYCLE SWITCH
6. RESERVOIR FILL FITTING
7. FILL LINE IN-LINE FILTER
8. RESERVOIR HEATER CONNECTION
9. INJECTOR BANKS
Figure 12. AUTO LUBE SYSTEM COMPONENTS – MACHINE LOCATIONS
TA10172-8
4
2
3
L-1350
TA-10172-8
5 7 8
6 9
TA10172-8
SECTION 4, PART 4
HYDRAULIC SYSTEM SERVICE
REQUIREMENTS AND OPERATIONAL
CONCERNS
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM SERVICE REQUIREMENTS & OPERATOR CONCERNS 1

LETOURNEAU, INC.
OSL- 4 PART 4
TABLE OF CONTENTS
HYDRAULIC SYSTEM SERVICE REQUIREMENTS AND
OPERATIONAL CONCERNS
DOCUMENT LOCATED IN SECTION 018 -

AND REPAIR
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AD001 ( d 1 )
SECTION 4, PART 5
COMPONENT HEATERS (Optional)
SERVICE MANUAL
NOTES
SERVICE MANUAL
COMPONENT HEATERS (OPTIONAL) 1

COMPONENT HEATERS (OPTIONAL)
LETOURNEAU, INC.
OSL- 4 PART 5
TABLE OF CONTENTS
BATTERY AND ELECTRICAL CONTROL CABINET HEATERS (Optional)
SYSTEM OPERATION
BATTERY WARMER SYSTEM MAINTENANCE
ENGINE COOLANT AND OIL PREHEATER SYSTEM (Optional)
SYSTEM OPERATION
OPERATION OF THE ENGINE COOLANT PREHEATER
MAINTENANCE OF THE ENGINE COOLANT PREHEATER
REPLACEMENT OF THE FLOW-THROUGH THERMOSTAT
OPERATION OF THE ENGINE OIL PREHEATER
MAINTENANCE OF THE ENGINE OIL PREHEATER
REPLACEMENT OF OIL HEATING ELEMENT
REPLACEMENT OF LUBE SENSING UNIT (If so equipped)
ELECTRICAL CONTROL CABINET HEATERS – OPERATION AND MAINTENANCE
HYDRAULIC RESERVOIR HEATERS
FUEL PREHEATING SYSTEM (Optional)
DESCRIPTION OF OPERATION
Figure 1. COMPONENT HEATER AND ENGINE OIL/COOLANT PREHEATER AND
CONNECTIONS (Optional)
Figure 2. HYDRAULIC TANK HEATER RECEPTACLE ([L-2350 (Optional)]
Figure 3. ENGINE COOLANT AND OIL PREHEATER (Optional
Figure 4. HYDRAULIC TANK HEATERS
Figure 5. FUEL PREHEATER LAYOUT
BATTERY AND ELECTRICAL CONTROL CABINET HEATERS (Optional)

The following instructions provide system operation and maintenance guidelines for the Battery
and Electrical Control Cabinet Heaters (optional).
SYSTEM OPERATION
In addition to their normal services to the loader, the batteries and related electrical wiring are
also equipped so that commercial power, or a power supply external to the loader, may be
used for loader starting and other services. A switch located in the Electrical Control Cabinet
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AE001 ( d 1 )
SERVICE MANUAL
COMPONENT HEATERS (OPTIONAL) 1

allows the operator to turn off the machine power to the heaters. With machine power turned
off, the heaters can still be operated on commercial power. The Battery and Electrical Control
Cabinet Heaters are interconnected and are thermostatically controlled to come on at 60°F and
to go off at 80°F. They receive commercial power through an exterior mounted receptacle
located on the left side of the machine at the pivot area (refer to illustration "COMPONENT
HEATER AND ENGINE OIL/COOLANT PREHEATER"). Wiring information is found in the
Electrical Schematics.
Should the machine be started while commercial power is plugged in, the
heaters will be isolated from commercial power and revert to machine
power.
BATTERY WARMER SYSTEM MAINTENANCE

The battery warmer provides better starting capabilities in cold weather by maintaining the
machine’s battery at a temperature that allows optimum cranking power and charging and also
prevents freezing of the electrolyte.
The battery warmer consists of a pair of vulcanized rubber mats with embedded heating
elements. The batteries rest on these mats and are warmed by the heating elements. The
battery warmer can be powered by both commercial power and machine power. These are
75-watt rated 120-volt warmers and are connected in series to operate on 240 volts.
The battery warmers require no maintenance other than a periodic check of the electrical
connections and to verify that they are functioning.
SERVICE MANUAL
BAT & ELECT CONT CAB HEATER...CONT'D & FIGURES 1 & 2 1

Figure 1. COMPONENT HEATER AND ENGINE
OIL/COOLANT PREHEATER AND CONNECTIONS (OPTIONAL)
(MOUNTED ON ELECTRICAL CONTROL CABINET)

Figure 2. HYDRAULIC TANK HEATER RECEPTACLE – L-2350 (OPTIONAL)
SERVICE MANUAL
BAT & ELECT CONT CAB HEATER...CONT'D & FIGURES 1 & 2 1
ALWAYS wear safety goggles or a face shield when working around

batteries. Refer to BATTERY MAINTENANCE for additional information
concerning battery maintenance and safety.
Replacement parts are available through LeTourneau; refer to the PARTS CATALOG to order
replacement parts.
ENGINE COOLANT AND OIL PREHEATER SYSTEM (OPTIONAL)
The engine coolant and oil preheater system provides better engine starting capabilities in cold
weather by preheating the coolant and lubricating oil. Refer to illustration "ENGINE COOLANT
AND OIL PREHEATER" for the components described in these instructions.
SYSTEM OPERATION
The engine heating system consists of an engine coolant and lubricating oil heater. These
devices are controlled by a thermostat. The engine heating system is wired for external power
only. It receives power through an externally mounted power cords (refer to illustration
"COMPONENT HEATERS AND ENGINE OIL/COOLANT PREHEATER AND
CONNECTIONS"). Wiring information is found in the Electrical Schematics.
OPERATION OF THE ENGINE COOLANT PREHEATER
The illustration "ENGINE COOLANT AND OIL PREHEATER" operates on the principle of a
thermosiphon. Heated coolant expands and forces the flow check valve on the inlet closed.
The heated coolant is forced up into the outlet to the top of the engine. When the pressure
drops in the tank, cold coolant enters the tank and the cycle is repeated. A flow-through
thermostat installed in the inlet line of the engine preheater measures the coolant at its coldest
point and keeps the coolant within the preset temperature range. The engine coolant
preheater operates on 240V and 2500 watts.
NEVER run the engine while the engine heating system is operating. The
flow check valve prevents coolant flow through the preheater while the
engine is running. The heating element will be damaged if plugged in while
the engine is running.
SERVICE MANUAL
FIGURE 3 1

REFER TO ILLUSTRATION ON PAGE 004AE003 (p)
Figure 3. ENGINE COOLANT AND OIL PREHEATER (OPTIONAL)
STRAIN TA7905
GND. WIRE WASHER RELIEF
WELL ELEMENT RETAINING CAP

RING CAP
ENGINE OIL HEATER
STRAIN
RELIEF
SET
SCREWS
WELL SENSING UNIT PLUG HEX CAP CORD
FLOW-THRU THERMOSTAT
LUBE SENSING UNIT
USE PERMATEX
100-32 x 1/4 BLUE SILICONE
PHILLIPS ELEMENT FORM-A-GASKET
SCREW (2 EA.) ASSEMBLY TANK
STRAIN
RELIEF
OUTLET
INTAKE
HEAD &
VALVE
COVER CORD DRAIN PLUG 1/4-20 x 1

CAP HEX HEAD
CAPSCREWS
TA7905 ENGINE COOLANT PREHEATER
TA7905
LeTourneau, Inc. 2005 All Rights Reserved 004AE003 ( p1 )
SERVICE MANUAL
ENGINE COOLANT & OIL PREHEATER SYSTEM...CONT'D 1

MAINTENANCE OF THE ENGINE COOLANT PREHEATER
The following maintenance operations should be performed to obtain long-term service from
the unit:
a. Periodically check the hoses and replace if necessary.
b. Perform the following maintenance ANNUALLY or every 2000 hours, whichever occurs
first:
1. Remove cap and cord, inspect for wear or damage.
2. Remove the engine coolant preheater and clean out accumulation of alkali and
sludge. Clean the scale from the copper element with a wire brush. Clean out the
tank.
3. Inspect flange O-ring for damage. Valve should move freely. Aggressive solvents
may harm O-ring.
4. Replace any damaged or worn out parts with original parts. Replacement parts are
available through LeTourneau; refer to the PARTS CATALOG for parts ordering
information.
5. Reassemble preheater with lubricant on threads and PERMATEX Blue Silicone
Form-A-Gasket on the tank and flange. Reinstall properly.
6. Refill the engine with the preheater outlet line disconnected at the engine until
outlet line is full of coolant. This eliminates airlocks in the preheater and hoses.
Connect outlet line to engine and finish filing engine.
7. Run the engine; check for coolant circulation and fill to proper level. Check for
leaks, shut off engine and let it cool.
8. When the engine is cool, connect the engine preheater.
9. Feel the outlet hose at the engine connection. It should get hot.
THE PREHEATER WILL NOT CIRCULATE COOLANT WITH AIRLOCKS IN

THE HOSES. If the preheater tank is hot and the top of the outlet is not hot,
unplug the heater. Disconnect and bleed the outlet line at the engine.
Bleed the engine cooling system at the highest point to eliminate air locks.
The reason for bleeding the lines is to insure that the heating element is
surrounded by coolant at all times. Lack of coolant around the heating
element will destroy it.
Coolant mixtures which contain excessive amounts of antifreeze can also
damage the heating element.
SERVICE MANUAL
ENGINE COOLANT & OIL PREHEATER SYSTEM...CONT'D 1

10. Once the cooling system has been bled of entrapped air (if necessary), let the
engine cool. Plug in the preheater. Wait a few minutes and feel a temperature
increase in the block and inlet hose. They should be warm or hot.
REPLACEMENT OF THE FLOW-THROUGH THERMOSTAT
The following procedures should be performed to replace the flow-through thermostat:
a. Disconnect the power supply to the thermostat.
b. Remove the cord strain relief and cap.
c. Disconnect the spade terminals from the sensing unit.
d. Loosen the setscrews holding the sensing unit. Install new unit and tighten the
setscrews.
e. Connect the spade terminals, check the ground and reassemble the flow-through
thermostat.
f. Plug in the preheater and test for one complete cycle; i.e., preheater on-off-on.
The sensing unit is not in direct contact with the coolant and can be
changed without draining the cooling system.
OPERATION OF THE ENGINE OIL PREHEATER

The engine oil preheater is a cartridge-heating element in an aluminum well. It is installed in
the side of the oil pan where it will be immersed in oil. Its operation is controlled by the lube oil
thermostat or by the flow-through thermostat depending on how the system is installed. The
engine oil preheater is wired to receive its power through the engine coolant preheater. The
engine oil preheater operates on 240V and 300 watts.
MAINTENANCE OF THE ENGINE OIL PREHEATER
The engine oil preheater and sensing unit (if so equipped) require no maintenance other than
to periodically check wiring connections and verify the system is operational. All parts are
replaceable. Replacement parts are available through LeTourneau; refer to the PARTS
CATALOG for parts ordering information.
SERVICE MANUAL
ENG COOLANT & OIL PREHEATER SYS...CONT'D & FIGURE 4 1

REPLACEMENT OF OIL HEATING ELEMENT
a. Disconnect power supply to the heater.
b. Remove the strain relief and cap.
c. Disconnect the leads to the element.
d. Remove the retaining ring that holds the element in the well.
e. Pull the old element out of the well and insert the new element.
f. Replace the retaining ring.
g. Connect the cord to the element.
h. Reassemble the cap and strain relief.
Replacement of Lube Sensing Unit (if so equipped)
a. Unscrew the hex cap. Pull the cord and sensing unit out of the well.
b. Pull sensing unit off the cord plug.
c. Insert new sensing unit into cord. Spade terminals should not be exposed.
d. Insert the sensing unit and cord into the well and screw the hex cap down snug. Do not
over-tighten.
It is not necessary to drain the sump oil to change the heating element or
lube-sensing unit.
ELECTRICAL CONTROL CABINET HEATERS - OPERATION AND

MAINTENANCE
The Electrical Control Cabinet Heaters provide optimum operating temperatures and reduce
condensation and humidity for the components of the electrical and solid-state electronics
systems. The heaters have a finned air-heating element and are thermostatically controlled.
These are 1000-watt rated heaters and operate on 240 volts.
The heating element becomes hot and can cause burns if touched while the
system is in operation.
The Electrical Control Cabinet Heaters require no maintenance other than to periodically check
the electrical connections and verify the system is operational.
SERVICE MANUAL
ENG COOLANT & OIL PREHEATER SYS...CONT'D & FIGURE 4 1
HYDRAULIC RESERVOIR HEATERS

Two 4000-watt, 240-volt immersion heaters are provided for heating the hydraulic oil. The
heaters are installed into the side of the hydraulic reservoir (refer to illustration "HYDRAULIC
TANK HEATERS"). The heaters are sealed housing, moisture and explosion resistant and are
thermostatically controlled to come on at 70°F (21°C) and go off at 210°F (99°C). The heaters
operate only on commercial power. They are powered by connecting 240V power to the heater
receptacle (refer to illustration "COMPONENT HEATER AND ENGINE OIL/COOLANT
PREHEATER AND CONNECTIONS").
Figure 4. HYDRAULIC TANK HEATERS

FUEL PREHEATING SYSTEM (OPTIONAL)
The fuel preheating system uses coolant heated by the engine coolant preheater to heat the
fuel. The fuel preheating system, like the engine coolant preheating system, operates only on
externally supplied power while the machine is parked. Power is supplied to the fuel
preheating system through the component heater connections at the pivot area of the machine
(refer to illustration "COMPONENT HEATER AND ENGINE OIL/COOLANT PREHEATER
AND CONNECTIONS"). As with the engine coolant preheater system, the fuel preheating
system is not operational while the machine is operating. Refer to ENGINE COOLANT AND
OIL PREHEATER SYSTEM for information on operation of the engine coolant preheater
system.
DESCRIPTION OF OPERATION: Refer to illustration "FUEL PREHEATER LAYOUT" for the
location of the components discussed below.
A thermostat, located in the suction line from the fuel tank, closes and energizes a 220V, 8-
gpm tandem pump when fuel temperature is 80°F (26°C) and opens to de-energize the pump
when it reaches 100°F (39°C). The tandem pump pumps engine coolant from the machine’s
radiator through the water heater and into the heat exchanger tank, where it surrounds coils
containing the fuel. The coolant circulates through the heat exchanger back to the radiator,
where the cycle is repeated.
The tandem pump pumps cold fuel from the bottom of the fuel tank into the heat exchanger.
The heated fuel exits the heat exchanger and travels through the engine fuel filters back to the
fuel tank, where the cycle is repeated.
When the engine is started, fuel is pumped directly from the tank through the fuel filters by the
engine’s fuel pump. The fuel preheating system is bypassed. While the engine is running,
warm excess fuel used to cool the injectors is returned to the fuel tank.
SERVICE MANUAL
FIGURE 5 1

Figure 5. FUEL PREHEATER LAYOUT
24 VOLT
KEY SWITCH ENGINE TA10318-8
FUEL
PUMP
OUT
FUEL FILTER
IN
WATER
HEATER
HEAT EXCHANGER RADIATOR
THERMOSTAT
80°F
FUEL MOTOR COOLANT

PUMP PUMP
8 GPM
2 PSI
FUEL TANK
TA-10318-8
TA10318-8
SECTION 4, PART 6
DRIVER MAINTENANCE AND ROTATION –
MODELS 51B AND 57
SERVICE MANUAL
NOTES
SERVICE MANUAL
DRIVER MAINTENANCE & ROTATION MODELS 51B & 57

DRIVER MAINTENANCE AND ROTATION
MODELS 51B AND 57
LETOURNEAU, INC.
OSL- 4 PART 6
TABLE OF CONTENTS
RECOMMENDED LUBRICANT
DRIVER OIL FILTRATION SYSTEM
FILTRATION SYSTEM OPERATION
DRIVER SERVICE REQUIREMENTS
STRAINER CLEANING AND SPIN-ON FILTER REPLACEMENT
OIL REPLACEMENT
DRIVER SERVICE PARTS
DRAINING, FLUSHING AND REFILLING
DRAINING
FLUSHING
FILLING
DRIVER ROTATION - MODELS 51B AND 57
INTERNAL INSPECTION - MODELS 51B AND 57
MODEL 51B
MODEL 57
DRIVER REBUILD MODELS 51B AND 57
MODEL 57 DRIVER MIDDLE PINION REMOVAL AND REPLACEMENT
MIDDLE PINION REMOVAL
MIDDLE PINION REPLACEMENT
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AF001 ( d 1 )
SERVICE MANUAL
DRIVER MAINTENANCE & ROTATION MODELS 51B & 57

Figure 1. DRIVER FILTRATION SYSTEM SPIN-ON FILTER RESTRICTION GAUGE
Figure 2. DRIVER FILTRATION SYSTEM MOUNTING
Figure 3. MODEL 57 DRIVER PRIMARY GEARCASE DRAIN PLUG ACCESS POINT
(MODEL L-1850 LOADERS)
Figure 4. DRIVER SERVICE PARTS - MODEL 51B
Figure 5. DRIVER SERVICE PARTS MODEL 57
Figure 6. DRIVER OIL SERVICING POINTS - MODEL 51B
Figure 7. DRIVER OIL SERVICING POINTS - MODEL 57
Figure 8. DRIVER ROTATION PATTERNS
Figure 9. MODEL 57 MIDDLE PINION REMOVAL/REPLACEMENT
Figure 10. MODEL 51B AND 57 DRIVERS SERVICE REFERENCE CHART
SERVICE MANUAL
DRIVER MAINTENANCE

The following instructions are applicable to the models 51B (L-1350) and 57 (L-1850-L-
2350) unless individually specified. When individually specified refer only to the
instructions applicable to your machine.
RECOMMENDED LUBRICANT
The drivers are factory equipped with MOBILGEAR SHC 460 synthetic gear oil. It is
recommended this oil be used.
The driver oil filtration system consists of two hydraulically driven motors with 2 GPM pumps
(one for the front drivers and one for the rear), a strainer and a spin-on oil filter for each driver
(refer to illustration "DRIVER FILTRATION SYSTEM MOUNTING" on page 004AF003 (d).
FILTRATION SYSTEM OPERATION: The following is a brief overview of system operation:
• When the engine is started, the pump motors receive hydraulic oil at the rate of 1
GPM.
• The driver’s oil is picked up inside the spindle primary gear case through a fitting in
the motor endbell.
• The oil is pumped through a strainer and then through the pump to a 10-micron
absolute media spin-on oil filter.
• The oil is then pumped back into the internal gear area of the driver through another
fitting in the motor endbell.
DRIVER SERVICE REQUIREMENTS
The drivers employ a toric ring type spindle seal. It is normal for these
seals to "weep" some oil for a period of time during the early stages of new
machine operation. This period will vary from one driver unit to another.
The weeping will stop as the seal faces mate to each other to form a perfect
seal. A small amount of oil may later be visible on the outer diameter of the
seal when it is working. This is not a leak, but only the seal faces being
properly lubricated.
SERVICE MANUAL
DRIVER MAINTENANCE

STRAINER CLEANING AND SPIN-ON FILTER REPLACEMENT: The driver oil filtration
system strainers should be cleaned and the spin-on filters replaced after the initial 500 hours of
operation and every 2000 hours thereafter. The driver oil filtration system spin-on filter
housings are equipped with a restriction gauge, which indicates the need for service. Refer to
illustration "DRIVER FILTRATION SYSTEM SPIN-ON FILTER RESTRICTION GAUGE" on
page 004AF003 (d). The gauges should be checked every 500 hours of operation. Replace
the spin-on filter and clean the strainer immediately should a gauge(s) show the need for
service before the recommended interval of 2000 hours.
• The strainers, filters and pump for the front drivers are mounted inside the front
frame.
• The strainers, filters and pump for the rear drivers are mounted behind the rear axle,
on each side of the machine.
• It is recommended that the replacement spin-on filters be filled with oil prior to
installation. If the filters are not filled prior to installation, start the engine and allow
it to run for approximately one minute. This will fill the filters and strainers. Recheck
the driver’s oil level and refill to the proper level (DRAINING, FLUSHING AND
REFILLING) on page 004AF003 (d).
During the warranty period, notify your distributor immediately should

large chips or an unusual amount of metallic residue accumulate in the
strainers and filters or on the magnetic fill plug.
OIL REPLACEMENT: Field research has indicated synthetic oil can often be run in excess of
5000 hours in normal service before draining, flushing and replacement is required. Refer to
lubricating oil analysis data to verify the optimum replacement interval for your application
based on cleanliness targets on page 004AC015 (d) as listed under (LUBRICATING OIL
ANALYSIS (page 004AC013 (d) and DRAINING, FLUSHING AND REFILLING (page
004AF003 (d).
LUBRICATING OIL ANALYSIS: An on-going oil analysis program with samples collected
every 500 hours of operation is mandatory to meet LeTourneau, Inc. warranty
requirements. Contact your LeTourneau, Inc. authorized distributor for assistance in
establishing an oil analysis program.
Refer to LUBRICATING OIL ANALYSIS on page 004AC013(d) for additional information.
Solid particle content limit: The solid particle content must be monitored (refer to cleanliness
targets on page 004AC015 (d). Should the cleanliness target limit be reached, drain and flush
the driver as described below.
Any noticeable increase in the amount of iron or chromium content between routine 500-hour
samples warrants examination of the countershaft gears and middle pinion, followed by
flushing. Model 51B: Drain driver and remove cover structure. Model 57: Drain driver and
remove inspection plate on cover structure.
SERVICE MANUAL
DRIVER SERVICE REQS & FIGURES 1 & 2
1. FILTER HOUSING
2. RESTRICTION GAUGE
3. SPIN-ON FILTER
Figure 1. DRIVER FILTRATION SYSTEM SPIN-ON FILTER
RESTRICTION GAUGE
Following draining and flushing the driver due to excessive metal content, an oil sample should
be taken at 250 hours of operation. Driver removal is recommended should the iron or
chromium limit of 100 ppm or greater be reached in the initial 250 hour interval or if there is a
noticeable increase in iron or chromium content on subsequent 500 hour oil samples.
Under no circumstances should the owner attempt to disassemble a driver

past the instructions contained in the SERVICE MANUAL. This is
especially important if the driver is within the warranty period.
Unauthorized disassembly will void the warranty.
DRIVER SERVICE PARTS

Service parts, as shown in illustrations "DRIVER SERVICE PARTS MODEL 51B" and
"DRIVER SERVICE PARTS MODEL 57", are provided through your distributor or the
LeTourneau, Inc. Parts Department. The service parts provided are for routine servicing of the
driver and removal and reinstallation of the drive motor should the driver or motor need to be
sent to an authorized rebuild facility. The Model 57 driver middle pinion is offered as a service
part. Refer to the PARTS CATALOG for ordering service parts.
SERVICE MANUAL
1. STRAINER
2. SPIN-ON FILTER
3. PUMP MOTOR
4. FUEL TANK
(REAR UNIT SHOWN WITH AXLE REMOVED – SIMILAR
SETUP INSIDE FRONT FRAME FOR FRONT DRIVERS)
Figure 2. DRIVER FILTRATION SYSTEM MOUNTING
DRAINING, FLUSHING AND REFILLING – REFER TO ILLUSTRATIONS

"DRIVER OIL SERVICE POINTS MODEL 51B" or "DRIVER OIL SERVICING
POINTS MODEL 57" (AS APPLICABLE)
DRAINING: Draining a driver is done by removing one or more of the cover retainer bolts from
the bottom of the driver. Have an adequate container handy to catch the waste oil. The Model
51B driver holds approximately 36 gallons (135.26 liters) of oil. The Model 57 driver holds
approximately 25 gallons (94.6 liters).
It is very important that the oil trapped in the primary gear case be drained
in addition to the oil in the outer section of the driver. A separate drain
plug is provided for the primary gear case. Failure to drain the primary
gear case will leave contaminates in the oil, result in inaccurate oil analysis
reports, and ultimately affect overall driver life.
• On the Model L-1350 loader with the Model 51B driver, the primary
gearcase is drained by removing the plug on the underside of the
spindle, as shown on illustration "DRIVER OIL SERVICING POINTS
MODEL 51B".
• On the Model L-1850 loaders with Model 57 drivers, access to the
primary gearcase drain plug is through a recessed area in the axle
SERVICE MANUAL

as shown in illustration "MODEL 57 DRIVER PRIMARY GEARCASE
DRAIN PLUG ACCESS POINT".
• Due to limited accessibility of the primary gearcase drain plug on
the Model L-2350 loaders with the Model 57 driver, it is
recommended that oil draining and flushing be performed at 6000-
hour rotation intervals (refer to illustration "DRIVER ROTATION
PATTERNS").
SERVICE MANUAL
DRAIN, FLUSH & REFILL...CONT'D & FIGURE 3
Figure 3. MODEL 57 DRIVER PRIMARY GEARCASE DRAIN PLUG
ACCESS POINT (MODEL L-1850 LOADERS)

FLUSHING: To drain and flush a driver, perform the following procedure:
• Drain per the instructions above. BE SURE to drain the primary gear case.
• Replace capscrew (3) and pipe plug (4).
• Fill driver with 30W motor oil.
• Wait 15 minutes for oil to drain into primary gear case and recheck level. Add
additional oil as required.
• Operate the loader in non-material handling operations (non-loaded) for no more
than two minutes.
• Drain driver and primary gear case. Repeat process until oil is clean when drained
out.
• Clean filtration system strainers and replace spin-on filters. Fill replacement spin-on
filters before installation.
• Refill driver (refer to "FILLING") with MOBILGEAR SHC 460 synthetic oil.
• Wait 15 minutes for oil to drain into primary gear case.
• Recheck oil level and add additional oil as required.
FILLING: Filling is done by removing the oil fill plug (1) and pumping in the replacement oil.
When filling the driver from the center plug, the oil level is determined by removing the small
Allen screw pipe plug (2). The Allen screw pipe plug must be oriented to the bottom of the
driver. Fill the outer side of the driver until oil flows from the Allen screw pipe plughole.
Illustrations "DRIVER OIL SERVICING POINTS MODEL 51B" and "DRIVER OIL SERVICING
POINTS MODEL 57" show the correct positioning of the Allen screw pipe plug for filling the
driver and checking the oil level.
After filling, wait approximately 15 minutes for oil to fill the primary gearcase. Recheck the oil
level and refill as necessary to achieve the proper oil level. Refer to DRIVER SERVICE
REQUIREMENTS for recommendations regarding filter replacement.
SERVICE MANUAL
DRAIN, FLUSH & REFILL...CONT'D & FIGURE 3
Correct oil levels are essential, as low oil levels will cause internal damage
to gears and bearings. High oil levels may cause an external leak through
the breather, or through the motor resulting in higher operating
temperatures as well as resulting in a loss of lubrication between gears and
bearing rolling elements and races.
SERVICE MANUAL
FIGURE 4

DRIVER FILTRATION SYSTEM FILTERS AND STRAINERS NOT SHOWN.

REFER TO PARTS CATALOG
1. DRIVE MOTOR (REFERENCE LOCATION)
2. DRIVE MOTOR RETAINING BOLT
3. DRIVE MOTOR TO DRIVER O-RING
4. DRIVER
5. O-RING AND SILICONE SEALANT
6. COVER STRUCTURE
7. PIPE PLUG
8. PIPE PLUG
9. CAPSCREW
10 FLATWASHER
11. PIPE PLUG
Figure 4. DRIVER SERVICE PARTS – MODEL 51B
1 TA10248-6
5
6
11 10
9
TA10248-6
LeTourneau, Inc. 2005 All Rights Reserved 004AF005 ( p1 )
SERVICE MANUAL
FIGURE 5

DRIVER FILTRATION SYSTEM FILTERS AND STRAINERS NOT SHOWN.

REFER TO PARTS CATALOG
1. DRIVE MOTOR
2. DRIVE MOTOR RETAINING BOLT
3. DRIVE MOTOR TO DRIVER O-RING
4. DRIVER
5. O-RING AND SILICONE SEALANT
6. COVER STRUCTURE
7. PIPE PLUG
8. CAPSCREW
9. PINION THRUST FACE RETAINER PLATE
10. MIDDLE PINION
11. GASKET
12. INSPECTION PLATE
13. CAPSCREW
14. PIPE PLUG
15. CAPSCREW
16. WASHER
17. PIPE PLUG
Figure 5. DRIVER SERVICE PARTS – MODEL 57
1 TA10448-8
5
6
7
8
9
10
17 11
12
13
16 15 14
TA10448-8
SERVICE MANUAL
FIGURE 6

SEE TA7352 and TA8252 FOR THIS ILLUSTRATION
Figure 6. DRIVER OIL SERVICING POINTS – MODEL 51B
TA7352
REMOVE MAGNETIC
PLUG TO FILL
1
2 OIL LEVEL CHECK
NOTE
Rotate driver to position
where pipe plug is lowest
4 position for oil level check.
REMOVE TO DRAIN
PRIMARY CASE 3 REMOVE BOTTOM CAPSCREW
TO DRAIN DRIVER OIL TA7352
CG
TA7352
OIL FILL
OIL
LEVEL
OUTER CASE
OIL DRAIN
TA8252
PRIMARY GEAR
CASE OIL DRAIN
TA8252
SERVICE MANUAL
FIGURE 7

Figure 7. DRIVER OIL SERVICING POINTS – MODEL 57
TA10439-8
REMOVE MAGNETIC
PLUG TO FILL
1
4
PRIMARY GEARCASE
DRAIN PLUG
2 OIL LEVEL CHECK
NOTE
Rotate driver to position
where pipe plug is lowest
position for oil level check
3 REMOVE BOTTOM CAPSCREW

TO DRAIN DRIVER OIL
OIL
LEVEL
OUTER
PRIMARY GEAR CASE
CASE DRAIN OIL DRAIN
TA-10439-8
TA10439-8
SERVICE MANUAL
DRIVER ROTATION & FIGURE 8

DRIVER ROTATION – MODELS 51B AND 57
It is recommended that the drivers be rotated every 6000 hours in order to reverse the wear on
individual gear teeth. The correct rotation patterns are shown in illustration "DRIVER
ROTATION PATTERNS". Alternate between the 6000 and 12,000-hour rotation patterns and
repeat every 6000 hours of operation for the life of the machine. Refer to TRACTION MOTOR
AND DRIVER for driver and traction motor assembly removal and installation instructions.
Extreme caution should be used whenever rotating motors/drivers between

left and right sides of the machine.
APPLICABLE TO MACHINES WITH M40/J2 TRACTION MOTORS ONLY -
Improperly wired speed sensors could result in the machine rapidly
accelerating on its own as soon as it starts to roll. Before the machine is
put back into operation, perform PROCEDURE FOR DETECTION OF
IMPROPERLY WIRED SPEED SENSORS.
INTERNAL INSPECTION – MODELS 51B AND 57

MODEL 51B
Internal inspection: It is recommended that the middle pinion, countershaft gears, primary
gears and electric traction motor pinion be inspected for wear at each 12,000- hour rotation
interval.
The Model 51B driver must be drained and the cover structure removed to inspect the middle
pinion and countershaft gears. Inspection of the primary gears and drive motor pinion requires
removing the drive motor from the driver. Refer to TRACTION MOTOR AND DRIVER for
driver and drive motor assembly removal and installation instructions.
MODEL 57
Internal inspection: It is recommended that the middle pinion and countershaft gears be
inspected for wear at each 12,000-hour rotation interval.
The Model 57 driver middle pinion and countershaft gears can be inspected by removing the
inspection plate on the cover structure. Draining the driver is not required for inspection of the
middle pinion and countershaft gears.
SERVICE MANUAL
DRIVER ROTATION & FIGURE 8
Figure 8. DRIVER ROTATION PATTERNS

The Model 57 driver middle pinion can be replaced if the other driver gears are in good
condition. This procedure can be performed without removing the driver from the vehicle
(MODEL 57 DRIVER MIDDLE PINION REMOVAL AND REPLACEMENT). Any other repairs
requiring additional disassembly of the driver should be referred to a LeTourneau, Inc.
authorized rebuild center.
SERVICE MANUAL
DRIVER REBUILD

DRIVER REBUILD MODELS 51B AND 57
Operational data on the Models 51B and 57 drivers indicates extended hours of operation
before rebuild is necessary, however, no exact hourly recommendations for rebuild can be
made. The decision to rebuild should be made by examining the middle pinion, countershaft
gears, primary gears, and oil analysis wear trend data. Contact your distributor should any
abnormal or excessive wear patterns be noted at each 12,000-hour inspection or should oil
analysis or indicate component failure is imminent.
The drivers should be rebuilt by a LeTourneau, Inc. authorized rebuild center. Refer to
WORLDWIDE SERVICE AND REBUILD CENTERS or contact your distributor for the
appropriate rebuild center to handle your needs.
MODEL 57 DRIVER MIDDLE PINION REMOVAL AND REPLACEMENT
In the Model 57 driver, the second reduction gear is center-hung between two bearings with a
splined interface between this gear and the middle pinion. The splined interface enables the
middle pinion to be removed so that the loader can continue to run if a drive motor is disabled.
In addition, the middle pinion can be replaced if the other driver gearing is in good condition.
Both operations can be accomplished without removing the driver from the vehicle.
Operation of the driver with the middle pinion removed should be on an

emergency basis only. The driver or electric traction motor should be
repaired as soon as possible and the middle pinion replaced before
operating the loader in prolonged material handling operations.
MIDDLE PINION REMOVAL

To remove the middle pinion perform the following procedure:
a. Park the machine on level ground and block the wheels.
b. Disable the machine’s starting capability with the Maintenance Lockout Switch.
c. Place the frame lock in the locked position.
d. Remove axle access covers.
e. Release brake on the electric traction motor per the instructions in SERVICE MANUAL
(L-1350-L-1850 AIR BRAKE) (illustration "L-2350 HYDRAULIC BRAKE"). Releasing
the brake will enable the driver to be turned as needed to free the meshing teeth of the
middle pinion from those of the countershaft gears.
L-1850: Apply shop-air to quick connect fitting on wet tank. System air
pressure of 95-psi minimum is required to release brake.
L-2350: Use jack bolt, attached to top of brake caliper, to release brake.
Refer to illustration "L-2350 HYDRAULIC BRAKE" for additional
information.
f. MACHINES WITH M40/J2 TRACTION MOTORS ONLY: If the middle pinion is being
removed due to drive motor problems, turn the Operating Wheel Motors Switch (located
SERVICE MANUAL
DRIVER REBUILD

on the Controller in the electrical control cabinet) for the inoperable motor to the OFF
position.
g. Remove the inspection plate located in the center of the driver’s cover structure.
h. Attach middle pinion removal hub P/N 423-4752 to the middle pinion with one 3/4” - 10 x
2.75” UNC bolt (refer to illustration "MODEL 57 MIDDLE PINION
REMOVAL/REPLACEMENT").
i. Attach middle pinion removal arm P/N 423-4753 to the removal hub with eight 1” - 8 x
3.5” UNC bolts.
j. Attach a fiber-lifting sling securely around the pinion removal arm as shown in
illustration "MODEL 57 MIDDLE PINION REMOVAL/REPLACEMENT" and hoist the
pinion from the driver with a suitable hoist.
The middle pinion weighs approximately 200 lbs. (91 kgs). Wear steel-toed
work boots and use caution when removing and replacing the middle
pinion. The removal arm will provide a balancing point when hoisting the
pinion to and from the driver if the lifting sling is positioned against the
mounting face of the removal arm, as shown in illustration "MODEL 57
MIDDLE PINION REMOVAL/REPLACEMENT". Maintain a firm grasp on the
removal arm at all times while hoisting pinion.
k. If pinion is to be reused, secure it to a sturdy pallet and transport it to a clean, dust-free

storage facility. Protect it with a rust inhibitor such as SHAFFER #802 (P/N 414-3841)
until reinstallation.
l. If the machine is to be operated without the middle pinion, replace inspection plate and
place frame lock in the unlocked position.
MIDDLE PINION REPLACEMENT
The middle pinion is reinstalled into the driver by reversing the instructions above.
a. Be sure the pinion is clean and free of rust prior to installation.
b. Attach removal hub and removal arm as described above.
c. Lubricate the splines and gear teeth with NLGI #2 lithium based grease.
d. Attach fiber-lifting sling to removal arm and hoist pinion into position in the driver. It may
be necessary to reposition the pinion until the teeth on the splined end match the
countershaft gear teeth for the pinion the slide into place in the splined interface of the
second reduction gear. The pinion has approximately 1/8” endplay between the pinion
thrust face retainer plate and the motor pinion thrust face retainer plate and the
inspection plate.
e. Remove hub and arm and replace inspection plate.
f. Reset brake on electric traction motor.
g. Move frame lock to unlocked position.
h. Enable machine’s start function.
SERVICE MANUAL
FIGURE 9

1. MIDDLE PINION
2. 3/4” BOLT – 10 x 2.75” UNC
3. 1” BOLT – 8 x 3.5” UNC
4. FIBER LIFTING SLING
5. REMOVAL ARM
6. REMOVAL HUB
7. COVER STRUCTURE
8. SPLINED INTERFACE SECOND REDUCTION GEAR
9. INSPECTION PLATE (REMOVED FROM ACCESS)
Figure 9. MODEL 57 MIDDLE PINION REMOVAL/REPLACEMENT
9 TA10430-8
2 3 4 5
TA-10430-8
PARTIAL
VIEW OF
8
DRIVER 7 6
TA10430-8
SERVICE MANUAL
NOTES
SERVICE MANUAL
FIGURE 10

MODEL 51B AND 57 DRIVERS SERVICE QUICK REFERENCE CHART
DAILY INITIAL 500 EVERY 500 EVERY 2,000 EVERY 6,000 EVERY 12,000
HOURS HOURS HOURS HOURS HOURS
(BREAK-IN
PERIOD)
z Check z Clean z Check filter z Clean z Rotate per z Model 51B: Drain,
for strainers. restriction strainers. rotation patterns remove cover
leaks gauges. shown on structure and
inside z Replace Service z Replace DRIVER inspect
and out- spin-on immediately if spin-on ROTATION countershaft gears
side of filters gauge(s) filters PATTERNS*. and middle pinion.
wheel. shows Remove drive
restriction z Verify motor, inspect the
condition of primary gears and
z Collect oil oil – drain, rotate.
samples for flush and
analysis. replace z Model 57: Remove
when oil inspection plate,
analysis inspect middle
indicates the pinion and
need*. countershaft gears
and rotate
*Field research indicates synthetic oil can often be run in excess of 5000 hours before draining and
flushing is required. Due to limited accessibility of primary gearcase drain plug on Model L-2350 with
Model 57 driver, draining and flushing is recommended at the 6000-hour rotation interval, if the need
to drain and flush is indicated by oil analysis.
Figure 10. MODEL 51B AND 57 DRIVERS SERVICE REFERENCE CHART
SERVICE MANUAL
NOTES
SECTION 4, PART 7
CLEANING AND COMPONENT
INSPECTION
SERVICE MANUAL
NOTES
SERVICE MANUAL
CLEANING & COMPONENT INSPECTION

CLEANING AND COMPONENT INSPECTION
LETOURNEAU, INC.
OSL- 4 PART 7
TABLE OF CONTENTS
HOT WATER HIGH-PRESSURE WASHERS AND STEAM CLEANERS
WASHING TIPS AND TACTICS
ENGINE AND RADIATOR CLEANING
STRUCTURAL COMPONENT CLEANING AND INSPECTION
LADDERS, HANDRAILS, PLATFORMS AND WALKWAYS
STRUCTURAL COMPONENT INSPECTION AFTER CLEANING
TIRE AND RIM CLEANING AND INSPECTION
GLASS CLEANING
ELECTRICAL CONTROL CABINET, CONTROLLER AND AXLE INTERIOR CLEANING
STRUCTURAL AND WELD INSPECTION REPORT (PAGE 004AJD003)
Figure 1. WINDSHIELD WASHER RESERVOIR (Optional)
Figure 2. SHOCK HAZARD
Figure 3. CONTROLLER ASSEMBLY CLEANING RECOMMENDATIONS
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AG001 ( d 1 )
SERVICE MANUAL

Equipment owners and maintenance personnel should adopt a regular cleaning program that
will, over the long term, save machinery repair costs, reduce labor time, save on fuel costs,
and enhance company image, employee morale and safety.
When washing the machine be careful not to damage safety or instructional

signs. Use a cloth and soap and water to clean them. DO NOT use a steam
cleaner, solvent or a high-pressure washer to clean safety signs. The
possibility of the signs being hidden under dirt or grease may make
inadvertent damage possible. Replace any signs that are damaged,
deteriorated or illegible as soon as possible. Refer to SAFETY AND
INSTRUCTION SIGNS.
HOT WATER HIGH-PRESSURE WASHERS AND STEAM CLEANERS

Hot water high-pressure washers and steam cleaners quickly and efficiently remove buildups
of dirt, grease, and grime from machine components. Once dirt and grime have been
removed, inspections, maintenance operations, repairs, welding and painting can be more
effectively completed.
When using a steam cleaner or hot water high-pressure washer, wear

protective clothing and safety glasses or a face shield. Contact with steam
will cause serious personal injury.
When washing the machine DO NOT spray high-pressure water into the air
intake of the KLENZ Filtration System. Cover the opening with a tarpaulin
or plywood, etc. Damage to the KLENZ Filtration System is possible.
SERVICE MANUAL
The KLENZ Filtration System mist eliminator panel requires periodic

cleaning after several hours of operations in wet conditions. The panels
require removal from the unit for cleaning. DO NOT attempt to clean the
panels inside the unit, as damage to the filter elements may result. Refer to
the LeTourneau, Inc. CARTRIDGE FILTRATION SYSTEM INSTALLATION
AND OPERATIONS MANUAL.
DO NOT aim high-pressure water at or near the powered access ladder’s

control box. Component damage is possible.
WASHING TIPS AND TACTICS

The following tips can make the cleaning process more effective, easier and conform to
environmental concerns:
a. If the machine is heavily greased, take it to a suitable location so that the effluent can be
properly contained according to environmental considerations.
b. Begin cleaning the machine from the bottom up. Work progressively upward so that
soap will not run down dry surfaces.
c. Always rinse from the top down so upper surfaces stay clean.
d. Make sure electrical outlets stay dry. The same goes for switch boxes and terminals.
Spray engine components such as the alternator, battery terminals, wiring and electrical
connections with silicone to promote water repellency.
e. When cleaning parts or assemblies in the shop, spray towards drains.
f. Do not use hot water to remove earth, rock dust, or attached soil - use cold water to save
heat and conserve energy.
g. Clean greasy or oil contaminated surfaces with hot water and detergent.
h. Various spray gun nozzles provide different patterns for specific cleaning applications. A
0º nozzle provides a solid, forceful stream of high-pressure water. When it is necessary
to blast loose tough accumulations of dirt and grime, a 0º nozzle is the most effective. A
broader range (up to 40º) is most advantageous for cleaning large, flat surfaces.
i. Hold the cleaning wand 6 to 12 inches from the surface for best results.
j. A trigger shutoff on the pistol grip of the cleaning gun allows for fast water cutoff, thus
saving water and energy.
SERVICE MANUAL
CLEANING & COMPONENT INSPECTION...CONT'D

ENGINE AND RADIATOR CLEANING
The engine should be steam cleaned ANNUALLY or more often in extreme conditions.
Steam is the best method of cleaning a dirty engine. If steam is not available, use a solvent
with a high-pressure washer to clean the engine. Look for fuel, oil and coolant leaks that may
not be visible on a dirty engine. Left unattended, these leaks can be a fire hazard.
Protect all electrical components, openings, wiring, windows, and

hydraulic cylinder rods from the full force of the cleaner spray nozzle.
It is important to periodically inspect the radiator and hydraulic oil cooler for a buildup of dust
and dirt, which could affect engine and hydraulic oil cooling.
STRUCTURAL COMPONENT CLEANING AND INSPECTION
Every 1000 hours the entire machine should be cleaned with a hot water high-pressure washer
or steam cleaner to facilitate a thorough inspection of the weld joints and plates for cracks or
breaks.
LADDERS, HANDRAILS, PLATFORMS AND WALKWAYS

Particular attention should be paid to cleaning the ladders, handrails, platforms and
walkways on the machine. They should be kept free of dirt, mud, debris, grease, oil, ice and
any other materials which could cause personnel to slip or fall when mounting or dismounting
the machine.
Any ladders, handrails, platforms or walkways that are bent should be straightened.
STRUCTURAL COMPONENT AND WELD INSPECTION AFTER CLEANING

After a thorough cleaning of the machine, all welds and load bearing and ground
contact components should be closely inspected for cracks. Special attention should be
paid to the ends of welds, corners and bends. Particular attention should be paid to load
bearing attachments such as loader buckets, arms and ball joints. The entire assembly and
the mounting locations should be thoroughly inspected. Refer to "INSTRUCTIONS FOR 1000
HOUR STRUCTURAL AND WELD INSPECTION REPORT" (page 004AJD003) located in the
PREVENTIVE MAINTENANCE SECTION of this manual. Use of this report will provide a
systematic method of inspection and enable inspection data to be accurately transmitted to
LeTourneau, Inc. Authorized Distributors and the LeTourneau, Inc. Product Support Group.
A dye penetrant test should be done on any welds that are suspected of
being cracked. Refer to FIELD WELDING PROCEDURES for instructions
regarding the welding of LeTourneau, Inc. structural steel. Also, contact
your authorized LeTourneau, Inc. distributor for assistance before welding
on any load-bearing components of the loader.
SERVICE MANUAL
CLEANING & COMPONENT INSPECTION...CONT'D
To prevent damage to the DDEC and Cummins electronic control system,

disconnect the following BEFORE welding: battery power and ground
cables and the power connector at the DDEC or Cummins Electronic
Control Module (ECM). Failure to isolate the DDEC or Cummins system
from high current (possible occurrence as a result of welding) can result in
severe ECM damage.
All bolts, nuts and fasteners should be inspected for any that are broken, loose or
missing. Any such bolts should be replaced immediately with equivalent grade bolts. Refer to
CAPSCREW TORQUE CHART for additional information.
TIRE AND RIM CLEANING AND INSPECTION

Tires need to be dirt and grime free to enhance life. The tires should be included in any
washing procedures and particular attention paid to removing oil and grease.
Often, tire damage is hidden under dirt or mud and tires should be inspected thoroughly
after they are washed. All tires should be inspected for cuts, bruises, fabric breaks,
excessive or uneven wear, embedded stones and any other damage that can be repaired. A
considerable increase in tire service can be realized if tire damage is repaired before it has
progressed to the non-repairable stage.
Rims that are caked with dirt and mud can add unnecessary weight to a machine and
adversely affect its performance. Inspect the rims both inside and outside. Any
accumulations of dirt and mud should be washed away. Pay close attention to rim parts and
attaching nuts and bolts that may be bent, rusted, loose or missing and repair or replace them
immediately.
GLASS CLEANING
The glass in the operator’s cab should be kept clean both inside and out. Dirt, soot,
grease, ice and snow can smear and streak and adversely affect the operator’s view of the
load, the trucks or other vehicles, and hand signals. The wiper blades should be routinely
inspected and replaced once a year. The reservoir for the windshield washers (optional) is
mounted on the right side of the operator’s cab (refer to illustration "WINDSHIELD WASHER
RESERVOIR"). The reservoir has a capacity of five gallons (18.9 liters). Use commercially
available windshield washer solvent mixed in a consistency to prevent freezing.
SERVICE MANUAL
CLEANING & COMPONENT INSP...CONT'D & FIGURES 1, 2, 3
(MOUNTED TO RIGHT OF OPERATORS CAB)

Figure 1. WINDSHIELD WASHER RESERVOIR (OPTIONAL)
ELECTRICAL CONTROL CABINET, CONTROLLER AND AXLE INTERIOR CLEANING

As part of the 500-hour electrical system preventive maintenance program, it is recommended
that the SCR cabinet be cleaned out with clean dry compressed air or a powerful vacuum
cleaner. As part of this maintenance, it is critically important to remove the panels from the
controller and remove any accumulation of dust or dirt from the inside of the cabinet and on the
cards. Refer to illustration “CONTROLLER ASSEMBLY CLEANING RECOMMENDATIONS”.
Machines used in extremely dusty conditions may require more frequent inspections
and cleaning.
A build up of dust or dirt inside the controller can result in component

failure causing a variety of problems. In extreme circumstances, unplanned
movement of the machine could occur and could cause injury or property
damage. Should unplanned movement of the machine occur upon starting
the machine, IMMEDIATELY press the emergency stop button (located
inside the cab).
A build up of combustible dust in any electrical compartment can result in

a fire hazard. It is critically important to remove any accumulation of
combustible dust as part of the electrical system preventive maintenance
program.
SERVICE MANUAL
NEVER open electrical control cabinet while engine is

running. High voltage is present when machine is at HI
Throttle.
If inspection or service
procedures involve contact
with any component of the
electrical system, opening
the electrical control cabinet
or removing axle access
covers, the electrical system
MUST be locked out and
grounded BEFORE the
inspection or service
procedure begins.
Accidental contact with
energized terminals could
result in serious injury or
loss of life.
NEVER remove axle access panels unless electrical
system is locked out and grounded. Warning labels not
shown in above photo. Similar access panels found on
rear axle.
SERVICE MANUAL
Before cranking the engine it is critically important to adhere to the following service manual
instructions:
● Park brake set
● Direction control switch in the neutral position
● Engine select switch in the LO throttle position
It is possible to verify the traction control system is operating properly by using LINCS
computer monitor to verify that IF and IA 1,2,3,4 signals are at “0” when the accelerator is in
the full up position. In the event these signals are not “0”, troubleshoot the problem and
correct per the instructions in SOLID-STATE ELECTRONICS of the machine Service Manual
before operating the machine.

Figure 3. CONTROLLER ASSEMBLY CLEANING RECOMMENDATIONS
It is also important to remove axle access panels and cleanout accumulations of dust inside
axles as part of the 500-hour electrical preventive maintenance. Refer to illustration "SHOCK
HAZARDS" warning.
TA11578
TA11578
LeTourneau, Inc. 2005 All Rights Reserved 004AG004 ( p1 )
SERVICE MANUAL
NOTES
SECTION 4, PART 8
DC MOTOR OPERATION AND SERVICE
SERVICE MANUAL
NOTES
SERVICE MANUAL
TRACTION MOTOR OPERATION & SERVICE

DC MOTOR OPERATION AND SERVICE
LETOURNEAU, INC.
OSL- 4 PART 8
TABLE OF CONTENTS
OVERSPEED PREVENTION RECOMMENDATIONS
COMMUTATOR STALL BURN PREVENTION RECOMMENDATIONS
MAINTENANCE
“TAKING CARE OF YOUR DC MOTOR – PART 1”
Figure 1. TYPICAL BRAKING SPECIFICATION PLATE
Your loader should be operated and maintained to obtain maximum traction motor life. It is
recommended that the following guidelines be followed:
Failure to document DC motor maintenance in accordance with the

MODULAR PREVENTIVE MAINTENANCE SCHEDULES could adversely
affect warranty considerations.
Operation of the loader should be monitored to ensure that overspeeds do not occur.
Overspeeds can cause commutator bar displacement on the commutator which leads to
excessive brush wear and flashing with potential serious damage to the motor. Excessive
overspeed can cause coil movement and/or banding failure of the armature.
OVERSPEED PREVENTION RECOMMENDATIONS
a. Operators should observe actual grade conditions as compared to the Braking
Specification Plate for both loaded and unloaded conditions. The Braking Specification
Plate is located on the inside cab wall (refer to illustration "TYPICAL BRAKING
SPECIFICATION PLATE").
b. Reduce speed PRIOR to descending a grade.
c. As a general rule, descend a grade no faster than what the loader will ascend the same
grade with the same load.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AH001 ( d 1 )
SERVICE MANUAL
TRACTION MOTOR OPERATION & SERVICE

d. Promptly apply service brakes to slow the loader if an overspeed situation occurs.
e. Reduce speeds if operating on three motors. Never operate a loader on a grade with
less than three motors.
Stall burning must be avoided. Stall burning may occur when the operator stalls the loader in a
poorly blasted bank while maintaining a depressed accelerator. Stall burning may also occur
while holding the loader stationary on a grade for a period of time by depressing the
accelerator.
Stall burns describe what occurs to the commutator as a result of high

current flow between the brush faces and the copper bars of the
commutator when the motor is not rotating. Etching of the copper may
occur, leading to the possibility of machine downtime due to motor repair.
COMMUTATOR STALL BURN PREVENTION RECOMMENDATIONS

a. Train operators to avoid stall time at the loading face. Excessive time in the loading face
will increase cycle times and potentially reduce motor life.
b. Use the parking brakes to hold the loader stationary on grade, not the accelerator pedal.
SERVICE MANUAL
MAINTENANCE

MAINTENANCE
Maintenance must be scheduled every 500 hours as outlined in the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES (POST BREAK-IN PERIOD). Motor/driver rotation, as outlined
in DRIVER MAINTENANCE AND ROTATION, will extend the life of motor bearings, pinion and
commutator.
The PM program should be conducted only with the machine completely

shut off and the electrical system grounded. This is especially significant
when removing the access covers to gain access to electrical components
such as the motors. UNDER NO CIRCUMSTANCES SHOULD THE AXLE
HOUSING ACCESS COVERS BE REMOVED WHILE THE MACHINE IS
ENERGIZED. Accidental contact with exposed high voltage terminals in
the interior may cause death or serious injury.
Also, place a DO NOT OPERATE sign on the controls and remove the key
ANYTIME maintenance or repairs are being conducted. Serious injury or
death is possible if the machine is started or moved while these operations
are being conducted.
a. Electrical system cleaning is necessary as outlined in the MODULAR PREVENTIVE

MAINTENANCE SCHEDULES. It is essential to eliminate dust and dirt accumulation in
the motor that can contribute to grooving, poor commutation and potential arcing. If an
unusual amount of dust is found in the motor, the air filtration system may be inoperative
(refer to “b”).
Use a vacuum cleaner to remove dirt and dust from the interior of the axle
housing and motor interior. DO NOT use high-pressure air as this tends
only to drive the particles into crevices and does not remove dust and
debris effectively.
b. The Central Air Blower Filtration System must be properly inspected and serviced as
outlined in the MODULAR PREVENTIVE MAINTENANCE SCHEDULES (POST
BREAK-IN PERIOD), . If axle dust accumulation seems excessive, more frequent
cleaning may be necessary. Refer to CENTRAL AIR BLOWER FILTRATION SYSTEM
for additional information.
c. Motor inspection every 500 hours, as outlined in the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES (POST BREAK-IN PERIOD) is essential. Check to be
sure connections are tight, brushes are in good condition and a good commutator film
has developed. Refer to “TAKING CARE OF YOUR DC MOTOR - PART I”.
d. Brush lengths on a select row of brushes in each motor should be checked at each
maintenance interval. An analysis should be made against the results of the last
maintenance to determine brush wear rates. Further maintenance should be scheduled
based on an accelerated wear rate.
1. Maximum brush wear rate: 1/2” during 500-hour interval (MODULAR PREVENTIVE
SERVICE MANUAL
MAINTENANCE

MAINTENANCE SCHEDULES (POST BREAK-IN PERIOD) – 500-HOUR
ELECTRICAL PM).
2. If the maximum wear rate is exceeded, a profile should be taken for each brush path
of the commutator using profile equipment described in “TAKING CARE OF YOUR
DC MOTOR - PART I”. Maximum allowable commutator Total Indicated Runout
(TIR) is defined in the MODULAR PREVENTIVE MAINTENANCE SCHEDULES
(POST BREAK-IN PERIOD) – 500-HOUR ELECTRICAL PM.
3. Schedule motor for commutator resurfacing when the commutator TIR creates
excessive brush wear. Resurfacing procedures and the required equipment are
described in “TAKING CARE OF YOUR DC MOTOR - PART I”.
Commutator resurfacing should be accomplished to provide recommended

TIR of less than .001”, with .0005” preferred. Commutator resurfacing may
be accomplished onsite and without disassembly of the motor.
Authorized rebuild centers have been provided with the specifications for
the various wheel motors in use on the loaders. Contact your distributor
for the appropriate rebuild center to handle your needs.
Several aspects of DC motor operation are monitored by the LINCS

computer system. Historical data on DC motor operation can be retrieved
from the LINCS System. Should the LINCS System detect a problem, it will
turn on an audible alarm and warning light. If this happens, the loader
should be shut down immediately and the problem investigated and
corrected before operation continues.
SERVICE MANUAL
FIGURE 1
(LOCATED LEFT SIDE WALL OF OPERATOR’S CAB)
DUE TO VARIATIONS IN AVAILABLE DRIVE

COMPONENTS, THIS MAY OR MAY NOT BE THE
CORRECT BRAKE PLATE FOR YOUR MACHINE.
REFER TO THE PLATE MOUNTED IN THE CAB OF
YOUR MACHINE FOR ACCURATE INFORMATION
Figure 1. TYPICAL BRAKING SPECIFICATION PLATE
SERVICE MANUAL
NOTES
SERVICE MANUAL
ISOLATING A DC DRIVE MOTOR
Training only! AlwaysISOLATING

use your machine A original
DC DRIVE MOTOR
documentation!
Should a DC drive motor become disabled, and if it is necessary to still operate or move the
loader to another location, use the following procedure to electrically isolate a wheel motor(s).
a. Lower the bucket to the ground, set park brakes and stop the engine.
b. Remove and tape up motor armature and shunt field leads. Secure them against any
mechanical damage.
c. Lift all brushes and secure them against contacting the armature (this is necessary in the
event the armature would be grounded and there is some residual flux in the pole ring).
d. Remove the AC power fuses from the related Armature Converter (leave main AC leads
“A”, “B” and “C” connected).
e. LINCS™ will detect blown fuses for the disconnected motor, alerting the operator that he is
operating on reduced power. This warning will occur each time the machine is toggled to
high throttle.
f. Place the corresponding operating wheel motor switch in the DOWN position. The
remaining number of shunt fields connected in the circuit will be proper.
After correcting the problem with the motor and restoring the
converter to service, BE SURE to turn the OPERATING WHEEL
MOTOR switch back on so the number of shunt fields connected
in the circuit will be proper. Failure to do so may cause problems
in directional control, dynamic braking and a definite loss of
power at low speed.
SERVICE MANUAL
NOTES
SECTION 4, PART 9
24 VOLT DC SYSTEM
SERVICE MANUAL
NOTES
SERVICE MANUAL
24 VOLT DC SYSTEM

24 VOLT DC SYSTEM
LETOURNEAU, INC.
OSL-4, PART 9
TABLE OF CONTENTS
BATTERY MAINTENANCE
SAFETY IN BATTERY MAINTENANCE
MAINTENANCE AND TROUBLESHOOTING PROCEDURES
CHECKING ELECTROLYTE LEVELS
CHECKING SPECIFIC GRAVITY
CLEANING
RECHARGING BATTERIES
EMERGENCY JUMPSTARTING
REPLACING BATTERIES
MACHINE STORAGE
BATTERY CHARGING ALTERNATOR
MAINTENANCE
CL NEIHOFF ALTERNATORS TROUBLESHOOTING GUIDE
Figure 1. TYPICAL BATTERY BOXES
Figure 3. OPTIONAL JUMPSTART SOCKET – 2 MODEL OPTIONS
Figure 4. 24 VDC ALTERNATOR
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AI001 ( d 1 )
SERVICE MANUAL
BATTERY MAINTENANCE

BATTERY MAINTENANCE
The following general recommendations for the maintenance of the batteries on the machine
will increase productivity and reduce downtime. Both operators and maintenance personnel
should pay close attention to these guidelines and pay particular attention to the safety
precautions in these instructions.
SAFETY IN BATTERY MAINTENANCE
• Gas given off by the battery is explosive, be careful not to create sparks that could
cause an explosion. NEVER check the battery charge by placing a metal object
across the posts.
• NEVER smoke while examining battery electrolyte levels.
• NEVER use an open flame to check battery electrolyte levels. Use a flashlight.
• Battery electrolyte is an acid and can cause personal injury if it contacts the skin or
eyes. WEAR SAFETY GOGGLES FOR EYE PROTECTION WHEN WORKING WITH
A BATTERY.
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the state of California to cause cancer
a. Battery acid (sulfuric acid) is harmful to skin and to most materials. Immediately remove
any clothing on which acid is spilled.
SERVICE MANUAL
BATTERY MAINTENANCE

b. If acid contacts the skin, rinse the affected area 10 to 15 minutes with running water.
c. If acid splashes into the eyes, flush with running water 10 to 15 minutes. Be sure to
force the eyelids open while flushing with water. The victim should be taken
IMMEDIATELY to a doctor for further treatment.
d. Acid spilled on the floor or on paint or metal surfaces of a machine can be neutralized by
using a mixture of one pound or baking soda to one gallon of water or one pint of
household ammonia to one gallon of water.
MAINTENANCE AND TROUBLESHOOTING PROCEDURES
Perform the following servicing procedures in conjunction with the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES (POST BREAK-IN PERIOD). The machine’s batteries are
mounted in protective boxes, located on each side of the tow unit at the rear. Refer to
illustration "TYPICAL BATTERY BOXES".
Use the BATTERY DISCONNECT SWITCH to isolate the solid-state

electronics of the loader and the engine before charging or replacing the
machine batteries. Serious damage to these components is possible from
reversed polarity or arching. Refer to illustration "BATTERY DISCONNECT
KEY SWITCH".
CHECKING ELECTROLYTE LEVELS

a. Check electrolyte level every 50-hours, also inspect vent holes in caps to be sure they
are open. Electrolyte level should be at the bottom of the filler necks and above the tops
of the battery plates.
b. Use distilled water to bring electrolyte to proper level. Do not use tap or surface water;
dissolved minerals will leave deposits on the plates that will interfere with chemical
action.
c. Do not overfill. Excess electrolyte will escape through the vent holes and leave deposits
on the tops of the batteries.
d. Add only distilled water unless electrolyte has been lost by spilling.
e. If water must be added to a battery in freezing weather, immediately run the engine long
enough to assure proper mixing.
CHECKING SPECIFIC GRAVITY
Before adding water, use a hydrometer to check the specific gravity of the electrolyte. It
should be between 1.215 and 1.270 when electrolyte temperature is 80ºF (27ºC). If the
hydrometer does not have a temperature correction scale, add four gravity points (0.004) for
each 10º above 80, and subtract four points for each 10º under 80. Battery cells that differ
more than 50 specific gravity points indicate an unsatisfactory battery condition caused by an
internal defect, short circuit or deterioration from extended use. The battery should be
replaced.
SERVICE MANUAL
BATTERY MAINTENANCE...CONT'D & FIGURE 1

CLEANING
a. Clean batteries every 250 hours, more often if there are heavy sulfate deposits on the
case and terminals.
b. Remove the terminals carefully; never pry against the battery case. Clean the terminals
both inside and out, and dip them in a solution of two tablespoons of baking soda to one
pint of water.
c. Clean the posts and the top of the battery and brush on a fresh mixture of baking soda
and water. Apply this solution until foaming stops, then flush with clean water, making
sure neither the solution or flushing water enters vents in the caps (the electrolyte could
be neutralized or contaminated). Dry the battery and posts with a clean cloth.
d. After replacing the cable terminals, apply a coating of petroleum jelly or light grease to
the terminal clamps to protect from corrosion.
e. Be sure each terminal is on the proper post (+positive, -negative) or the alternator may
be damaged. Do not use a hammer to force the clamps into place.
RECHARGING BATTERIES
a. Cell caps should be removed when charging batteries. Follow the charger
manufacturer’s instructions.
b. Badly sulfated batteries (acid deteriorated plates) will not accept fast charging without
the danger of damage; they must be recharged slowly. The normal slow-charging period
is 12 to 24 hours, but badly sulfated batteries may require 60 to 100 hours for complete
recharge.
c. NEVER charge a frozen battery; it could explode. Warm to 60ºF.
In extremely cold climates where freezing of battery electrolyte is a

problem, battery heaters are recommended.
d. When using an external source to charge the machine’s batteries, turn off the BATTERY
DISCONNECT SWITCH (located in a protective box on the right rear of the tow unit -
refer to illustration "BATTERY DISCONNECT KEY SWITCH") and remove the key
before attaching the cables.
EMERGENCY JUMPSTARTING
It is possible to damage the solid-state electronic controls of the loader and engine if jumper
cables are connected improperly or arching occurs. The possibility of serious personal injury is
also possible. Therefore, LeTourneau, Inc. recommends that the machine only be jump
started with the optional jumpstart socket. Refer to illustration "OPTIONAL JUMPSTART
SOCKET".
SERVICE MANUAL
BATTERY MAINTENANCE...CONT'D & FIGURE 1

REPLACING BATTERIES
a. Troubleshoot the battery before you replace it; many batteries that are replaced may not
be faulty and may just be completely discharged.
b. Choose a replacement battery of an ampere-hour rating at least equal to the original.
LEFT SIDE BATTERY BOX
RIGHT SIDE BATTERY BOX (MOUNTED EACH SIDE AT REAR OF MACHINE – L-1350
BATTERY BOXES SHOWN – SIMILAR STYLE BOXES AND MOUNTING LOCATIONS
ON ALL MODELS)
Figure 1. TYPICAL BATTERY BOXES
SERVICE MANUAL
BATTERY MAINTENANCE...CONT'D & FIGURES 2 & 3
MACHINE STORAGE
The following recommendations should be followed for maintenance of the batteries during
storage of the machine:
30 days or less: Where moderate temperatures are expected, the batteries may be left in the
machine. If the machine is not going to be used for approximately 30 days, the batteries may
need a boost at the end of the storage period.
30 days or less - extreme temperatures - hot /cold: It is recommended the batteries be
removed and taken into a shop where they can be inspected, brought up to full charge, and
placed on a trickle charger to keep them at full charge.
Extended storage: The batteries should be removed from the machine and stored in a
suitable place where they are protected from extremes of heat and cold and charged at least
every 30 days or kept on a trickle charger.

Figure 3. OPTIONAL JUMPSTART SOCKET – 2 MODEL OPTIONS
SERVICE MANUAL
BATTERY CHARGING ALTERNATOR & FIGURE 4

BATTERY CHARGING ALTERNATOR
The alternator is a 24 VDC, 220 amps, brushless model. The alternator is mounted on the
right side of the engine (left side of machine). The alternator is driven by the engine’s
alternator drive via a drive belt. The alternator’s charge rate is monitored by the LINCS
computer system. Should a problem be detected by the computer, the appropriate alarm or
warning message, red or amber light and audible alarm will alert the operator to the problem.
A spring-loaded belt tensioner maintains belt tension. A metal guard covers the alternator
pulley, drive belt, belt tensioner and alternator drive pulley. Refer to illustration "24 VDC
ALTERNATOR".
MAINTENANCE
The alternator itself requires no maintenance other than to monthly or every 100 hours check
the alternator and metal guard mounting bolts and electrical connections for tightness.
The alternator drive belt should be inspected at the same interval for cracks, rib material
broken away, overheating and wear. The drive belt can be quickly inspected by looking in at
the belt from the backside of the metal guard. Should a closer inspection be required, remove
the metal guard.
Normal wear would have one or two cracks in the ribs around the entire
circumference of the belt. Cracks usually appear after long-term use. If
only normal wear is evident, the belt can continue to be used. The belt
must be replaced if the ribs are broken around the entire circumference or
any rib material has broken off.
To replace the alternator drive belt, the following steps should be followed:
a. Disable engine start function.
b. Remove the metal guard.
c. Use a 1/2” ratchet wrench to relieve pressure exerted on the drive belt by the belt
tensioner. Remove the belt.
d. Check that pulleys are clean and that there are no nicks or burrs that might damage the
new drive belt.
e. Check tensioner pulley bearing to ensure it rotates smoothly and does not wobble.
f. Place the new belt over the alternator drive pulley.
g. Use the 1/2” ratchet wrench to move the tensioner pulley up to facilitate installation of the
belt under the tensioner pulley and around the alternator pulley.
h. Release pressure on the tensioner to allow the tensioner pulley to contact the drive belt.
i. Replace the metal guard.
j. Enable engine start.
SERVICE MANUAL
BATTERY CHARGING ALTERNATOR & FIGURE 4
Refer to the alternator manufacturer's product information for alternator

troubleshooting procedures.
DETROIT DIESEL
INSTALLATION
CUMMINS INSTALLATION
(MOUNTED RIGHT SIDE OF ENGINE – LEFT SIDE OF MACHINE)

Figure 4. 24 VDC ALTERNATOR
SECTION 4, PART 10
MODULAR PREVENTIVE MAINTENANCE
SCHEDULES (POST BREAK-IN PERIOD)
SERVICE MANUAL
NOTES
SERVICE MANUAL
MODULAR PREVENTIVE MAINT SCHEDULES

MODULAR PREVENTIVE MAINTENANCE
SCHEDULES
(POST BREAK-IN PERIOD)
LETOURNEAU, INC.
OSL- 4 PART 10
TABLE OF CONTENTS
SAFETY ADVISORIES
OPERATOR’S DAILY OR PRE-SHIFT WALK-AROUND INSPECTION
100-HOUR NON-OPERATIONAL INSPECTIONS AND SERVICE
500-HOUR OPERATIONAL INSPECTIONS AND SERVICE
1000-HOUR STRUCTURAL AND WELD INSPECTION REPORT
5000-, 6000-, 12,000-HOUR NON-OPERATIONAL INSPECTIONS AND SERVICE

A program of on-the-job preventive maintenance is necessary to insure maximum performance
and availability of the equipment. If inspections and services are regularly performed,
LeTourneau, Inc. equipment will serve its owners efficiently throughout a long and active
service life.
The following suggested preventive maintenance program is intended as a guide for
maintenance personnel and operators assigned to the machine. Vary the suggested intervals
more frequently, as required, when the loader is subjected to extremes of temperature,
prolonged operation, sandy or dusty conditions or exposure to moisture.
BREAK-IN PERIOD SERVICE instructions are herein provided. A BREAK-IN PERIOD
SERVICE CHECKLIST is provided with those instructions. As part of BREAK-IN PERIOD
SERVICE procedures, the OPERATOR’S DAILY OR PRE-SHIFT WALK-AROUND
INSPECTION should be completed from the first day the loader is put in service. The BREAK-
IN PERIOD SERVICE CHECKLIST should be used for the 10-hour non-material handling
break-in period, and the initial 100, 250, 500, 1000 and 1500-hour service intervals. Copies of
these completed documents should be kept in the loader’s permanent file to verify customer
responsibilities for meeting warranty requirements.
Following the break-in period service intervals, the applicable MODULAR PREVENTIVE
MAINTENANCE SCHEDULES provided herein should be used. Copy the schedules for use in
your PM program. The PM schedules can be printed from the DVD on 8 1/2" x 11" or A4-size
paper.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJ001 ( d 1 )
SERVICE MANUAL
MODULAR PREVENTIVE MAINT SCHEDULES

should pay special attention to the safety advisories contained within this
publication.
SERVICE MANUAL
SAFETY ADVISORIES

SAFETY ADVISORIES

should be familiar with ALL instructions contained in the machine’s
SERVICE MANUAL. We especially draw your attention to SAFETY IN
MAINTENANCE OPERATIONS and SERVICE SWITCHES AND SERVICE
CONNECTIONS.
Unless conducting operational or energized tests on the machine, the PM

program must be conducted with the engine shut off and the electrical
system grounded. This is especially significant when removing access
covers to gain access to electrical components such as the drive motors or
opening the electrical control cabinet. UNDER NO CIRCUMSTANCES
SHOULD THE AXLE ACCESS COVERS BE REMOVED WHILE THE
MACHINE IS ENERGIZED. Accidental contact with exposed high voltage
terminals in the interior may cause death or serious injury.
It is strongly recommended that persons actually accessing component
interiors, such as the axles, ascertain for themselves that all safety
procedures are in place.
When conducting energized or operational tests, place barriers and signs

to alert non-essential personnel to keep clear of the area.
NEVER allow personnel to enter the pivot area or area between the tires of
an operational machine.
It is essential that the following pre-maintenance preparations be made

prior to performing inspections or service operations to ensure a safe and
productive working environment:
1. Lock out the loader’s starting capability with the optional

MAINTENANCE LOCKOUT SWITCH (if the machine is so equipped). If
the machine is not equipped with the MAINTENANCE LOCKOUT
SWITCH, place a DO NOT OPERATE sign on the controls and remove
the key. Serious injury or loss of life is possible if the machine is
started or moved while inspections or maintenance operations are
being conducted.
SERVICE MANUAL
SAFETY ADVISORIES

2. Block the wheels.
3. Move the frame lock to the locked position. Enter the pivot area of the
machine only when absolutely necessary.
4. Turn the FILTER PURGE TIMER SWITCH on the Service Switch Box to
the OFF position.
5. If conducting service to the hydraulic system, release the hydraulic
tank pressure by opening the Manual Air Release Valve.

properly stowed, FILTER PURGE TIMER SWITCH turned to the ON position,
and Manual Air Release Valve closed or machine damage could result.
Be sure to provide adequate jacks and hoists when lifting the machine or
any of its components. Be sure the loader is on an adequate surface to
support its weight when jacked up. NEVER jack up the machine with the
bucket and lift arms. Refer to LOADER JACKING INSTRUCTIONS for
proper jacking points.
Caution should be exercised when jacking the machine. If both wheels of

the oscillating axle are off the ground at the same time, the axle may swivel
The left or right side of the Loader is determined from standing behind it or
sitting behind the wheel, not standing in front and facing it.
SECTION 4, PART 10
MODULE 1
PREVENTIVE MAINTENANCE PROGRAM
OPERATOR’S DAILY OR PRE-SHIFT
WALK-AROUND INSPECTION AND
SERVICE
SERVICE MANUAL
NOTES
SERVICE MANUAL
OPERATOR'S DAILY OR PRESHIFT WALKAROUND INSPECTION & SERVICE

PREVENTIVE MAINTENANCE PROGRAM OPERATOR’S
DAILY OR PRE-SHIFT WALK-AROUND INSPECTION AND
SERVICE
Walk-around inspection starts at pivot area left side and

progresses around machine back to starting point.
Refer to Position Chart for PM Procedures. Numbers
show the general location of referenced components.
Walk-around inspection requires hardhat, safety glasses
and a flashlight.
NON-OPERATIONAL INSPECTIONS
Chart Service
ITEM TO CHECK/INSPECT Checked Required
Position
1 Left pivot area - steering cylinders and stop pad.
1.
a. Steering cylinder grease line intact?
b. Auto lube system functioning properly, a
wet look of fresh grease at cylinder rod
eyes?
c. Steering cylinder hydraulic leaks?
d. Steering stop pad in good condition and
secure?
e. Drain moisture from compressed air system
wet tank and secondary tanks (2) (L-1350)
inside tow unit (if equipped with optional
remote drain, see next step).
NOTE: Excessive moisture indicates
need for servicing air dryer. Refer to
COMPRESSED AIR SYSTEM SERVICE for
additional information.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJA001 ( d 1 )
SERVICE MANUAL
OPERATOR'S DAILY OR PRESHIFT WALKAROUND INSPECTION & SERVICE

f. L-1350: If equipped with optional remote
reservoir drains, drain moisture from
compressed air system reservoirs (ball
valves). NOTE: Excessive moisture
indicates need for servicing air dryer.
Refer to L-1350-L-1850 SERVICE AIR
BRAKE SYSTEM MAINTENANCE for
additional information.
g. Safety or instructional placards deteriorated,
damaged or missing?
1 2. Inside front frame (enter at left pivot area):
Turn on service lights with SERVICE LIGHT
SWITCH on Service Switch Box.
a. Oil leaks?
b. Automatic lubrication reservoir level full?
c. Grease lines broken, twisted or kinked?
d. Hoses and wiring undamaged and secure?
e. Cooling ducts and hoses secure?
f. Safety or instructional placards deteriorated,
damaged or missing?
SERVICE MANUAL
OP'S DAILY OR PRESHIFT WALKAROUND INSP & SERV...CONT'D

Chart ITEM TO CHECK/INSPECT Service
Position Checked Required
1 3. Inside tow unit (enter at pivot area)
a. Oil leaks?
b. Hydraulic Pump Gearbox oil level at specified
level? (Check sight gauge on front of gearbox. If
low, locate and repair leak and fill before
commencing operation.)
c. Hydraulic Pump Gearbox mounts secure?
d. Any loose bolts?
1 4. Under front frame and tow unit.
a. Any leaks noted - location - appearance of fluid?
2 5. Left hoist cylinder.
a. Ball cap retaining bolts loose or missing?
b. Grease line broken, twisted or kinked?
c. Auto lube system functioning properly; a wet look
of fresh grease at ball cap?
d. Hydraulic leaks?
e. Safety or instructional placards deteriorated,
damaged or missing?
2/4 6. Lift arms (lower)
a. Grease lines broken, twisted or kinked?
b. Auto lube system functioning properly, a wet look
of fresh grease at lube points?
c. Cracks in lift arms? DO NOT OPERATE LOADER
IF CRACKS ARE PRESENT!
3 7. Left front driver and wheel/tire.
a. Driver cover structure bolts loose or missing?
b. Driver oil leaks?
c. Loose or missing wheel retaining bolts?
d. Tire damage?
e. Tire inflation proper? See tire inflation data plate
right side of front frame at pivot area. WARNING:
REFER TO PROPER INFLATION PRESSURE
FOR PROPER TIRE PRESSURE AND SAFETY
PRECAUTIONS BEFORE INFLATING.
f. Rim damage?
g. Safety or instructional placards deteriorated,
damaged or missing?
SERVICE MANUAL

4 8. Left side, rear of bucket/bellcrank area.
a. Bucket retaining pins intact?
b. Rollback and dump stop pads in good
condition?
c. Bellcrank pivot bolts loose or missing?
d. Grease lines broken, twisted or kinked?
e. Auto lube system functioning properly — a wet
look of fresh grease at pin bores?
damaged or missing?
5 9. Bucket
a. Cracks?
b. Damage?
c. Missing, damaged or loose teeth or lip coverage
parts?
6 10. Right side, rear of bucket/bellcrank area.
a. Bucket retaining pins intact?
b. Rollback and dump stop pads in good
condition?
c. Bellcrank pivot bolts loose or missing?
d. Grease lines broken, twisted or kinked?
e. Auto lube system functioning properly, a wet
look of fresh grease at pin bores?
damaged or missing?
6/7 11. Lift arms (lower)
b. Auto lube system functioning properly, a wet
look of fresh grease at lube points?
c. Cracks in lift arms? DO NOT OPERATE
LOADER IF CRACKS ARE PRESENT!
8 12. Front Axle
a. Front axle access covers in place and secure?
b. Driver to axle retaining bolts loose or missing?
Which side?
c. Driver oil leaks inside wheel area?
d. Safety or instructional placards deteriorated,
damaged or missing?
SERVICE MANUAL

8 13. Right front driver and wheel/tire.
c. Loose or missing wheel retaining bolts?
d. Tire damage?
e. Tire inflation proper? See tire inflation data plate right
side of front frame at pivot area. WARNING: REFER
TO PROPER INFLATION PRESSURE FOR
PROPER TIRE PRESSURE AND SAFETY
PRECAUTIONS BEFORE INFLATING!
f. Rim damage?
9 14. Right hoist cylinder.
a. Ball cap retaining bolts loose or missing?
b. Grease line broken, twisted or kinked?
c. Auto lube system functioning properly, a wet look of
fresh grease at ball cap?
d. Hydraulic leaks?
e. Safety or instructional placards deteriorated,
damaged or missing?
15. L-2350: Drain compressed air system wet tank.
12 16. Hydraulic reservoir - climb ladder right side.
a. Ladder clean and secure?
b. Oil level in sight glass to spec level?
c. Reservoir mounts intact?
d. Filler cap in place and tight?
e. Hydraulic leaks?
f. Manual air release valve in closed position?
g. Automatic Air Release Valve button pushed IN to
closed position?
SERVICE MANUAL
OP'S DAILY OR PRESHIFT WALKAROUND INSPE & SERV...CONT'D

12 17. Front and rear cab area/top of tow unit - climb ladder
right side.
a. Ladders, guardrails and catwalks clean and secure?
b. Work lights in good shape?
c. Bucket level transducer in good working order?
d. Hoist position transducer in good working order?
e. Air conditioner inlet cover in place and secure?
f. Windows dirty or cracked?
g. Wiper blades in good condition?
h. Windshield washer tank level full?
i. Check “KLENZ” filtration system air intake for a
buildup of coal dust or dirt.
13 18. Lift arms (upper) - visual inspection standing in front of
cab.
b. Auto lube system functioning properly; a wet look of
fresh grease at ball caps and pins?
c. Dump stop pads in good condition and secure?
d. Cracks in lift arms? DO NOT OPERATE LOADER IF
CRACKS ARE PRESENT!
14 19. Right rear driver and wheel/tire.
c. Driver to axle retaining bolts loose or missing?
d. Loose or missing wheel retaining bolts?
e. Tire damage?
f. Tire inflation proper? See tire inflation data plate right
g. Rim damage?
15 20. Right rear of loader.
a. Battery box intact and cable ends clean and secure?
b. Batteries electrolyte level full? WARNING: WEAR
SAFETY GLASSES WHEN INSPECTING
BATTERIES! DO NOT USE OPEN FLAME OR
CAUSE SPARKS WHEN INSPECTING
BATTERIES!
SERVICE MANUAL

16/17 21. Engine compartment (right side).
a. Coolant leaks at engine, hoses, radiator?
b. Drive belts in good condition? (If visible without
pulling guards)
c. Fuel leaks?
d. Engine oil leaks?
e. Wiring in good shape and secure?
f. Fan, fan grill and hood grating in good shape and
secure?
g. Guards in place and secure?
h. Check engine oil level (if dipstick on this side).
i. Cooling air duct to generator in place and secure?
j. Mufflers in good shape and secure?
k. Fire suppression system bottles, nozzles, and hoses
in good shape? (optional)
l. Anything that might present a fire hazard?
m. Safety or instructional placards deteriorated,
damaged or missing
n. Inspect engine air intake tubes and support brackets.
18 22. Rear of loader
a. Radiator and hydraulic oil cooler core clean?
b. Braking grids secure and clean?
c. Rear lights and backup alarm in good shape?
19 23. Left rear of loader
a. Battery box and cable ends clean and secure?
b. Batteries electrolyte level full? WARNING: WEAR
SAFETY GLASSES WHEN INSPECTING
BATTERIES! DO NOT USE OPEN FLAME OR
CAUSE SPARKS WHEN INSPECTING
BATTERIES!
c. Step in UP position?
d. Fuel reservoir cap secure?
e. Central Service System in good condition and box
cover closed? (optional)
SERVICE MANUAL
OP'S DAILY OR PRESHIFT WALKAROUND INSPE & SERV...CONT'D

20 24. Check radiator coolant level at sight glass on surge tank.
25. Engine compartment (left side).
a. Coolant leaks at engine, hoses, radiator?
b. Drive belts okay? (if visible without pulling guards)
c. Fuel leaks?
d. Engine oil leaks?
e. Wiring in good shape and secure?
f. Fan, fan grill and hood grating in good shape and
secure?
g. Guards in place and secure?
h. Check engine oil level (if dipstick on this side).
i. Fire suppression system bottles, nozzles, and hoses
intact? (optional)
j. Anything that might present a fire hazard?
k. Safety or instructional placards deteriorated,
damaged or missing?
l. Check blower load adapter sight glass for proper oil
level (approximately 3/4 level in sight glass).
m. Inspect engine air intake tubes and support brackets.
21 26. Left rear driver and wheel/tire.
c. Driver to axle retaining bolts loose or missing?
d. Loose or missing wheel retaining bolts?
e. Tire damage?
f. Tire inflation proper? See tire inflation data plate right
g. Rim damage?
h. Cooling duct to rear axle in place and secure?
22 27. Ladder boxes and cab access.
a. Ladder, handrails, guardrails, and catwalks clean and
secure?
b. Cabinet doors latched and sealed?
23 28. Top of tow unit.
a. Exhaust pipes and clamps in good shape and
secure?
b. Grating and handrails in good shape and secure?
SERVICE MANUAL
OPERATIONAL INSPECTIONS

The remaining portions of this inspection requires the machine to be

started and operated in slow speed operations. Remove frame lock from
locked position and secure in unlocked position. Unlock machine’s
starting capability with Maintenance Lockout Switch (if so equipped).
Turn FILTER PURGE TIMER switch to the ON position.
24 29. Cab interior.
a. Cab door latch, hinges and weatherstripping in
good shape and operating properly?
b. Cab interior lights operating properly?
c. Windshield wipers operating properly?
d. Work lights operating properly?
e. Emergency exit window latches in good shape and
operational?
f. Seat and seatbelt operating properly?
g. Heater/air conditioner operating properly?
h. Safety or instructional placards deteriorated,
damaged or missing?
24 30. Operational tests.
a. Any unsecured items in cab that might present a
safety hazard (secure all such items before starting
engine)?
b. Start engine per BASIC MACHINE OPERATING
INSTRUCTIONS – NON-MATERIAL HANDLING
OPERATIONS and engine manufacturer owner’s
manual, if prior inspections indicate it is safe to do
so. Blow horn one heavy blast and wait at least
30 seconds before starting engine.
c. LINCS display screen operating properly?
d. No “alarm” or “warning” messages (especially note
engine codes)?
e. Gauges at proper levels?
SERVICE MANUAL

24 f. Brakes operating properly?
g. Direction select switch on steering joystick and foot
pedals free of obstructions and operating properly?
h. Backup alarm functioning properly?
i. Steering operating properly?
j. Operate all controls through slow speed operation.
(1) Any limit switches out of adjustment? If
problems noted, discontinue operation and correct
before commencing material handling operations.
(2) Any binding, overtravel, sluggish operation or
unusual noises? If problems noted, discontinue
operation and correct before commencing material
handling operations.
k. Hoist and bucket joystick operating properly?
If mechanical or safety problems are noted which might cause damage to

the loader or support vehicles or personal injury, DO NOT operate the
loader. Lockout the machine’s starting capability with the optional
Maintenance Lockout Switch (located on the left ladder box, if so
equipped) or if the machine is not equipped with the Maintenance Lockout
Switch, place a DO NOT OPERATE sign on the controls, remove the key
and notify maintenance personnel of the problem(s).
NOTES
SERVICE MANUAL
POSITION CHART FOR PM PROCEDURES

REFER TO TA-9546-4 FOR THIS
ILLUSTRATION
POSITION CHART FOR PM
PROCEDURES
TA9546-4
6
7
12 10
11
8
17
9
16
18
15
14
19
23
24
20
15
13
1
21
22
4 3
5 TA-9546-4
TA9546-4
LeTourneau, Inc. 2005 All Rights Reserved 004AJA010 ( p1 )
SECTION 4, PART 10
MODULE 2
100-HOUR NON-OPERATIONAL
INSPECTIONS AND SERVICE
SERVICE MANUAL
NOTES
SERVICE MANUAL
100-HOUR INSPECTIONS & SERVICE

PREVENTIVE MAINTENANCE PROGRAM 100-HOUR NON-
OPERATIONAL INSPECTIONS AND SERVICE
SECURE THE MACHINE BEFORE PERFORMING INSPECTIONS OR SERVICE.
Service
Checked Required
1. Check tire pressures (refer to tire pressure plate right side of front frame at pivot
area).
PRESSURE CUTS/DAMAGE
left front
right front
left rear
right rear
2. Check air conditioner fresh air inlet
filters. Clean and or replace as
necessary. WARNING! Do not clean
washable filter with toxic cleaning
solvents. Replace with new filter or wash
with warm soapy water and dry
thoroughly before returning it to service
(CAB AIR FILTER).
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJB001 ( d 1 )
SERVICE MANUAL
NOTES
SECTION 4, PART 10
MODULE 3
500-HOUR OPERATIONAL INSPECTIONS
AND SERVICE
SERVICE MANUAL
NOTES
SERVICE MANUAL
500-HOUR INSPECTION & SERVICE

PREVENTIVE MAINTENANCE PROGRAM 500-HOUR
Alert non-essential personnel to stay clear of machine during

operational/energized inspections.
Service
Checked Required
Hydraulic pressures and fan motor speed can be read on the display screen using
LINCS™. Touch the “1” button on the keypad and select “browse channels” in the
menu. Then select the hydraulic submenu. This is good for initial checks. Pressure
settings and adjustments should be made at the respective locations with external
gauges.
1. Hydraulic System: Running engine at high
throttle, hoist the empty bucket and time the
hoist and float down functions.
Bucket dump time: sec. (3-5

seconds)
L-1350: Float down time: sec. (6-8 seconds)
Hoist time: sec (

seconds)
Hoist time: sec. (

seconds)
Hoist time: sec. (
a. Check and adjust, as necessary, the following
hydraulic system pressures (with oil at min.
100°F)
L-1350:
1) Main pumps #1, 2 & 4 (3300 ±50
PSI)
2) Bucket dump above 14’ (800 ±50
PSI)
3) Bucket dump below 14’ (2000 ±50
PSI)
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJC001 ( d 1 )
SERVICE MANUAL
500-HOUR INSPECTION & SERVICE

4) Hoist down (2000 ±50 PSI)
5) Blower pump #3 (3000 PSI)
6) Steering left (3400 +50 -0 PSI)
7) Steering right (3400 +5 -0 PSI)
8) Fan Motor - 800 RPM (High Speed)
L-1850:
1) Main pumps #1, 3, 4 & 6 (3300 ±50
PSI)
2) Bucket dump above 14’ (800 ±50
PSI)
3) Bucket dump below 14’ (2000 ±50
PSI)
5) Blower pump (3000 PSI)
6) Steering left (3400 PSI)
7) Steering right (3400 PSI)
SERVICE MANUAL
500-HOUR OP INSPECTIONS & SERVICE...CONT'D
PREVENTIVE MAINTENANCE PROGRAM 500-HOUR OPERATIONAL

INSPECTIONS AND SERVICE (Continued)
L-2350:
1) Main pumps #1, 3, 4 & 6 (4000 ±50 PSI)
2) Bucket dump above 14’ (800 ±50 PSI)
3) Bucket dump below 14’ (2000 ±50 PSI)
5) Blower pump #3 (3000 PSI)
6) Steering left (3400 PSI)
7) Steering right (3400 PSI)
Fan speed is more important than pressure. To set fan speed, 1 Hz

= 1 RPM. Must be set with a multimeter that measures hertz or a
hertz meter.
b. Hydraulic Tank Air Pressure (7-11 regulator PSI) (with lift arms in
UP position)
SERVICE MANUAL

PREVENTIVE MAINTENANCE PROGRAM 500-HOUR OPERATIONAL
INSPECTIONS AND SERVICE (Continued)
BALL CAP LOCATION VISUAL INSPECTION HOURMETER
READING:
MOVEMENT DETECTED
YES* NO
LIFT ARM RHS
LHS
RHS
HOIST
CYLINDER LHS
UPPER
MIDDLE PIVOT
LOWER
FRONT
REAR AXLE**
REAR
INSPECTION BY:
TEST DATE:
CONDUCTED
*If any movement is detected, refer to 2000-hour inspection interval.
**WARNING! Do not visually inspect rear axle ball cap on operational machine. Use a
jack to lift machine (LOADER JACKING INSTRUCTIONS).
Service
Checked Required
2. Brakes
a. Check braking operations:
1) Parking brake switch
2) Parking brake function
3) Service brake function
3. Compressed Air System
a. Check pressure (115-125 psi)
4. Cooling Air System
a. Verify blower speed is 3500 RPM.
b. Check airflow at generator exhaust (make sure
screens are clear).
c. Check airflow exhaust from front and rear axle.
5. Cab Electrics
a. Heater/air conditioner
1) Check blower speeds and operation.
2) Check vent operation.
3) Check air conditioner control knob
operation.
SERVICE MANUAL

500-HOUR OPERATIONAL INSPECTIONS AND SERVICE (Continued)
Service
Checked Required
b. Check to ensure warning lights illuminate and buzzer alarms
briefly when the key switch is turned on.
c. Check to ensure that the gauges are working.
d. Check operation of all lights (driving, working and interior).
e. Check direction control switch operation.
f. Check windshield wipers operation.
g. Check windshield washer operation (optional).
6. Power unit
a) Conduct power unit vibration testing (TESTING AND
INSPECTION OF AC GENERATOR IN PLACE).
b) Conduct generator bearing temperature test (TESTING AND
INSPECTION OF AC GENERATOR IN PLACE).
7. Powered rear access ladder (optional)
a) Check operation of ladder
SERVICE MANUAL
NOTES
SERVICE MANUAL
500-HOUR ELECTRONICS SYSTEM OPERTIONAL TESTING

DIGITALLY CONTROLLED LOADER PREVENTIVE
MAINTENANCE PROGRAM 500-HOUR ELECTRONIC
SYSTEM OPERATIONAL TESTING
Typically, if there are no operational complaints and no warning messages, only a brief
system test is required to ensure certain basic signal values are within specification.
The below values can be viewed on the display screen by depressing the “1” button on
the keypad and selecting the “Browse Channels” in the menu selection. Then select
the submenu of “Electrical” and “Controller” to view the signals listed below.
Check the switches and potentiometers on the front of the Controller:
Standby Power: Down (off)
Load Bank: Down (off)
Operating Motors: All - Up (on)
Front Traction, Rear Traction – Fully Clockwise
Service
1. Start engine. Switch to high VGEN 490 to 510
idle after engine warm-up. L-1350 VAC
Ensure Park Brake is set. VGEN 340 to 360
L-1850 VAC
VGEN 340 to 360
L-2350 VAC
VH 65.5 to 66.5
Hertz
I Rotor 15 to 30
AMP
2. Select Forward; depress VAW 9 to 10 VDC
accelerator fully. VE -6.5 to -7
VDC
VIF 240 to 260
AMP
IF 240 to 260
AMP
3. Release accelerator. VAW 1.0 to 1.6
VDC
VE -.5 to +.5
VDC
VIF -.5 to .5
VDC
IF -.5 to +.5
VDC
4. Depress service brake pedal IF 160 to 190
to activate boost switch. AMP
SERVICE MANUAL
500-HOUR ELECTRONICS SYSTEM OPERTIONAL TESTING
5. Release service brake pedal. VAW 9 to 10 VDC

Select Reverse; depress VE +6.5 to +7
accelerator fully. VDC
VIF 240 to 260
AMP
IF 240 to 260
AMP
6. Release accelerator (no
signal to check this step)
SERVICE MANUAL
500-HOUR ELECTRONIC SYSTEM OPERATIONAL TESTING...CONT'D

Service
7. Select Forward, depress VIA1 445 to
800 AMP
accelerator fully.
Verify proper front traction pot L-1350 VIA2 445 to
800 AMP
operation by observing the shown
VIA3 445 to
variance in VIA1 and VIA2 when 800 AMP
turning the front traction pot from VIA4 445 to
fully counterclockwise to full 800 AMP
clockwise. Verify proper rear VIA1 500 to
traction pot operation by observing 1050 AMP
the shown variance in VIA3 and L-1850 VIA2 500 to
VIA4 when turning the rear traction 1050 AMP
pot from fully counterclockwise to VIA3 500 to
fully clockwise. 1050 AMP
VIA4 500 to
1050 AMP
VIA1 640 to
1250 AMP
L-2350 VIA2 640 to
1250 AMP
VIA3 640 to
1250 AMP
VIA4 640 to
1250 AMP
Dynamic Checks: Move the machine to an open area away from the shop and from
obstacles.
8. Release Park Brake; accelerate machine to 5 mph, release
accelerator. Machine should dynamically brake to a stop.
9. Accelerate machine to top speed. Top Speed
speed should be approximately 10 mph (L- M1
1350-L-1850-L-2350) (speedometer reading), rpm
and individual motor speeds should be at M2
rpm
approximately 2200 RPM (L-1350) or 2300
M3
RPM (L-1850-L-2350). rpm
M4
rpm
During acceleration, motor voltages should VM1
peak at approximately 550 VDC (L-1350) VM2
or 650 VDC (L-1850-L-2350). VM3
VM4
SERVICE MANUAL
500-HOUR ELECTRONIC SYSTEM OPERATIONAL TESTING...CONT'D
10. Release accelerator while traveling at top VM1

speed. Motor voltages should peak at about - VM2
520 VDC (L-1350) or -600 VDC (L-1850-L- VM3
2350) during braking. VM4
Stall Test: Take machine to area where bucket can be placed into a bank to stall the
machine.
11. Put direction select into Forward and fully IA1
depress the accelerator, pushing the bucket
IA2
against the bank. Ensure all wheels are
stalled. Quickly verify the four IA current
IA3
readings. These readings should equal the
respective VIA levels, which can be adjusted IA4
by the Traction potentiometers.
SERVICE MANUAL
500-HOUR ELECTRONIC SYSTEM OPERATIONA TESTING...CONT'D

To verify proper electric control cabinet firing, an additional check is recommended
using a portable oscilloscope. The four IA signals can be accessed directly from the
Controller by plugging into the AUX METER jacks on the front of the Controller. By
turning the “Auxiliary Tester Signals” switch to the four IA positions, each armature
current can be observed. The scope should be set at the 1v per division (vertical) and 2
msec per division (horizontal). The zero current trace should be one division below the
top of the screen. At full current (790 amp – L-1350), (1050 amp – L-1850) and (1250
amp – L-2350), each IA waveform should look similar to the trace shown below.
SERVICE MANUAL
NOTES
SERVICE MANUAL
500-HOUR NON-OPERATIONAL INSPECTIONS & SERVICE

500-HOUR NON-OPERATIONAL INSPECTIONS AND
SERVICE
Service
Checked Required
BRAKE INSPECTION: L-1350: Air pressure is required to keep the brakes

from setting. Connect shop air to the quick connection fitting on the wet
tank, located in the front of the tow unit. Pressurize the system to
operating pressure of 115 to 125 PSI. BE SURE the shop air is an
uninterruptible source. The brakes will begin to set if the pressure drops
to around 70 to 80 PSI. The brakes will set automatically if the pressure
drops below 45 PSI. This could occur suddenly and unexpectedly,
causing serious injury. A technician should be stationed in the
operator’s cab to monitor the air pressure gauge and be in direct radio or
telephone contact with the person accessing the axles.
UNDER NO CIRCUMSTANCES is the engine to be started while

accessing the axles for checking the brakes and traction motors.
Contact with energized terminals inside the axles could cause serious
injury or loss of life.
AUTO LUBRICATION SYSTEM TESTING: Testing the auto lubrication

system requires moving the Maintenance Lockout switch to the ON
position and turning the key switch to the ON position WITHOUT starting
the engine. The Compressed Air system must also be pressurized with
shop air to operating pressure of 65 to 90 PSI. Connect shop air to the
quick connection fitting on the receiver tank, located in the front of the
tow unit.
SERVICE MANUAL
500-HOUR NON-OPERATIONAL INSPECTIONS & SERVICE

1. Auto-Lube System
a. Check grease pump motor for leaks (air or
hydraulic – as applicable).
b. Actuate auto lube switch (in cab or in pivot rear).
Verify lube system goes through lube cycle.
c. Check air pressure regulator (55-65 PSI) (L-
1350)
d. Check grease injector banks for operation for
leaks (look at all injectors while system is
cycling).
1) Lift arm crossmember
2) Left bellcrank
3) Right bellcrank
4)Steering pivot areas
5)Rear frame
6)Front frame upper crossover tube
e. Check all grease lines for leaks or rubbing
and damage.
f. Clean or replace inline filters
2. Brake Inspection
a. Check for leaks (by foot pedal/brake valve).
b. Check pads for wear thickness (minimum,
.250”).
c. With loader parked on level ground and wheels
blocked, release the brakes and check the pad
to disc clearance on both sides (.060”)
d. Check brake disc for wear (1/8” maximum
grooving).
e. Check actuation and release of all brakes.
f. Check rear brake lights.
SERVICE MANUAL
500-HOUR NON-OPERATIONAL INSPECTIONS & SERVICE...CONT'D

500-HOUR NON-OPERATIONAL INSPECTIONS AND SERVICE (Continued)
Service
Checked Required
3. Hydraulic System
a. Check for leaks
1) Blower motor
2) Hoist and bucket control main valve (3)
3) Hoses, filter housing, valves, fitting, junction blocks
4) Hoist cylinders
5) Bucket cylinders
6) Manifolds
7) Pump gearbox
8) Steering cylinders
9) Pumps
10) Pump suction hoses
11) Fan motor, oil cooler
12) Hydraulic tank
b. Check all three hoist and bucket control main valves for tight
mounting (three bolts only).
c. Check for rubbing hoses (watch hoses during hoist).
d. Check bucket dump relief (HOIST AND BUCKET SYSTEM
COMPONENT SPECS).
e. Collect hydraulic oil sample for analysis.
4. Hydraulic System
a. Change gearbox oil if 15W-40 oil is used (refer to 2000-Hour if
75W-140 synthetic oil is used).
b. Check gearbox mounting bolts.
c. Collect gearbox oil sample for analysis.
5. Fuel Tank
a. Check hoses for leaks or rubbing.
b. Check condition of breathers.
c. Drain condensate from bottom of tank.
6. Compressed Air System
a. Check compressor mounting.
b. Check and drain wet tanks
1) Wet tank (front of tow unit)
2) Secondary wet tanks (front of tow unit)
c. Change the air dryer desiccant filter (twice per year unless
excessive moisture noted when draining wet tank).
d. Check air dryer mounting
e. Clean and fill optional alcohol injector prior to cold weather.
SERVICE MANUAL

Service
Checked Required
7. Cooling Air System
a. Check hose connections for loose clamps.
b. Check all cooling air hoses for, wear and damage and
possible leaks.
1) Pivot hose
2) Front frame hose
3) Electric control cabinet to rear axle
4) Blower to pivot
5) Blower to electric control cabinet
6. Blower to generator
c. Check blower load adapter oil level at sight glass.
d. Check blower load adapter for visible oil leaks.
8. Drivers
a. Driver oil level.
b. Visually check driver/frame bolts.
c. Check for leaks:
1) Main seal (shows on the inside of the wheel rim).
2) Motor pinion seal or driver breather (shows on the
bottom of the axle).
3) Cover assembly (shows on the inside of the wheel
rim).
d. Collect oil samples for analysis.
e. Check spin-on filter restriction gauges. Service if
required.
SERVICE MANUAL

Service
Checked Required
ENGINE
9. Engine (refer to engine manufacturer for exact intervals)
a. Change engine oil (oil viscosity as per manufacturer’s
recommendations - available on their website).
b. Change primary oil filters (as per manufacturer’s
c. Change bypass oil filters (as per manufacturer’s
d. Change fuel filters (as per manufacturer’s recommendations -
available on their website).
e. Service fuel processor (Detroit Diesel equipped machines)
(FUEL FILTERS AND FUEL PROCESSOR).
f. Cummins engines: Check MAXITREAT® coolant
concentration.
g. Check air filter restriction indicators and change primary air
filters as required (per manufacturer’s recommendations).
h. Check for oil or coolant leaks at engine.
i. Inspect rubber connections on the air intake lines for loose
clamps and possible leaks.
j. Check engine wiring harness for rubbing areas.
k. Inspect radiator and oil cooler assembly for leaks, damage
and cleanliness.
l. Check antifreeze concentration.
m. Clean crankcase breather.
n. Check exhaust lines for leaks/loose clamps.
o. Grease front harmonic balancer bearing (Cummins only).
SERVICE MANUAL

Service
Checked Required
10. “KLENZ” cooling air filtration

system (KLENZ® SYSTEM).
a. Inspect filter elements for buildup
of contamination.
b. Check compressed air manifold
for contamination.
c. Check cleaning valves solenoid
valves and tubing for leakage.
d. Clean moisture eliminator screen
(requires removal from machine -
DO NOT clean while installed).
11. Check ROPS torque nuts [114 ft.-lbs.
(154.6 N•m) lubed per bolt].
12. Check level link/bucket cylinder bolts
torque (2371 ft.-lb., lubed).
13. Ball Caps - refer to BALL CAP
MAINTENANCE PROCEDURES for
proper torque values.
a. Check bolt torque:
1) Lift arms
2) Hoist cylinders
3) Steering pivot - upper and
lower
4) Oscillating axle
14. Wheel attachment capscrews (682 ft.-
lbs.) lubricated on the threads and
under the threads with 30W motor oil.
Refer to TIRE AND RIM
MAINTENANCE for torque pattern.
15. Check torque on engine mount bolts.
SERVICE MANUAL
500-HOUR INSPECTIONS & SERVICE OIL ANALYSIS

500-HOUR INSPECTIONS AND SERVICE
OIL ANALYSIS
Drive the machine for five minutes to circulate oil.

Collect samples within 10 minutes following
shutdown.
WHEEL DRIVER HYD. HYD. PUMP ENGINE
TANK GEARBOX
RL RR LF LR
DATE OF SAMPLE
S/N OF LOADER
HOURMETER READING
HOURS OF OPERATION ON LOADER SINCE
LAST OIL CHANGE
RESULTS OF MAGNETIC OIL PLUG SAMPLES
OIL SAMPLE DRAWN
TYPE OF OIL
OIL SAMPLE ANALYSIS COMPLETED - DATE
SPECTROGRAPHIC ANALYSIS*
VISCOSITY TEST*
INSOLUBLE MATERIAL TEST*
TOTAL ACID NUMBER TEST*
WATER CONTENT*
ACTION TAKEN
SAMPLING DONE BY
OIL ANALYSIS DONE BY
MAG. PLUG ANALYSIS DONE BY
*RECORD LABORATORY TEST RESULTS
SERVICE MANUAL
NOTES
SERVICE MANUAL
500-HOUR NON-OPERATIONAL ELECTRICAL PM

PREVENTIVE MAINTENANCE PROGRAM 500-HOUR NON-
OPERATIONAL ELECTRICAL PM
Motor commutators and generator slip rings will be severely

damaged if the brush springs are not reinstalled properly.
Generator: push down on the springs until a distinctive snap
is heard. Pulling up on the spring’s back plate will confirm if
the spring is locked in place; M40 drive motors: ensure brush
spring lever is secure in locked position.
Service
Checked Required
1. Check Batteries:
a. Check terminal posts and clamps
b. Check wires for rubbing.
c. Measure water level.
1) Left Front
2) Left Rear
3) Right Front
4) Right Rear
d. Clean battery tops.
2. Converter Cabinet Assembly:
a. Clean the cabinets (with clean dry air or powerful vacuum
cleaner).
b. Clean inside controller.
c. Inspect for loose wires, loose connections or deterioration of
insulation.
d. Remove converter cover panels. Remove dust inside cabinet
and from cards with clean, dry compressed air or vacuum
cleaner.
SERVICE MANUAL
500-HOUR NON-OPERATIONAL ELECTRICAL PM...CONT'D

Service
Checked Required
3. Generator:
a. Record brush length (check the same brushes every 500
hours):
NOTE: Replace brushes if less than 1" (25.4mm) in length.
1) Inside brush
2) Endbell side brush
b. Check brush spring condition.
c. Clean generator.
d. Check condition of slip rings.
1) Good film
2) Uneven wear
3) Arcing
e. Check to ensure external wiring to the generator is secure.
f. Check cables going to electrical cabinet for proper insulation
and retention.
g. Check all brush springs to ensure they are fully installed and
secure.
h. Check bearings for grease leaking.
4. Wheel Motors:
Perform the following visual and mechanical checks of the motor
condition:
a. Remove dust, dirt or other debris from the interior of the axle
housing and motor interior as much as possible with a vacuum
cleaner or other means. DO NOT USE HIGH PRESSURE
SHOP AIR as this tends only to drive the particles into crevices
and does not remove the dust and debris effectively.
b. Check that all wiring, cabling, is securely anchored.
c. Check that bolting, screws, etc., are all tight on brush boxes
and check insulated brush box support ring.
d. Check for free brush movement in boxes or if brushes are too
loose in boxes. Refer to “TAKING CARE OF YOUR DC
MOTOR”.
e. Check that brush leads are secure in brushes. Refer to
“TAKING CARE OF YOUR DC MOTOR”.
f. Check brush length (replace if close to wear line or less than
1" (25.4mm). Include measurement data in the table “BRUSH
WEAR MEASURE AND CONDITION RECORD. NOTE: Do
not replace the brushes until the Preventive Maintenance
Program 500-Hour Non-Operational Electrical PM tables
have been completed.
SERVICE MANUAL
500-HOUR NON-OPERATIONAL ELECTRICAL PM...CONT'D
5. Power Cables:
a. Check cables from back of electrical control cabinet to
generator.
b. Check battery cable to starter.
6. Braking Grid Resistors:
a. Clean. If steam cleaning or using air to clean, be careful not to
damage the mica on the mounts.
b. Check the resistors to ensure they are secure and not warped
or burned.
c. Check the mounting structure to ensure the bolts are secure.
d. Check the wiring harness and connections.
SERVICE MANUAL
BRUSH WEAR MEASUREMENT & CONDITION RECORD

BRUSH WEAR MEASUREMENT AND CONDITION RECORD
REFER TO TA8010-5 FOR ILLUSTRATION
MOTOR BRUSH DIM. DIM. ANY SPECIAL CONDITIONS OF BRUSHES - SEE
NO. NO. NOTE 4 BELOW
1.
#1
2.
FRONT
LEFT 3.
MOTOR 4.
1.
#2 2.
FRONT
3.
RIGHT
MOTOR 4.
1.
#3 2.
REAR
3.
LEFT
MOTOR 4.
1.
#4 2.
REAR
3.
RIGHT
MOTOR 4.
1. THE TYPE OF MACHINE INVOLVED.

2. QUANTITY OF BRUSH TRACKS PER MOTOR COMMUTATOR VARIES
WITH THE MOTOR TYPE AND SIZE.
4. SEE CHAPTER 4.0 OF “TAKING CARE OF YOUR DC MOTOR” FOR
CONDITIONS TO LOOK FOR.
TA8010-5
TA8010-5
LeTourneau, Inc. 2005 All Rights Reserved 004AJC017 ( p1 )
SERVICE MANUAL
BRUSH TIR MEASUREMENT & CONDITION RECORD

BRUSH T.I.R. MEASUREMENT AND CONDITION RECORD
MOTOR NO. TRACK NO. T.I.R. MAX. BAR-TO- SURFACE CONDITION -

BAR SEE NOTE 4 BELOW
1.
#1 2.
FRONT LEFT MOTOR 3.
4.
1.
#2
2.
FRONT RIGHT
3.
MOTOR
4.
1.
#3 2.
REAR LEFT MOTOR 3.
4.
1.
#4 2.
REAR RIGHT MOTOR 3.
4.
1. THE TYPE OF MACHINE INVOLVED.

2. QUANTITY OF BRUSH TRACKS PER MOTOR COMMUTATOR VARIES WITH THE MOTOR
TYPE AND SIZE.
4. IN THE “SURFACE CONDITIONS” COLUMN, INDICATE OBSERVED CONDITION OF
COMMUTATOR SURFACE CONCERNING THE FOLLOWING: (a) CONDITION OF FILM, (b)
SIGNS OF ARCING, (c) GROOVING, (d) OTHER CHARACTERISTICS. REFER TO “TAKING
CARE OF YOUR DC MOTOR” FOR AN INTERPRETATION OF THE OBSERVATIONS.
SERVICE MANUAL
RETURNING MACHINE TO SERVICE

SERVICE
RETURNING MACHINE TO SERVICE

Service
Checked Required
1. Returning machine to service
a) Close manual air release valve.
b) Connect shop air to quick connect fitting on receiver tank and
pressurize compressed air system to operating pressure of 65
to 90 psi.
c) Check compressed air system for air leaks.
d) Replace axle access covers.
e) Move Maintenance Lockout Switch to ON position.
f) Unblock wheels.
g) Turn Filter Purge Timer Switch to the ON position.
h) Start engine. Verify proper oil level and pressure.
i) Move frame lock to unlocked position.
Serious damage is possible if machine is moved with frame lock in locked position.
SERVICE MANUAL
NOTES
SECTION 4, PART 10
MODULE 4
INSTRUCTIONS FOR 1000-HOUR
STRUCTURAL AND WELD INSPECTION
REPORT
SERVICE MANUAL
NOTES
SERVICE MANUAL
1000-HR OPERATIONAL & NON-OPERATIONAL INSPECTIONS & SERVICE


Checked Service
Required
1. Sending Units
a. Test radiator and hydraulic tank level switches.
2. Braking Grids
PR11 PR12 PR13 PR14
a. Resistance (1.21 ohms
each 1.82 ohms per motor,
6 resistors per motor)
b. Insulation to ground
(greater than 3 Meg ohms)

SERVICE
Service
Checked Required
1. Engine Maintenance
a. Check safety (inner) air filter element (change filter as per
manufacturer’s recommendations). DO NOT CLEAN THIS
FILTER!
b. Inspect and clean fuel check valve(s) - Cummins (2) Detroit (1)
2. Check and record the following on the generator
a. Slip ring wear (runout .004” maximum; grooving of .080”
maximum)
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJD001 ( d 1 )
SERVICE MANUAL
NOTES
SERVICE MANUAL
1000-HOUR STRUCTURAL & WELD INSPECTIONS

INSTRUCTIONS FOR 1000 HOUR STRUCTURAL AND
WELD INSPECTION REPORT
• Every 1000 hours of operation, use a hot water high-pressure washer or steam cleaner
to remove build ups of dirt, grease and grime from machine components.
When washing the machine, be careful not to damage safety or

instructional placards. Use a cloth and soap and water to clean them. DO
NOT use a steam cleaner, solvent or high-pressure washer to clean safety
placards. The possibility of the placards being hidden under dirt or grease
may make inadvertent damage possible. Replace any placards that are
damaged, deteriorated or illegible as soon as possible. Refer to the Parts
Catalog to order replacement placards.
• Use the illustrations provided herein for each structural member as a guide to the
location and manner of joint construction. If necessary, use a wire brush to remove
rust or paint to make the weld or area suspected of being cracked clearly visible.
Closely inspect all welds and load bearing components for cracks. Special
attention should be paid to the ends of welds, corners and bends. Particular
attention should be paid to load bearing attachments such as the lift arms and ball
joints. The entire assembly and the mounting location should be thoroughly
inspected.
• Indicate on the STRUCTURAL AND WELD INSPECTION LOG SHEET, the
number of the inspection location as “OK” if no crack is found or “Crack” for each
location that a crack is found and describe the crack (length/width etc.).
• If cracks are found in any structural members, discontinue use of the machine until
the cracks are repaired.
• Perform a dye penetrant test per ASTM E165 standards on any welds that are
suspected of being cracked.
• Fax or mail a copy of the STRUCTURAL AND WELD INSPECTION LOG SHEET
to the applicable LeTourneau, Inc. Dealer and the LeTourneau, Inc. Product
Support Department, in Longview, Texas, U.S.A.
• Instructions regarding the welding of LeTourneau, Inc. structural steel are available
in the machine’s service manual or through the LeTourneau, Inc. Product Support
Department.
It is recommended that consultation be held with the LeTourneau, Inc.

Product Support Group before making major structural repairs. Repair
recommendations provided by the LeTourneau, Inc. Product Support
Department will be based on the latest engineering design data and field
experience.
Inspection locations shown on illustrations depict typical left and right

sides.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJD003 ( d 1 )
SERVICE MANUAL
NOTES
STRUCTURAL & WELD INSPECTION LOGSHEET(1 OF 2)-L-1850

LeTourneau, Inc. 2005 All Rights Reserved 004AJD003 ( p1 )

FIGURE 1-LIFT ARMS-L-1850

FIGURE 2-FRONT FRAME-SIDE VIEW-L-1850

FIGURE 3-FRONT FRAME-REAR VIEW-L-1850


FIGURE 5-REAR FRAME-L-1850

FIGURE 6-REAR AXLE-L-1850

















SECTION 4, PART 10
MODULE 4A
1500-HOUR OPERATIONAL INSPECTIONS
AND SERVICE
SERVICE MANUAL
NOTES
SERVICE MANUAL
1500-HR OPERATIONAL INSPECTIONS & SERVICE



SERVICE
Service
Checked Required
1. Hydraulic Filter Replacement
a. Case drain filters - 2
b. Return filters – (2 – L-1350) (3 – L-2350)
c. Auxiliary oil cooler (optional) - 1
d. Hydraulic pump gearbox-1
e. Bleed hydraulic pumps prior to start-up (HYDRAULIC PUMP
PRIMING).
2. Blower Load Adapter
a. Replace breather filter.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJDA001 ( d 1 )
SERVICE MANUAL
NOTES
SECTION 4, PART 10
MODULE 5
2000-HOUR OPERATIONAL AND NON-
OPERATIONAL INSPECTIONS AND
SERVICE
SERVICE MANUAL
NOTES
SERVICE MANUAL
2000-HOUR OPERATIONAL INSPECTIONS & SERVICE

Alert non-essential personnel to stay clear of machine during operational inspections.
1. Ball Cap Dial Indicator Inspections (DIAL INDICATOR INSPECTION OF BALL CAP
ENDPLAY).
Checked Checked
a. Oscillating axle ball caps (0.010”-0.018”) front rear
b. Lift arm ball caps (0.014”-0.024”) left right
c. Steering pivot ball caps (0.008”-0.015”) top bottom
d. Hoist cylinder ball caps (0.012”-0.020 left right
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJE001 ( d 1 )
SERVICE MANUAL
2000-HOUR OPERATIONAL INSPECTIONS & SERVICE

NON-OPERATIONAL INSPECTIONS AND SERVICE
SECURE THE MACHINE BEFORE PERFORMING INSPECTIONS OR
SERVICE.
Service
Required
Checked
1. Fuel Tank
a. Drain and flush.
2. Hydraulic System
a. Check torque on hydraulic pump housing bolts (PUMP
HOUSING BOLT TORQUE CHECK).
3. Traction Motor Commutator Profiles
a. Refer to “TAKING CARE OF YOUR DC MOTOR”.
4. Drivers
a. Clean driver filtration system strainers and replace spin-on
filters.
5. Visually Inspect Generator Slip Rings
a. If any problems are noted, such as rapid brush wear, broken
brush, broken brush spring, grooved slip ring, etc., a dial
indicator inspection should be made to determine TIR (AC
GENERATOR).
Bleed hydraulic pumps before returning loader to service (HYDRAULIC

SYSTEM POST SERVICE REQUIREMENTS).
6. Engine
a. Drain, flush and refill engine coolant (as per manufacturer’s
recommendations).
b. Check DCA level (Cummins only).
7. Blower Load Adapter
a. Drain and refill with SAE 10W40 or 15W40 engine oil.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJE001 ( d 2 )
SECTION 4, PART 10
MODULE 6
5000, 6000 AND 12,000-HOUR NON-
OPERATIONAL INSPECTIONS AND
SERVICE
SERVICE MANUAL
NOTES
SERVICE MANUAL
5000,6000,12000-HOUR NON-OPERATIONAL INSPECTIONS & SERVICE

NON-OPERATIONAL INSPECTIONS AND SERVICE
SECURE THE MACHINE BEFORE PERFORMING INSPECTIONS OR SERVICE
Service
Checked Required
1. Engine
a. Drain, flush and refill engine coolant (as per manufacturer’s
recommendations).

NON-OPERATIONAL SERVICE
Service
Checked Required
1. Rotate Drivers (DRIVER MAINTENANCE AND ROTATION).
2. L-1850-L-2350 – Model 57 Driver: Service Drivers if lubricating
or analysis indicates the need (ANALYSIS OF LUBRICATING
OIL).
PREVENTIVE MAINTENANCE PROGRAM 12,000-HOUR

NON-OPERATIONAL SERVICE
Service
Checked Required
1. Drivers (DRIVER MAINTENANCE AND ROTATION).
a. L-1350 Model 51B Driver: Drain and remove cover structure.
Inspect countershaft gears and middle pinion.
b. L-1350 Model 51B Driver: Remove DC motor from driver.
Inspect primary gears and DC motor pinion.
c. L-1350 Model 51B Driver: Rotate if no problems noted.
d. L-1850-L-2350 Model 57 Driver: Remove inspection plate.
Inspect countershaft gears and middle pinion.
e. L-1850/L-2350 Model 57 Driver: Rotate if no problems noted.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 004AJF001 ( d 1 )
SERVICE MANUAL
NOTES
SECTION 5
TIRE AND RIM MAINTENANCE
SERVICE MANUAL
NOTES
SERVICE MANUAL
TIRE AND RIM MAINTENANCE 1

TIRE AND RIM MAINTENANCE
LETOURNEAU, INC.
OPERATING AND SERVICE MANUAL
OSL-5

TIRE MAINTENANCE AND REPAIR PROCEDURES
CHECK TIRES DAILY FOR PROPER INFLATION PRESSURE, CUTS, BRUISES OR
OTHER DAMAGE
PREVENT TIRE CONTACT WITH OIL AND PETROLEUM PRODUCTS
PREVENT OVERLOADING
INSPECT THE WORK AREA
TIRE REPAIRS
RECAPPING AND RETREADING
ADDITIONAL TIRE INFORMATION AND WARRANTY
TIRE INFLATION AND DEFLATION PROCEDURES USE OF HALTEC MEGA BORE
VALVE SYSTEM (Optional)
HALTEC MEGA BORE VALVE SYSTEM (Optional)
INFLATION EQUIPMENT
STORAGE AND HANDLING OF TIRES
TIRE AND RIM - MOUNTING AND DEMOUNTING
MAINTENANCE AND HANDLING OF RIMS
PARTS STORAGE
WHEEL AND TIRE REMOVAL
DEMOUNTING TIRE FROM RIM ASSEMBLY
INSPECTIONS OF DEMOUNTED TIRE AND RIM ASSEMBLIES
MOUNTING RIM ASSEMBLY TO TIRE - IMPORTANT SAFETY INFORMATION
WHEEL AND TIRE INSTALLATION
WHEEL HUB CAPSCREW TORQUE SPECIFICATIONS
TIRE EXPLOSION (SAFETY HINTS)
TRAMMING GUIDELINES
GOODYEAR VENDOR INFORMATION
SERVICE MANUAL
TIRE AND RIM MAINTENANCE 1

Figure 1. MEGA BORE TIRE VALVE
Figure 2. MEGA BORE TIRE INFLATION INSTRUCTIONS – STEP 1
Figure 11. MEGA BORE INFLATION INSTRUCTIONS – STEP 10
Figure 12. MEGA BORE DEFLATION INSTRUCTIONS – STEP 1
Figure 15. TIRE DATA PLATE LOCATED ON THE RIGHT SIDE OF THE FRONT
FRAME
Figure 16. TIRE HANDLING METHODS
Figure 17. TYPICAL RIM ASSEMBLY, L-1350-L-1850-L-2350
Figure 17.1. TYPICAL RIM ASSEMBLY, L-950
Figure 18. CAPSCREW LUBRICATION
Figure 19. CAPSCREW/HARDENED FLATWASHER INSTALLATION – WHEEL
ATTACHMENT
Figure 20. HARDENED FLATWASHER – WHEEL INSTALLATION
Figure 21. L-1350-L-1850-L-2350 WHEEL CAPSCREW REMOVAL AND
INSTALLATION TORQUE PATTERN – MODELS 51 AND 57 DRIVER
Figure 21.1. L-950 WHEEL CAPSCREW REMOVAL AND INSTALLATION TORQUE
PATTERN – MODEL 35A DRIVER
SERVICE MANUAL
WARNING 1
DEFLATE TIRE TO "0" PSI PRIOR TO REMOVAL OF WHEEL FROM

MACHINE FOR ANY REASON. REFER TO TIRE INFLATION AND
DEFLATION PROCEDURES - USE OF HALTEC MEGA BORE VALVE.
FAILURE TO FOLLOW THIS SAFETY PRECAUTION COULD RESULT
IN SERIOUS INJURY OR LOSS OF LIFE.
SERVICE MANUAL
WARNING 1
UNDER NO CIRCUMSTANCE SHOULD THE RIM BE HEATED WHILE

TIRE IS STILL MOUNTED AND INFLATED. THIS MEANS NO WELDING
AND CUTTING TORCH OR ANY OTHER PROCEDURE THAT WOULD
CAUSE EXTREME HEAT. FAILURE TO COMPLY WITH THIS WARNING
IS DANGEROUS AND COULD RESULT IN LOSS OF LIFE.
SERVICE MANUAL
SCOPE OF THIS PUBLICATION 1

Tires are a significant part of overall equipment expenses, and their maintenance can greatly
affect productivity. Familiarizing yourself with the information in this publication and contacting
the tire manufacturer for additional information will reduce the expenses associated with the
tires on the machine and increase productivity.
Persons NOT TRAINED in tire installation and removal on these heavy

machines MUST NOT PERFORM the work described in this publication.
Severe injury or death may result because of failure to follow proper
procedures.
TIRE MAINTENANCE AND REPAIR PROCEDURES
CHECK TIRES DAILY FOR PROPER INFLATION PRESSURE, CUTS, BRUISES OR
OTHER DAMAGE
All tires should be inspected daily for cuts, bruises, fabric breaks, excessive or uneven wear,
embedded stones and rocks and any other damage which can be repaired. A considerable
increase in tire service can be realized if tire injuries are repaired before they have progressed
to the non-repairable stage. Tires should be kept inflated to the correct air pressure at all
times (refer to TIRE INFLATION AND DEFLATION PROCEDURES - USE OF HALTEC MEGA
BORE VALVE).
Tire damage may be hidden under dirt and mud. It is IMPORTANT to

periodically clean the tires with a hot water high-pressure washer and do a
thorough inspection of the tires.
PREVENT TIRE CONTACT WITH OIL AND PETROLEUM PRODUCTS
Rubber that is exposed to oil, gasoline or grease for prolonged periods of time may become
spongy and deteriorate rapidly. Always avoid driving a machine equipped with rubber tires
through a puddle of gasoline, fuel oil, lubricating oil, or grease. Never let a tire stand in oil or
grease spot overnight.
PREVENT OVERLOADING
LeTourneau, Inc. machines are designed to carry a maximum payload. Excessive loading will
overstress both the machine and tires and shorten the life of both. Verify the payload for the
model of machine before operation.
INSPECT THE WORK AREA
The area in which the machine works should be inspected frequently for hazards that could
damage tires. Although it takes time and effort to properly maintain the work area, the delay
and cost of tire and machine breakdowns caused by a poorly maintained work area is many
times greater.
TIRE REPAIRS
Prompt repair of tire injuries will prevent small injuries from enlarging and causing tire
failure. Always use the best tire facilities available. Minor cuts, snags, or punctures should be
repaired upon discovery. The following guidelines will help in the routine repair of tire injuries:
SERVICE MANUAL
SCOPE OF THIS PUBLICATION 1
a. Skive with a sharp-pointed knife around any cut in the tire tread that is of sufficient depth or
shape to hold pebbles or dirt. The angle of the skive should be no more than sufficient to
expel all foreign material and should not extend deeper than the breaker. The skive should
not go to the bottom of the hole.
b. Tires with shallow cuts, if treated promptly, may be allowed to continue in service. If the cut
extends deeper into the carcass, the tire should be removed for repair. Ordinary tubeless
tire punctures can be repaired without removing the tire from the rim. Use tire repair plugs
and follow guidelines given by the tire manufacturer.
c. The tire must be removed from the rim to repair larger punctures or cuts. Irregular shaped
punctures or cuts less than 1/2 inch in size can be repaired with a plug and a hot patch.
Insert a repair plug into the hole to keep out moisture and to back up the hot patch. Trim
the plug off flush with the inside of the casing, buff and apply the hot patch according to the
instructions supplied with the hot patch equipment.
d. Punctures 1/2 inch or larger, large cuts or bruise breaks require sectional or reinforced
vulcanized repair. Cover the repair patch with a layer of cushion gum after application to
the tubeless tire to insure airtight repair. Any cords of the inside ply that are exposed in
buffing and are not covered with repair patch must be coated with cushion gum to prevent
air leakage into the carcass plies on tubeless tires.
RECAPPING AND RETREADING

There are two general methods employed in restoring tread surface to off-highway tires:
recapping and retreading.
A recapped tire has a new tread cured right over the old tread surface.
A retreaded tire has the old tread removed entirely and a new tread cured directly onto the
body of the tire.
A tire can be recapped or retreaded if the cord body is free of cuts, bruises and separation and
is thoroughly sound, including previous repairs.
Consult the tire manufacturer for specific recommendations on tire

recapping and retreading.
ADDITIONAL TIRE INFORMATION AND WARRANTY
For additional information concerning servicing, proper inflation pressure, warranty or repairs,
consult the respective tire manufacturer’s representative in your area.
SERVICE MANUAL
TIRE INFLATE-DEFLATE PROC-HALTEC MEGA BORE VALVE SYS & FIGURE 1 1

TIRE INFLATION AND DEFLATION PROCEDURES USE OF
HALTEC MEGA BORE VALVE SYSTEM (OPTIONAL)
While rubber-tired loaders have numerous advantages over their track-mounted counterparts,
proper care of their tires is essential to maintaining those advantages. Tires are the one
component on front-end loaders where literally, “the rubber meets the road,” because proper
tire inflation plays a key role in maximizing both tire life and overall machine performance.
Over-inflation and under-inflation pressures can cause serious tire and machine problems.
Of particular significance is over-inflation of the rear tires. This condition can have a very
detrimental effect on frame fatigue and traction motor overspeed. Over-inflated rear tires can
also cause the rear of the loader to “bounce”. This action, in turn, multiplies any stresses
through the rear frame and the articulation ball/sockets. Under severe instances, the rear tires
can lose traction and cause an instantaneous motor overspeed.
IMPROPER INFLATION HAZARDS
Over Inflation Under Inflation
Increased Risk of Cutting Increased Risk of
Sidewall Damage
Increased Wear Rate Increased Wear Rate
Stiff Ride Poor Stability
Reduced Tractive Effort Potential Rim Slippage
Increased Shock Load Increased Risk of Casing
Fatigue
Potential Overspeed
Increased Frame Stress
Stand behind the tread when inflating tires, as shown below. Do not stand
in front of or behind the tire and rim assembly. In the event of tire
explosion, failure to comply with this warning could result in serious injury
or death.
SERVICE MANUAL
TIRE INFLATE-DEFLATE PROC-HALTEC MEGA BORE VALVE SYS & FIGURE 1 1
1. NEVER operate the machine with under-inflated or over-inflated tires.

2. Have cuts or punctures repaired before adding air.
3. Bleeding the tire should never counteract excessive pressure buildup. The
only correct way to reduce excessive buildup is to reduce load, speed or both.
4. ALWAYS wear safety glasses when inflating or deflating tires.
HALTEC MEGA BORE VALVE SYSTEM (OPTIONAL)
The wheels on the loaders are optionally equipped with the Haltec MB-8 Mega Bore valve
system, which provides inflation and deflation of the tires (refer to illustration "MEGA BORE
TIRE VALVE"). The following instructions are for inflating and deflating the tires using the
Haltec Megabore Valve System.
Figure 1. MEGA BORE TIRE VALVE

INFLATION EQUIPMENT
A 100-CFM air compressor must be utilized to get maximum benefit of the Mega Bore valve
system. This air compressor then needs to be connected to the Mega Bore inflator with hoses
and couplers that have a minimum inside diameter of 11/16” (18.84 mm).
If anything less than these requirements is used, the system will not work
to its full potential.
SERVICE MANUAL
TIRE INFLATION AND DEFLATION PROCEDURES CONT'D AND FIGURES 2,3,4 1

INFLATION PROCEDURES – STEP 1
(Refer to illustration "MEGA BORE TIRE INFLATION INSTRUCTIONS - STEP 1")
Wheel must be mounted on the machine before inflating.

• Remove rim bolt-on guard for access to Mega Bore valve
(refer to illustration "MEGA BORE TIRE INFLATION
INSTRUCTIONS - STEP 1").
• Clean away dirt and mud from around Mega Bore valve.
For clarity reasons, valve is not shown installed in rim. Assume for these
instructions elbow is installed into rim.
Figure 2. MEGA BORE TIRE INFLATION

INSTRUCTIONS – STEP 1
SERVICE MANUAL

INFLATION PROCEDURES – STEP 2 (Refer to illustrations "MEGA BORE TIRE VALVE"
and "MEGA BORE INFLATION INSTRUCTIONS - STEP 2")
• Remove the Mega Bore cap (1) from the Mega Bore Valve Body (2).

INFLATION PROCEDURES – STEP 3 (Refer to illustration "MEGA BORE TIRE

INFLATION INSTRUCTIONS - STEP 3")
• Assemble the Mega Bore inflator components (3). The Mega Bore inflator assembly is
provided with the inflator body, shut off valve (ball type) an elbow fitting (11/16” min.
diameter). A male quick coupling (customer furnished) is installed into the end of the
shutoff valve as shown. Assemble the pieces as shown in illustration "MEGA BORE
TIRE INFLATION INSPECTIONS - STEP 3". Use thread sealant on all threads.

SERVICE MANUAL

• Couple Mega Bore Valve body with Mega Bore inflator by turning the knurled nut on the
inflator in a clockwise direction until seated.
• Place shut off valve in the closed position, as shown.
INFLATION PROCEDURE – STEP 5 (Refer to illustration "MEGA TIRE INFLATION

INSTRUCTIONS - STEP 5")
• Turn the Mega Bore core housing counter-clockwise until it reaches the internal stop and
will unscrew no further. They may be a small amount of air escaping as the core housing
is being unscrewed.
SERVICE MANUAL

INFLATION PROCEDURES – STEP 6 (Refer to illustration "MEGA BORE
• The tire is now ready to be inflated.
Refer to Tire size and inflation date in the TIRE SIZE INFLATION DATA
RECOMMENDED COLD TIRE INFLATION PRESSURES TABLE for the
proper tire pressure. The tire inflation data is also located on a metal
plated mounted on the right-hand side of the front frame at the pivot area
(refer to illustration "TIRE DATA PLATE LOCATED ON THE RIGHT SIDE OF
THE FRONT FRAME"). The front and rear tires have different pressures.
• Couple air hose to male quick connector. Make sure air available to inflator is at 100
psig.
• Slowly open ball valve connected to Mega Bore inflator and air compressor to inflate the
tire.
SERVICE MANUAL
TIRE INFLATION AND DEFLATION PROCEDURES AND FIGURES 8,9,10 1

• Periodically, close the shut-off valve and check air pressure, with an air pressure gauge,
through the Schrader valve mouth at the end of the core housing. If pressure is not yet
up to desired point, open shut-off valve. Retest pressure periodically. Continue this
procedure until tire is at proper inflation pressure.

• When inflation is complete, turn the shut-off valve to the closed position and remove air
hose.
• Turn the Mega Bore core housing clockwise until it is tightened back against the face of
the valve body. Again, there may be a small amount of air escaping while the housing is
being screwed back into place.
SERVICE MANUAL
TIRE INFLATION AND DEFLATION PROCEDURES AND FIGURES 8,9,10 1

• Remove the Mega Bore inflator assembly from the Mega Bore valve body by turning the
knurled nut on the inflator in a counterclockwise direction to disengage, as shown.
SERVICE MANUAL

INFLATION PROCEDURES – STEP 10 (Refer to illustration "MEGA BORE INFLATION
• Replace the Mega Bore cap.
Replace bolt-on cover (refer to illustration "MEGA BORE TIRE INFLATION INSTRUCTIONS -
• STEP 1")
Figure 11. MEGA BORE INFLATION

DEFLATION PROCEDURES – STEP 1 (Refer to illustration "MEGA BORE DEFLATION

When deflating a tire, always stand clear of the air stream, as any foreign
material in the tire will also be released with the air.
Before deflating tire, loader must be jacked up or hoisted so that tire is

clear of the ground. Refer to LOADER JACKING INSTRUCTIONS.
SERVICE MANUAL

a. Attach Mega Bore inflator to Mega Bore valve body by repeating Steps 1 through 4 of
INFLATION PROCEDURES.

• Turn the Mega Bore core housing counter-clockwise until it reaches the internal stop and
will unscrew no further (as done in Step 5 of inflation procedures, above). There may be a
small amount of air escaping as the core housing is being unscrewed. The tire is now
ready to be deflated.
• Wear ear and eye protection while deflating. Deflate tire by opening the ball valve
connected to the Mega Bore valve inflator.
When the sound of escaping air has stopped, always remove the Schrader
valve core and run a wire through the valve to be sure the air is completely
evacuated before performing any service work on the tire and rim
assembly.
SERVICE MANUAL
SERVICE MANUAL
TIRE INFLATION AND DEFLATION PROCEDURES CONT'D AND FIGURES 14,15 1

a. Remove the Mega Bore valve inflator from the valve body by turning the knurled nut on the
inflator in a counterclockwise direction (as done in Steps 9 and 10 of inflation procedures,
above).
b. The tire or rim is now ready to be removed or serviced (WHEEL AND TIRE REMOVAL).
TIRE SIZE AND INFLATION DATA RECOMMENDED COLD TIRE INFLATION PRESSURES
Machine L-1350 L-1850 L-2350
Tire Size/Ply Rating 49/75 x 51, 74 PR 53.5/85 x 57, 68 PR 70/70 X 57, 82 PR
50/80 x 57, 57 PR
52/80 x 57, 57 PR
55/80 x 57, 57 PR
Inflation Pressure, Front (PSI) 105 105 115
Inflation Pressure, Rear (PSI) 45 45 65
Rim Size 51 x 46 57 x 44 60 x 57
57 x 36
NOTE
Recommended inflation pressures are “cold” pressures. If pressure is checked
before the tire cools down (in some cases this can be up to 24 hours) allow a
margin of 15 PSI over recommended “cold” pressure for pressure build up due
to heat.
To maintain these pressures, weekly inspections should be instituted to verify
cold inflation pressures. When possible, daily checks by the operators will help
to maintain optimum pressure levels, lengthen tire life and increase machine
performance.
SERVICE MANUAL
TIRE INFLATION AND DEFLATION PROCEDURES CONT'D AND FIGURES 14,15 1
Figure 15. TIRE DATA PLATE LOCATED ON THE RIGHT SIDE OF

THE FRONT FRAME
SERVICE MANUAL
NOTES
SERVICE MANUAL
STORAGE AND HANDLING OF TIRES 1

STORAGE AND HANDLING OF TIRES
The best care given to tires in service by operators and maintenance personnel can be
completely nullified by careless storage. Time is not the only contributing factor to
deterioration of rubber products.
a. STORAGE: To avoid premature aging and degradation of tires during storage, it is
necessary to protect them from:
1. Changes of temperature, drafts, extreme heat (more than 100ºF) and humidity.
2 Ozone sources, such as welders, spark-producing motors, mercury vapor quartz
bulbs, battery chargers with mercury rectifiers, and direct exposure to the sun can
all damage tires. Stored tires should be carefully covered with a tarpaulin or some
other suitable material, such as opaque plastic sheeting, to prevent contact with the
contaminants listed above.
3. Distortion, such as from stacking can also damage tires. Upright positioning of tires
is preferred over stacking to minimize distortion and stress. Horizontal stacking
may compress the tire walls making inflation difficult. If tires are stored in racks, the
lower supporting members should provide as broad a surface as possible to the tire
tread to avoid concentration of load.
Tires should be stored to allow the oldest ones to be used

first.
b. HANDLING: The following guidelines will help eliminate deterioration of the beads and
resultant tire failures:
1. Do not lift a tire by the beads directly with a crane’s hook.
2. Use slings or chains to lift tires that are protected with a rubber covering.
3. Pick up tires under the tread and not by the beads when using a forklift.
4. If forklift trucks are used for handling they should be equipped with broad, well-
rounded arms to distribute the load and prevent damage to the tire bead. When
handling tires with the fork truck, do not scrape the fork across the bead.
5. For all tires shipped with bead protectors, leave this protection on until mounting
time. Also, save the protectors as they can be used to cover a tire’s bead when it is
dismounted for recapping, retreading or repair.
Consult the tire manufacturer for specific recommendations on tire storage

and handling. Refer to MACHINE STORAGE PROCEDURES for additional
information concerning the maintenance of the tires mounted on machines
placed in storage.
SERVICE MANUAL
NOTES
SERVICE MANUAL
TIRE AND RIM-MOUNTING AND DEMOUNTING 1

TIRE AND RIM - MOUNTING AND DEMOUNTING
The following instructions and safety precautions are for the general maintenance, handling
and repair of the tire and rim assemblies on the machine.
Persons NOT TRAINED in tire installation and removal on these heavy

machines MUST NOT PERFORM the work described in this publication.
Severe injury or death may result because of failure to follow proper
procedures.
Under NO circumstances should the rim be heated while tire is still

mounted and inflated. This means NO welding and cutting torch or any
other procedure that would cause extreme heat. Failure to comply with this
warning is dangerous and could result in loss of life.
It is IMPORTANT to pay close attention to all safety information within this

section and to read and understand tire manufacturers’ manuals on the
mounting and dismounting of tires before attempting to perform any
maintenance or repair to the tire and rim assemblies on the machine.
MAINTENANCE AND HANDLING OF RIMS
Tubeless tire rims perform an important function as part of the assembly air seal. Proper care,
therefore, must be taken not to distort or mutilate the rim parts because they must mate
properly to form part of the basic air chamber. Since the rim base, bead seat bands, and
flanges are endless, distortion may prevent easy assembly as well as possibly resulting in no
seal. The following guidelines should be followed in the maintenance and handling of the rims
on the machine:
• Never lift a rim by the valve hole.
• Never drop, tumble or roll rim parts.
• Babbitt or lead hammers, not sledge hammers should be used in assembling rims.
• Check rim components periodically for fatigue cracks. Replace all cracked, badly worn,
damaged and severely rusted components.
• Clean rims and repaint to stop detrimental effects of corrosion. Be very careful to clean
all dirt and rust from the lock ring gutter. This is important to secure the lock ring in its
SERVICE MANUAL

proper position.
A filter on the air inflation equipment to remove the moisture from the
airline aids in the prevention of corrosion. The filter should be checked
periodically to see that it is working properly.
PARTS STORAGE
• If rim parts are stored outdoors, they should be given a protective coat of a good
commercial primer.
• Similar parts should be stacked together neatly to prevent distortion.
• O-rings are seals and should be carefully stored in a cool, dry place where they will not
be damaged.
• Valves also should be stored in a cool, dry and clean place.
WHEEL AND TIRE REMOVAL
The following procedure is applicable to both front and rear wheel assemblies.
The preferred method of handling the tires is with commercial truck-

mounted equipment designed for this purpose. This equipment is available
by contracting with a specialty tire equipment company. The following
recommendations are made to aid in field removal/installation should
commercial tire handling equipment not be available.
The following hoists and rigging are required for removal and installation of the wheel and tire
assembly:
• A crane or jack suitable to lift the weight of the loader for removal of the wheel and tire.
Refer to LOADER JACKING INSTRUCTIONS for weight applicable to your machine.
ALWAYS ALLOW A SAFETY MARGIN ABOVE THIS WEIGHT.
SERVICE MANUAL

• A crane of suitable height and capacity to hoist the wheel and tire from the loader.
ALWAYS ALLOW A SAFETY MARGIN ABOVE THE LISTED WEIGHT. The
approximate weight of the wheel and tire assemblies on LeTourneau, Inc. loaders is:
• L-1350 – 16,000 Lbs. (7303 Kgs.)
• L-1850 – 17,000 Lbs. (7711 Kgs.)
• L-2350 – 22,000 Lbs. (9979 Kgs.)
• L-950 – 8,600 Lbs. (3901 Kgs.)
• Two (2) wire rope slings of equal length (36 ft. recommended), of sufficient capacity for
lifting the applicable wheel and tire assembly weight (refer to illustration "TIRE HOISTING
SLING"). ALWAYS ALLOW A SAFETY MARGIN ABOVE THIS WEIGHT. The slings
should be covered with a protective rubber covering to prevent the cable from cutting into
the tire (automotive heater hose or equivalent is recommended). The sling ends can also
be fitted over a suitable lifting ring, if desired.
To remove the wheels and tires from a loader, perform the following procedure:
a. Park the machine on level ground and lower the bucket to the load carrying height.
b. Set the park brake.
c. Lockout the machine’s starting capability with the Maintenance Lockout Switch (optional)
or place a DO NOT OPERATE SIGN on the controls and remove the key.
d. Block the wheels not being removed.
e. Move frame lock to the locked position.
f. Hoist or jack the loader to a suitable height for removing the wheel and tire. Refer to
LOADER JACKING INSTRUCTIONS.
DO NOT lift the loader with the lift arms. Serious damage to the loader
could occur.
Bleed tire air pressure to 0 PSI. Refer to TIRE INFLATION AND DEFLATION
PROCEDURES - USE OF HALTEC MEGA BORE VALVE.
g. Position the crane hook, with slings attached, directly over the center of the tire.
h. Lower the cables down and secure cables in the lugs of the tire, as shown in illustration
"TIRE HOISTING SLING".
i. Remove the 1” x 4” capscrews and hardened washers to release the wheel and tire from
the driver hub. Retain hardware in a safe place for re-use.
SERVICE MANUAL
It is essential to follow incremental torque pattern shown in illustrations

"WHEEL CAPSCREW REMOVAL AND INSTALLATION TORQUE PATTERN"
for removal of wheel/tire assembly from the machine. Not following this
pattern could cause some fasteners to become overloaded resulting in
breakage and unplanned movement of the wheel/tire assembly or
component damage.
The use of 1” drive impact socket, P/N 416-2114, is recommended for

removing the wheel retaining capscrews. This socket has an outside
diameter of 1.75” to fit between the driver and wheel. Contact your
authorized LeTourneau, Inc. distributor or the LeTourneau, Inc. Parts
Department in Longview, Texas, to order
j. Carefully lift and direct the wheel and tire away from the driver assembly as required.
DEMOUNTING TIRE FROM RIM ASSEMBLY
Do not proceed with the demounting procedure until the tire has been
deflated In accordance with TIRE INFLATION AND DEFLATION
PROCEDURES - USE OF HALTEC MEGA BORE VALVE. Failure to comply
with safety precautions could be endanger your life.
Each wheel assembly consists of two formed steel sections, the rim base structure and bead
seat band, with an inner and outer removable side ring flange, which holds the tire in
alignment. An O-ring is installed between the upper part of the outer end of the base structure
and below the bead band section to prevent air loss. A lock ring is then placed between the
bead seat band and the outer edge of the inner base section and is locked in place by a drive
key. Refer to illustration "TYPICAL RIM ASSEMBLY" for correct sequence of assembly or
disassembly of the applicable rim sections.
SERVICE MANUAL
FIGURE 16 1
MECHANICAL HANDLER (PREFERRED METHOD)
SERVICE MANUAL
FIGURE 16 1
TIRE HOISTING SLING (ALTERNATIVE METHOD)
Figure 16. TIRE HANDLING METHODS
SERVICE MANUAL
FIGURE 17 1

1. RIM BASE STRUCTURE

2. WASHER
3. CAPSCREW
4. FLANGE
5. O-RING
6. DRIVE LUG
7. BEAD SEAT BAND
8. LOCK RING
9. MEGA BORE VALVE (Optional)
Figure 17. TYPICAL RIM ASSEMBLY, L-1350-L-1850-L-

2350
1. RIM STRUCTURE
2. FLANGE
3. LOCK RING
4. BEAD SEAT BAND
5. O-RING
6. DRIVE LUG
Figure 17.1. TYPICAL RIM ASSEMBLY, L-950
TA9643-8
TA1
1
2
3
4
7
8
RIM ASSEMBLY-L-1350-L-1850-L-2350
TA2
2 2
3
6
1 4
RIM ASSEMBLY-L-950
SERVICE MANUAL
TIRE AND RIM-MOUNTING AND DEMOUNTING CONT'D 1

a. Place the deflated tire and rim on a flat surface with the outer rim facing up. Use blocking,
when required, to support the rim with the tire clear of the ground or floor.
b. Refer to GOODYEAR OFF-ROAD RIM AND SAFETY AND SERVICE MANUAL, for
correct safety instructions and demounting procedures for removing a rim from a tire.
INSPECTIONS OF DEMOUNTED TIRE AND RIM ASSEMBLIES
a. TIRE INSPECTIONS
Serious tire damage may not be visible from the outside and a thorough inspection of the
inside of the casing is important when a tire is dismounted.
1. Inspect for cuts or fabric breaks that have penetrated the tire body.
2. The casing should be inspected closely for any sharp pointed objects that may have
penetrated the tire body but are invisible from the outside.
Never use combustible detergents to clean rim parts or tire

sections.
3. All dirt, dust, water or other foreign matter should be cleaned from the inside of the tire.
4. Replace tubeless valve assembly if its condition is questionable.
b. RIM ASSEMBLY INSPECTIONS
The rim parts used with tubeless tires form an important part of the air chamber. Therefore,
they should be checked for distortion or mutilation that would prevent an effective air seal
when the tire and rim are reassembled.
1. Carefully inspect rim components for cracks, bends distortion, or other damage. If any
of these parts become damaged, they MUST be repaired or replaced with new parts. If
this is not done, they may fly off during inflation, possibly causing injury.
2. Clean all rust and dirt from the rim parts and wheel and apply a coat of good grade
primer paint. Allow the paint to dry thoroughly before remounting tire.
3. Rubber O-rings are air seals for tubeless tire and rim assemblies and therefore should
be carefully handled to provide an airtight seal when the tire is remounted on the rim.
ALWAYS use new O-rings when remounting tires.
MOUNTING RIM ASSEMBLY TO TIRE - IMPORTANT SAFETY INFORMATION
Refer to TIRE EXPLOSION (SAFETY HINTS) publication regarding clean

inflation air and tire explosions.
a. MAKE SURE correct parts are being assembled. Refer to "TYPICAL RIM ASSEMBLY" on
page 005A020 (p) for an illustration of the applicable rim assembly.
b. DOUBLE CHECK to make sure all rim components are properly seated prior to inflation.
c. DO NOT re-inflate a tire that has been run flat without first inspecting the tire, rim and
wheel assembly. Double check the lock ring for damage; make sure that it is secure in the
gutter before inflating.
SERVICE MANUAL
TIRE AND RIM-MOUNTING AND DEMOUNTING CONT'D 1

d. DO NOT seat rings by hammering while the tire is inflated. Do not hammer on an inflated
or partially inflated tire and rim assembly.
e. DO NOT inflate tire before all side and lock rings are in place. Check components for
proper assembly again after inflating to approximately 5 psi (34 kPa).
f Place the rim base structure on a flat surface. Use blocking as required to keep the tire
clear of ground.
g. Refer to GOODYEAR OFF-ROAD RIM AND SAFETY AND SERVICE MANUAL for
correct safety instructions and other procedures to mount rim to tire.
Do not inflate tire until the wheel and tire have been mounted on the
machine.
WHEEL AND TIRE INSTALLATION
The following procedure is applicable to both front and rear wheel assemblies.
a. Follow Steps “f” through “h” of WHEEL AND TIRE REMOVAL.
b. Carefully hoist the wheel and tire into position for mounting on the driver. Line up of the
wheel attachment capscrews can be accomplished by swinging left or right to move the
wheel in the direction of alignment.
c. Mating surfaces on rim and driver hub must be clean and free of oil and paint before the
wheel is bolted to driver.
d. Lubricate the capscrew threads and under the head with SAE 30W motor oil before
installation (refer to illustration "CAPSCREW LUBRICATION").
e. L-1350/L-1850/L-2350: Install the wheel attachment capscrews with hardened
flatwashers (alternately opposite one another) (refer to illustration
"CAPSCREW/HARDENED FLATWASHER INSTALLATION"). Refer to NOTE following.
Start the capscrews by hand. If it is difficult to start the capscrews by hand, remove the
individual capscrews and use a 1” x 8 UNC thread chaser to clean the 1” tapped hole in
the driver. Additional capscrews should be installed in the same manner until all
capscrews are secured and properly torqued. Follow applicable torque chart on
illustration "L-1350-L-1850-L-2350 WHEEL CAPSCREW REMOVAL". Refer to
WHEEL HUB CAPSCREW TORQUE SPECIFICATIONS.
L/D-950: Install the wheel attachment capscrews (alternately opposite one another) (refer
to illustration "CAPSCREW INSTALLATION"). Start the capscrews by hand. If it is
difficult to start the capscrews by hand, remove the individual capscrews and use a thread
chaser to clean the tapped hole in the driver. Additional capscrews should be installed in
the same manner until all capscrews are secured and properly torqued. Follow
applicable torque chart on illustration "L/D-950 WHEEL CAPSCREW REMOVAL".
Refer to WHEEL HUB CAPSCREW TORQUE SPECIFICATIONS.
SERVICE MANUAL
TIRE AND RIM-MOUNTING AND DEMOUNTING CONT'D AND FIGURES 18,19,20 1
L-1350/L-1850/L-2350: BE SURE all washers are installed on wheel

attachment capscrews.
L-1350/L-1850/L-2350: Hardened washers are required under the heads of
the capscrews used to retain the rims to the drivers on ALL LeTourneau,
Inc. loader models.
• Part Number 695-7197 – fits L-1350, L-1850 and L-2350 loaders.
L/D-950: Does not have washers installed on wheel attachment capscrews.
Refer to TIRE INFLATION AND DEFLATION PROCEDURES - USE OF

HALTEC MEGA BORE VALVE before proceeding with inflation procedures.
f. Inflate the tire to the pressure listed for the tire in the TIRE SIZE AND INFLATION DATA
RECOMMENDED COLD TIRE INFLATION PRESSURES Table. There is also an
instructional sign, which lists recommended tire pressures, located on the right hand
side of the front frame at the pivot area. NOTE: Front and rear pressure is different.
g. Lower loader to the ground.
h. Move frame lock to the unlocked position.
Verify torque on wheel attaching capscrews after the first 2, 6, 14 and 100
hours of operation and every 500 hours thereafter.
Figure 18. CAPSCREW LUBRICATION
SERVICE MANUAL
TIRE AND RIM-MOUNTING AND DEMOUNTING CONT'D AND FIGURES 18,19,20 1
Figure 19. CAPSCREW/HARDENED FLATWASHER INSTALLATION – WHEEL

ATTACHMENT
Figure 20. HARDENED FLATWASHER – WHEEL INSTALLATION
SERVICE MANUAL
WHEEL HUB CAPSCREW TORQUE SPECIFICATIONS 1

WHEEL HUB CAPSCREW TORQUE SPECIFICATIONS AND REFER TO ILLUSTRATION
"TORQUE PATTERN"
These guidelines should be followed for all new machines, remounted tire and rim assemblies
and for normal operation of machines in service.
Rim to wheel hub capscrew torque requirement: 1”-8 UNC X 4”, 12 pt. capscrew - rim to wheel
hub.
Lubricated with 30W motor oil on threads and under heads = 872 ft. lbs. (1182 N•m)
a. The use of 1”-drive impact socket P/N 416-2114 is recommended for torquing the wheel
retaining capscrews. This socket has an outside diameter of 1.75” to fit between the
driver and wheel. Contact your authorized LeTourneau, Inc. distributor or the
LeTourneau, Inc. Parts Department in Longview, Texas, to order.
b. Verify torque after first 2, 6, 14 and 100 hours of operation and every 500 hours
thereafter.
c. If no loose capscrews are found during the two-hour and six-hour verifications, then it is
acceptable to perform spot checks on subsequent verifications.
d. If any loose capscrews are found during the six-hour or 14-hour check, retorque the
loose capscrews and continue to verify the torque on four-hour intervals. If after four
verifications of torque the capscrews continue to come loose, the wheel should be
removed and all mating surfaces examined and cleaned as required.
Refer to THE IMPORTANCE OF PROPER BOLT TORQUE AND GRADE IN

MACHINE OPERATION for additional information concerning the
maintaining of proper bolt torque.
SERVICE MANUAL
FIGURE 21 1

Figure 21. L-1350-L-1850-L-2350 WHEEL CAPSCREW REMOVAL AND
INSTALLATION TORQUE PATTERN – MODELS 51 AND 57 DRIVER

Figure 21. 1 L/D-950 WHEEL CAPSCREW REMOVAL AND INSTALLATION TORQUE
PATTERN – MODEL 35A DRIVER
NOTE: Follow the numbered sequence in incremental removal or tightening until

all capscrews are removed or achieve desired torque. Do not tighten any
one capscrew before others are drawn in down incrementally.
TA9779-8
TA1
TORQUE PATTERN L-1350-L-1850-L-2350

TA2
TORQUE PATTERN L/D 950

SERVICE MANUAL
NOTES
SERVICE MANUAL
TIRE EXPLOSION 1

TIRE EXPLOSION (SAFETY HINTS)
In the past few years there have been instances of tires exploding violently while on vehicles.
The tires were literally torn apart by the forces of violent explosions. When tires explode in this
manner, the forces involved are so great that the potential for serious personal injury or
property damage exists.
It is the purpose of this bulletin to remind all tire service people that more explosions are going
to occur if the proper precautions are not taken.
As you probably have read before, the cause of these explosions is the existence of
inflammable vapors inside the casing that form an explosive mixture with air. These vapors
may enter the casing in several ways, as explained below. Such mixtures, under the right
conditions, may be ignited by an electro-static discharge.
It is believed that in most cases the inflammable vapors are pumped into the tire along with the
air from the air compressor when the tire is inflated.
There are several ways in which the inflammable vapors may get into the compressor:
a. USING ALCOHOL, METHANOL, DRY GAS, AND OR ANY OTHER INFLAMMABLE
MATERIAL IN THE COMPRESSOR TO PREVENT FREEZING OR CONDENSATION -
This is a sure way of pumping in explosive vapors and should not be done. Proper and
frequent draining of moisture condensation from the compressor tank should eliminate
the need for antifreeze. It is strongly recommended that the compressor be located
inside where freezing will not be a problem.
b. STORING INFLAMMABLE SOLVENTS OR RUBBER CEMENTS IN PROXIMITY OF
THE AIR INTAKE OF THE COMPRESSOR - It is recommended that the compressor be
isolated in an area by itself and kept completely free from other operations such as tire
repairing, studding, etc.
c. CLEANING OF THE AIR SCREEN ON THE COMPRESSOR INTAKE WITH
INFLAMMABLE SOLVENTS SUCH AS GASOLINE OR VARSOL - When cleaning, be
doubly sure the entrapped solvent on the screen is well blown off with an air hose before
reinstalling.
d. LOCATION OF A BATTERY CHARGER NEAR THE AIR COMPRESSOR INTAKE -
When a battery is being recharged, it gives off hydrogen gas that is highly inflammable.
This could be very dangerous if sucked into the compressor intake.
Also, one other source of inflammable vapor could be the bead lubricant you are using. Check
to make sure that this does not have an inflammable base.
We strongly advise that you take a fresh look at your tire inflation and compressor equipment
and make sure that all potential sources of trapping inflammable vapors in a tire are
eliminated.
Reprinted Courtesy of the UNlROYAL Tire Company — Detroit, Michigan
SERVICE MANUAL
NOTES
SECTION 6
FUEL SELECTION, MAINTENANCE
AND STORAGE
SERVICE MANUAL
NOTES
SERVICE MANUAL
FUEL SELECTION, MAINTENANCE & STORAGE 1

FUEL SELECTION, MAINTENANCE AND
STORAGE
LETOURNEAU, INC.
DIGITALLY CONTROLLED MACHINES
OSL-6
TABLE OF CONTENTS
GRADE SELECTION
GRADE 1-D
GRADE 2-D
FUEL QUALITY SELECTION CRITERIA
CETANE RATING
FUEL SULFUR CONTENT
FUEL OPERATING TEMPERATURE AND VISCOSITY
DISTILLATION
FINAL BOILING POINT
OTHER SELECTION CRITERIA
EMERGENCY FUELS
FUEL BLENDING
WINTER FUEL PROBLEMS
LOSS OF ENGINE POWER
FUEL WAX (CLOUD POINT)
WATER CONTAMINATION
ETHER COLD-STARTING AID
ENGINE IDLING
FUEL STORAGE
CONTAMINATION
STORAGE TANK MAINTENANCE
STORAGE TANK CONSTRUCTION
MICROBIAL CONTAMINATION OF FUEL
FUEL ADDITIVES
FUEL FILTERS AND FUEL PROCESSOR
FUEL COOLER – CUMMINS ENGINES ONLY
FUEL TANK CHECK VALVE (s)
FUELING THE MACHINE
SAFETY IN FUELING OPERATIONS
SERVICE MANUAL
FUEL SELECTION, MAINTENANCE & STORAGE 1

Figure 1. FUEL PROCESSOR – DETROIT DIESEL (Optional)
Figure 2. FUEL COOLER CORE – CUMMINS ENGINE ONLY
Figure FUEL CHECK VALVE KIT INSTALLATION
2.1.
Figure 3. TYPICAL FUEL FILLER LOCATIONS
Figure TYPICAL FUEL FILTER (DETROIT APPLICATION)
3.1.
Figure 4. TYPICAL CENTRAL SERVICE SYSTEM (Optional)
Figure 5. TYPICAL FUEL SYSTEM INSTALLATION
Figure 6. TYPICAL FUEL SYSTEM LAYOUT

Proper fuel selection, maintenance and storage has great importance in the life of diesel
powered machines. Following these recommendations will help to increase production, reduce
maintenance expenses and increase the life of the engine.
In addition to these general instructions, it is IMPORTANT to refer to the

engine manufacturer’s recommendations (available on website) regarding
proper fuel, storage and oil change intervals as affected by the fuel used in
the machine.
GRADE SELECTION
Diesel engines burn a wide variety of fuels, but use of clean fuel is imperative and selection of
the right type is important. The two major grades of diesel fuel are 1-D and 2-D.
GRADE 1-D
Grade 1-D is more volatile and is recommended for modern high-speed engines, with variable
loads and speeds, as well as for operation in extremely cold weather, or at altitudes above
5000 ft.
GRADE 2-D
Grade 2-D is recommended for high-speed engines, with relatively high loads and more
uniform speeds, as well as for engines, not requiring the higher volatility of 1-D. Grade 2-D is
generally less expensive than 1-D and more widely used.
SERVICE MANUAL
FUEL QUALITY SELECTION CRITERIA 1

FUEL QUALITY SELECTION CRITERIA
When evaluating diesel fuel for use in your machine, consider the following items and any
others that may be noted in engine manufacturers’ manuals or service bulletins.
Some fuels will give better performance, higher efficiency, improved reliability, or lower
maintenance costs than others. Fuel must be selected based on overall operating costs, not
just the price per gallon.
Most engine manufacturer’s specifications refer to the tests done by The American Society for
Testing and Materials (ASTM). Their test results are published in their Annual Book of
Standards. It is IMPORTANT to verify the tests referred to by the manufacturer for various
rating criteria are comparable to the test data on the fuel supplied by your fuel vendor.
Insist that the fuel vendor periodically supply you with the proper documentation to be sure you
are using fuel that meets manufacturer’s recommendations and the needs of your specific
application. Fuel quality can change with each bulk delivery.
CETANE RATING
Ignition qualities of diesel fuels are measured by the cetane number, which is roughly
comparable to the octane rating of gasoline. Cetane ratings are mistakenly used to indicate
fuel quality. A high cetane number should not be considered alone when evaluating fuel
quality. Cetane ratings vary from 33 to 64. High-cetane fuels permit engines to be started at
lower air temperatures and higher altitudes, provide faster engine warm-up without misfiring,
reduce varnish and carbon deposits, and help eliminate knock caused by slow ignition. Fuel
with too high cetane rating can cause incomplete combustion, which can rapidly dilute and
contaminate engine oil.
FUEL SULFUR CONTENT
Fuels with high sulfur content cause rapid deterioration of the engine lubricating oils that
protect and cool engine parts, necessitating more frequent oil changes. Engine manufacturers
provide their recommendations for allowable fuel sulfur content and normal oil change intervals
in their operator’s manuals and service manuals. These intervals may vary in length depending
on engine operation, fuel quality, and lubricant quality. The proper oil change interval for your
application may be established by recommendations of an on-going oil analysis program
provided by the manufacturer. As an oil analysis program indicates the condition of the engine,
it should not be used to extend oil change intervals. The oil should be changed if any
contamination is present in concentrations exceeding manufacturer’s recommendations. The
choice of fuel should be changed to stay within these guidelines if the analysis program
indicates it is a source of contamination.
FUEL OPERATING TEMPERATURE AND VISCOSITY
Diesel fuel provides cooling for the injection system. The temperature of the fuel may vary
considerably due to the ambient temperature, engine operating temperature and the amount of
fuel remaining in the tank. As fuel temperature increases, the fuel viscosity and therefore the
lubrication capabilities of the fuel diminish. Maintaining proper fuel temperatures in
combination with the selection of fuels with the viscosity ranges recommended by the
manufacturer will assure proper injection system functioning.
SERVICE MANUAL
FUEL QUALITY SELECTION CRITERIA 1

DISTILLATION
The boiling range is very important in consideration of diesel fuel quality. Many specifications
contain a partial listing of the distillation test results, i.e. Distillation Temperature at 90%
Recovered etc. Many diesel fuels are blended products that may contain constituents with
boiling ranges much different than the majority of the fuel composition. The full boiling range as
recommended by the engine manufacturer in the operator’s manual or service manual should
be closely followed.
FINAL BOILING POINT
Fuel can be burned in an engine only after it has been completely vaporized. The temperature
at which the fuel is completely vaporized is described as the End Point Temperature. This
temperature must be low enough to permit complete vaporization at combustion chamber
temperatures. The combustion chamber temperature depends on ambient temperature, engine
speed and load. Poor vaporization is more apt to occur during severe cold weather, prolonged
idling, and light operation. Engines operating under these conditions should use fuels with
lower distillation end point temperatures.
OTHER SELECTION CRITERIA
There are several other items to consider in the selection of fuel that are listed in most engine
manufacturer’s requirements. These include:
Water and sediment: The amount of water and solid debris in the fuel is generally classified
as water and sediment. It is good practice to filter fuel while it is being put into the tank. More
water vapor condenses in partially filled tanks due to breathing caused by temperature
changes. Filter elements, fuel screens in the fuel pump and fuel inlet connections on injectors
must be cleaned or replaced whenever they become dirty. These screens and filters, in
performing their intended function, will become clogged when using a poor or dirty fuel and will
need to be changed more often.
Density: Gravity is an indication of the high-density energy content of the fuel. A fuel with a
high density (low API gravity) contains more BTUs per gallon than a fuel with a low density
(higher API gravity).
Carbon Residue: The tendency of a diesel fuel to form carbon deposits in an engine can be
estimated by determining the Ramsbottom or Conradson carbon residue of the fuel after 90
percent of the fuel has been evaporated.
Cloud Point: The cloud point of the fuel is the temperature at which crystals of paraffin wax
first appear. Crystals can be detected by a cloudiness of the fuel. These crystals will cause
filters to clog.
Ash: The small amount of non-combustible metallic material found in almost all petroleum
products is commonly called ash.
Acid Number: Using fuel with higher acid numbers can lead to higher levels of wear than
desirable.
SERVICE MANUAL
EMERGENCY FUELS, FUEL BLENDING, WINTER FUEL PROBLEMS 1

EMERGENCY FUELS
Most manufacturers provide specifications and tolerances for fuel that must be used in an
emergency situation where the recommended fuel is not available. Use of these fuels can have
an adverse effect on engine performance and durability. They are meant to be used for short
periods of time when no other fuels are available. Refer to engine manufacturer’s manuals
(available on the manufacturer’s website), technical service bulletins and authorized
distributors and your fuel supplier for information on emergency fuels.
FUEL BLENDING
Refer to engine manufacturer’s manuals (available on the manufacturer’s

website), technical bulletins and consult with authorized distributors and
your fuel supplier before blending any fuel for use in the machine.
Three common practices of fuel blending are:

The first is the blending of heavier fuels with lighter fuels to lower the wax content, cloud point,
and pour point, and thus improve cold weather operation.
The second is the blending of NEW engine lubricating oil with fuel to increase the viscosity.
The third is the blending of USED engine lubricating oil to reduce fuel costs and to aid in
disposing of used engine oil.
Some manufacturers specifically DO NOT recommend blending USED

lubrication oil with diesel fuel and others have allowable specifications.
Refer to engine manufacturer’s manuals (available on the manufacturer’s
website), technical bulletins or consult with authorized distributors before
blending used lubricating oil with diesel fuel for use in the machine.
SERVICE MANUAL
NEVER blend gasoline, gasohol, or alcohol (ethanol or methanol) with

diesel fuel. This practice creates an extreme fire hazard and under certain
conditions an explosive hazard.
WINTER FUEL PROBLEMS

The two major winter fuel problems encountered by owners and operators of diesel-powered
equipment are wax and ice. There is no solution to either of these problems that is ideal for all
situations. The following troubleshooting information should help with these problems:
LOSS OF ENGINE POWER
Determining whether a low power complaint is due to a fuel filter-plugging problem is fairly
simple; replace the fuel filter with a new one. If this allows the machine to operate normally
even for a short period of time, then obviously something in the fuel is plugging the filter and
causing the problem.
A simple way to determine whether the filter plugging is caused by wax or ice is to bring the
plugged filter into a warm shop, drain out the liquid fuel, place the filter upside down on a piece
of paper or in a shallow pan, and allow the filter to warm to room temperature. If ice is the
problem, it will melt and run out of the filter and the water on the paper or in the pan will be
obvious. Most petroleum wax will not melt at room temperature. To speed the process, the
filter can be cut open and spread out. Once the cause of the problem is determined, then a
logical solution can be chosen.
FUEL WAX (Cloud Point)
All diesel fuel contains paraffin wax. This paraffin occurs naturally in the crude oil from which
diesel fuel is distilled. The wax content of diesel fuel varies depending on the crude from which
it was produced and in its processing. Because of the strong relationship between temperature
and solubility of wax, wax separation is a problem in handling and using diesel fuel during cold
weather.
As fuel cools, a temperature is reached at which the fuel becomes saturated with wax; and any
further cooling will cause wax to separate out of solution. The temperature at which the
solution is saturated is the cloud point. If fuel is cooled below the cloud point, the fuel becomes
so thick it will no longer flow. This temperature is the Pour Point. At the Pour Point, most of the
fuel is still liquid although it is very thick or viscous and trapped in a honeycomb-like network of
wax crystals.
Wax in the fuel will deposit in any restriction or sharp bend in the fuel plumbing system. If fuel
starvation occurs during cold weather operation and plugged fuel filters do not seem to be the
problem, look for plugging of tank pickup screens, sharp bends in the fuel lines, fittings, etc.
SERVICE MANUAL

WATER CONTAMINATION
Free water (non-dissolved) in the fuel can freeze at low temperatures and the resulting ice
crystals can plug fuel filters causing fuel starvation.
Water can get into a diesel engine’s fuel system in two ways:
1. Water can be in the storage tank and be entrained when filling the machine’s fuel tank.
Care must be taken to keep fuel storage tanks free of condensate.
2. Water, or moisture, in the air above the fuel can condense on the walls of the fuel tank.
Condensation in the machine’s fuel tank occurs when the air in the tank cools down
during a shutoff period.
Refer to FUEL STORAGE and FUEL ADDITIVES for IMPORTANT

information concerning proper fuel storage, fuel additives and fueling
procedures that relate to water contamination.
SERVICE MANUAL
ETHER COLD-STARTING AID, ENGINE IDLING, FUEL STORAGE 1

ETHER COLD-STARTING AID
Ether has a cetane rating of 85 to 96, which is highly volatile, and is commonly used as a cold
weather starting aid. However, it is highly explosive and can damage an engine if too much is
sprayed in before cranking.
NEVER spray ether-starting aid into the air intake of the LeTourneau, Inc.
Cartridge Filtration System (KLENZ system). Personal injury or component
damage is possible.
Spray ether into the engine ONLY while operating the starter and use it
sparingly. Ether should NEVER be used in engines equipped with glow
plugs.
Refer to SAFETY INSTRUCTIONS for additional safety precautions

concerning the use of ether cold-starting aid.
ENGINE IDLING
Avoid unnecessary engine idling. During long engine idling periods (10 minutes or more),
the engine coolant temperature will fall below the normal operating range. The incomplete
combustion of fuel in a cold engine will cause crankcase dilution; formation of lacquer or
gummy deposits on the valves, pistons and rings and rapid accumulation of sludge in the
engine.
FUEL STORAGE
The importance of proper fuel storage cannot be stressed too highly. Many
diesel engine difficulties can be traced to dirty or contaminated fuel or fuel
that has been in storage too long.
SERVICE MANUAL
ETHER COLD-STARTING AID, ENGINE IDLING, FUEL STORAGE 1

WATER CONTAMINATION
Diesel fuel oxidizes in the presence of air and water. The oxidation of fuel can result in the
formation of undesirable gums and sediment. Such undesirable deposits can cause filter
plugging, combustion chamber deposit formation and gumming or lacquering of injection
system components with resultant sticking or wear.
STORAGE TANK MAINTENANCE
Storage tanks and stored fuel should be inspected regularly for dirt, water, scale, sludge and
other foreign matter; and cleaned if necessary. Drain and flush storage tanks periodically.
Water will condense in partially filled tanks.
Fuel storage tanks should be tested often with water detecting paste
(usually obtainable from fuel vendors) to be sure they are dry. If water is
detected, it must be pumped out and what remains must be treated with
anhydrous isopropyl alcohol or methoxy ethanol to prevent freezing. It is
IMPORTANT to refer to engine manufacturer’s manuals (available on the
manufacturer’s website), technical bulletins or consult with authorized
distributors to determine the correct approach before treating the fuel with
these additives.
STORAGE TANK CONSTRUCTION

Diesel storage tanks can be constructed of aluminum, monel, stainless steel, black iron,
welded steel or reinforced (non-reactive) plastic. The storage tanks should have provision for
draining water that settles in their bottoms.
A galvanized steel tank should NEVER be used for fuel storage because the
fuel reacts chemically with the zinc coating to form powdery flakes which
can quickly clog the fuel strainer, filter and damage the fuel pump and
injectors.
If keeping water out of bulk storage tanks is a persistent problem, a drier

(fuel/water separator) should be installed on the bulk fuel dispensing
system.
SERVICE MANUAL
MICROBIAL CONTAMINATION OF FUEL, FUEL ADDITIVES 1

MICROBIAL CONTAMINATION OF FUEL
Microbial contamination of the fuel occurs primarily in bulk storage facilities and is passed into
the fuel system of machines during the fueling process. These microorganisms, primarily
bacteria and fungi, exist rather harmlessly in moisture-free fuel, passing through fuel systems
without causing any problems. However, in the presence of water, these microorganisms begin
to grow and reproduce. The rate of growth depends on how well the environment suits the
particular organism’s needs. An improperly maintained fuel tank on a machine is an ideal place
for these microorganisms to flourish.
Microbial contamination of a fuel system can cause several problems:
The first and usually most obvious is fuel filter plugging with a greenish-black or brown slime,
frequently accompanied by a foul odor. This slimy, string-like colony can also plug sharp bends
in fuel lines, fuel meters and other restrictions.
The second problem these microorganisms cause is corrosion due to the acid by-products
some of them produce.
The third problem is that if the microorganisms pass through the fuel filter, they will form
deposits and cause damage in the fuel pump and injectors.
The best way to verify the presence of microbial contamination is to routinely use a
commercially available test kit. These test kits can detect microorganisms before there is any
evidence of a problem.
There are several microbiocide additives commercially available and it is

IMPORTANT to refer to manufacturer’s manuals (available on the
manufacturer's website), technical bulletins and consult with authorized
distributors and your fuel supplier before treating your fuel for microbial
contamination.
Physical contact with microbes or fungi from a fuel tank must be avoided.
When a fuel tank is contaminated and cleaning is necessary, workers must
be protected with breathing apparatuses. The most common problem
associated with exposure to these microorganisms is dermatitis, which can
be very serious. Any exposed skin must be thoroughly washed with warm,
soapy water. Avoid eating, drinking and smoking while working with
contaminated tanks. Any ingestion of microorganisms or exposure to
broken skin must be considered serious. It is recommended that if this
happens the worker be taken to a doctor, along with a sample of the
microorganisms.
SERVICE MANUAL
NEVER place the removed contaminants into sewer systems as the

microorganisms can kill bacteria used in sewage treatment. NEVER place
these contaminants in storm sewers or surface water streams as they can
kill fish and other aquatic animals.
FUEL ADDITIVES
Great care must be exercised in the choice and use of additives. Some fuel additives
can be harmful to the engine. Most legitimate fuel additives perform only one function. Multi-
functional fuel additives are mixtures of several additives. All fuel additives perform differently
in different fuels; therefore, the additive used must be one to which the fuel will respond.
There are no known additives that increase the power or improve the
efficiency of a properly maintained engine.
Fuel additives should NOT be used unless specifically recommended by

the engine manufacturer.
Some fuel additives provide temporary benefits but do not replace good fuel handling
practices. Such additives are helpful when water or microbial contamination is suspected:
Isopropyl alcohol and methoxy ethanol - for treatment of water contamination and
prevention of ice crystal formation. Refer to engine manufacturer’s guidelines (available on the
manufacturer's website) for the amount to be mixed with the fuel. Refer to FUEL STORAGE for
additional information on the use of these additives.
Microbiocide additives - for treatment of microbe growth or black “slime.” Follow
manufacturer’s instructions for treatment. Refer to MICROBIAL CONTAMINATION OF FUEL
for additional information concerning the use of microbiocide additives.
SERVICE MANUAL
NEVER blend gasoline, gasohol, or alcohol (ethanol or methanol) with

diesel fuel. This practice creates an extreme fire hazard and under certain
conditions an explosive hazard.
Refer to FUEL BLENDING for additional information and cautions

concerning blending of diesel fuel.
SERVICE MANUAL
FUEL FILTERS, FUEL COOLER, FUELING MACHINE, SAFETY FUEL OPS & FIGURE 1, 2, 2.1 1

FUEL FILTERS AND FUEL PROCESSOR
It is essential to replace the fuel filters per the engine manufacturer’s recommendations
outlined in the engine owner’s manual. The location of fuel filters varies with the engine
manufacturer. The engine owner’s manual is available on the manufacturer’s website.
Loaders with Detroit Diesel engines are optionally equipped with a fuel filter/separator system
that consists of a permanently mounted fuel processor and a replaceable spin-on filter. The
unit is mounted on the right side of the radiator in most applications (refer to illustration "FUEL
PROCESSOR - DETROIT DIESEL"). The filter must be replaced every 500 hours of
operation. Instructions for replacing the filter are included in the manufacturer’s product
information.
FUEL COOLER - CUMMINS ENGINES ONLY
Loaders equipped with Cummins engines have a fuel cooler that cools the fuel being returned
to the fuel tank. The cooler core is mounted behind the engine radiator (refer to illustration
"FUEL COOLER CORE - CUMMINS ENGINE ONLY"). When the fuel’s viscosity level
indicates the need for cooling, the fuel is routed through the cooling core via a 4-psi check
valve and then to the fuel tank. Check fuel cooler frequently for a buildup of dust and dirt.
Clean with a high-pressure washer or steam cleaner as required.
(MOUNTED RIGHT SIDE OF RADIATOR)

Figure 1. FUEL PROCESSOR –DETROIT DIESEL (OPTIONAL)
SERVICE MANUAL
Figure 2. FUEL COOLER CORE – CUMMINS ENGINE ONLY

FUEL TANK CHECK VALVE
The loader is equipped with a fuel line check valve(s), located on the fuel tank, at the right rear
of the loader. Detroit Diesel equipped machines have one check valve and Cummins engine
equipped machines have two check valves. Every 1000 hours of operation, remove, inspect
and clean the valve(s) as required. Refer to illustration "FUEL CHECK VALVE KIT
INSTALLATION".
1. FUEL CHECK VALVE
2. FLATWASHER
3. FLATWASHER
4. FILTER FUEL SUCTION
5. O-RING
6. COMPRESSION SPRING
7. PIPE BUSHING
8. PIPE NIPPLE
9. RED PIPE
10. HYDRAULIC PIPE NIPPLE
Figure 2A. FUEL CHECK VALVE KIT INSTALLATION
SERVICE MANUAL

FUELING THE MACHINE
The loader has a fuel filler neck located at the left rear of the tow unit (refer to illustration
"FUEL FILLER LOCATIONS"). An optional central service system is available, which provides
a quick connect fitting for fueling the machine. The central service system is also located at the
left rear of the tow unit (refer to illustrations "FUEL FILLER LOCATIONS" and "CENTRAL
SERVICE SYSTEM").
The best fuel, if contaminated by dirt or water, can damage an engine.

Refer to FUEL STORAGE for additional information concerning
contamination of diesel fuel.
a. Fueling should never take place in a locale where dust, dirt or water can enter an open
fuel tank.
b. Dust, dirt and water should be wiped away from the machine’s fuel tank and cap
before opening.
c. The machine’s fuel tank should be drained periodically to eliminate water which
condensates in the tank and settles in the bottom. Refer to TYPICAL FUEL SYSTEM
INSTALLATION illustrations "L-1350", "L-1850-L-2350" or "TYPICAL FUEL SYSTEM
LAYOUT" (as applicable) for an illustration of the loader’s fuel system. Also, refer to
COMPONENT CLEANING for additional cleaning recommendations.
The machine should be refueled after each shift to prevent condensate

from accumulating in the tank and contaminating the fuel.
Do not fill the tank all the way to the top. Fuel expands as it gets warm and
may overflow. This is a potential fire hazard.
SERVICE MANUAL

SAFETY IN FUELING OPERATIONS
These guidelines should be followed in the routine fueling of the machine to ensure safe
operations:
a. Fuel leaks and spills are a fire hazard. Look for them during routine inspections and
report any problems to your supervisor. Should a leak or spill be discovered, correct
the problem and clean the affected area before operating the machine.
b. NEVER smoke while checking the fuel level or refueling. Unguarded trouble lights,
flames, or spark producing devices should be kept at a safe distance while fueling.
c. NEVER use an open flame to check fuel level or for a leak on the machine. Use a
flashlight.
d. ALWAYS stop the engine while fueling the machine.
e. The fueling facility should be in a well-ventilated and well-lighted location.
f. Learn the location and operation of the fire extinguisher closest to the fueling facility.
Training only! Always use your machine original documentation! TA1
10
1 7
2 9
8
FUEL TANK CHECK VALVE(S)

SERVICE MANUAL
FIGURES 3, 3.1 & 4 1

1. CENTRAL SERVICE SYSTEM (OPTIONAL)
2. FUEL FILLER NECK (STANDARD)
Figure 3. TYPICAL FUEL FILLER LOCATIONS
1. FUEL FILTER
(DETROIT DIESEL APPLICATION)
(LEFT REAR OF TOW UNIT)

Figure 3.1. TYPICAL FUEL FILTER
(LEFT REAR OF TOW UNIT)

Figure 4. TYPICAL CENTRAL SERVICE SYSTEM (OPTIONAL)
APPROXIMATE COMPONENT LOCATIONS

1 2

SERVICE MANUAL
Training only! AlwaysFIGURE
use your
5 machine original documentation! 1
Item ID ITEM DESCRIPTION
FUEL SYSTEM GROUP
1 COVER ASSEMBLY, ACESS - FUEL TANK
2 CLAMP STRUCTURE
3 O-RING
4 COVER STRUCTURE
5 CAPSCREW, 1/2"-13 X 1-3/4"
6 PLUG, PIPE - 3/4", HEX CSK.
7 ADAPTER, #16 MP X #16 MP
8 HOSE ASSEMBLY, #16 X 96"
9 REDUCER, PIPE - 1-1/2" X 1"
10 NIPPLE, PIPE - 1"
11 VALVE, CHECK
12 ELBOW, #16 MP X 90° X #16 MJ
14 ELBOW, #16 MP X 90° X #16 MJ
15 COUPLING, PIPE 1"
16 NIPPLE, PIPE - 1" X 3"
17 REDUCER, PIPE - 1-1/2" X 1"
18 MOUNTING BRACKET, FUEL FILTER
19 U-BOLT, CONDUIT
20 SEPARATOR, FUEL FILTER
21 BOLT, 3/8"-16 X 1-1/2"
22 LOCKWASHER, 3/8"
23 FLATWASHER, 3/8"
24 SENSOR, FUEL LEVEL
25 BOLT, 1/2"-13 X 2"
26 FLATWASHER, 1-1/16"
27 GAUGE STRUCTURE, FUEL
28 GASKET, FUEL GAUGE
29 ADAPTER, #10 FJ X #10 FJ - SWIVEL
30 ADAPTER, #16 MJ X #10 MJ
31 ELBOW, #16 MJ X 90° X #16 FJ - SWIVEL
33 HOSE, BREATHER - 1-1/4" X 45"
34 CLAMP, HOSE WORM - 1-1/16"
35 VENT ASSEMBLY
36 FUEL CAP ASSEMBLY KIT
37 CAP ASSEMBLY, FUEL
38 LATCH, FILLER NECK
39 LOCKNUT, 3/8"-24
40 FLATWASHER, 1/4"
41 BOLT, 1/4"-20 X 1/2"
42 FILLER NECK STRUCTURE, FUEL
43 GASKET, FUEL FILLER NECK
44 LOCKWASHER, 3/8"
45 BOLT, 3/8"-16 X 3/4"
46 BOLT, 3/8"-24 X 1"
47 REAR FRAME STRUCTURE
Figure 5. TYPICAL FUEL SYSTEM INSTALLATION

ON THE MODEL L-1350 LOADER, THE FUEL TANK IS AN INTEGRAL PART OF THE REAR FRAME
1 FILTER ASSEMBLY
2 MOUNT PLATE
3 FUEL FILTER
4 HOSE ASSEMBLY
data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read and understood all
associated information before performing any work on the machine. It is the responsibility of the mechanic, repairman or inspector to understand
all instructions for the specific work being performed.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 006A009( d 1 )
SERVICE MANUAL
FIGURE 5 machine original documentation! 1
4 HOSE ASSEMBLY
5 HOSE ASSEMBLY
6 HOSE ASSEMBLY
7 HOSE ASSEMBLY
8 ELBOW
9 FILTER MOUNT
10 FUEL FILTER
11 ELBOW
12 COVER ASSEMBLY
13 PIPE PLUG
14 CAPSCREW
15 COVER STRUCTURE
16 O-RING
17 CLAMP STRUCTURE
18 SENDING UNIT
19 BOLT
20 FLATWASHER
21 MOUNT STRUCTURE
22 GASKET
23 FUEL CAP
24 FILLER NECK
25 GASKET
26 BOLT
27 LOCKWASHER
28 VENT ASSEMBLY
29 CLAMP
30 HOSE
31 ELBOW
32 PIPE PLUG
33 CHECK VALVE
34 ELBOW
Figure 5. TYPICAL FUEL SYSTEM INSTALLATION WITH DETROIT DIESEL/MTU SERIES 2000 ENGINE
relevant data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read and
understood all associated information before performing any work on the machine. It is the responsibility of the mechanic, repairman or
inspector to understand all instructions for the specific work being performed.
10
8 11
18
19
2 13
20
14
3
15 12 21
16
22
4 17
23
7
5
1 24
6
25
26
27
28
29
30
34
33
32 31
TYPICAL FUEL SYSTEM

TA1
20 21
22 24
23
14 25
15
16
17 26
8 18
19
17
16 27
15
14
13 29
12 30
31 28
7
11
32
6
10 35
5 34
9 36
1 33
4 38 37
3 39
2
40 46
41
45
44
42
43
47
TYPICAL FUEL SYSTEM

SERVICE MANUAL
FIGURE 6 1

REFER TO ILLUSTRATION ON PAGE 006A011
ON THE MODEL 950, THE FUEL TANK IS AN INTEGRAL PART OF THE REAR FRAME
(CUMMINS QSK 45/60 ENGINES) OR (DETROIT DIESEL ENGINE)

1. HOSE
2. FITTING
3. FITTING
4. HOSE
5. FITTING
6. HOSE
7. CHECK VALVE
8. PIPE NIPPLE
9. FUEL COOLER
10. OIL COOLER BRACE BAR
11. BOLT
12. FLATWASHER
13. LOCKWASHER
14. NUT
Figure 6. TYPICAL FUEL SYSTEM LAYOUT
TA-10548-8 TA1
Training only! Always use12your

13machine
14 original documentation!
1 2 3 9 10 11 3 2 4 6
5
5
TYPICAL FUEL SYSTEM (DETROIT APPLICATION)

12 13
TA2
Training only! Always use your14

machine original documentation!
1 2 3 9 10 11 3 2 4 6
5
5
7
7
TYPICAL FUEL SYSTEM (CUMMINS APPLICATION)

SERVICE MANUAL
NOTES
SECTION 7
SERVICE BRAKE MAINTENANCE
SERVICE MANUAL
NOTES
SERVICE MANUAL
SERVICE BRAKE MAINTENANCE 1_2
Training only! Always useSERVICE

your machine original
BRAKE documentation!
MAINTENANCE
LETOURNEAU, INC.
OSL-7
TABLE OF CONTENTS
GENERAL WARNINGS AND CAUTIONS
L-1350/L-1850/ SERVICE AIR BRAKE SYSTEM MAINTENANCE
OPERATION, INSPECTION AND ADJUSTMENT OF SERVICE AIR BRAKE CALIPER
ASSEMBLIES
INSPECTION
ADJUSTMENT
DISC PAD REPLACEMENT
SERVICING THE BRAKE ACTUATORS
L-2350 SERVICE BRAKE SYSTEM MAINTENANCE
ASSEMBLIES
INSPECTION
ADJUSTMENT
REMOVAL
DISASSEMBLY
INSPECTIONS UPON DISASSEMBLY
ASSEMBLY
MIDLAND/AEROQUIP AEROFINER II AIR DRYER BULLETIN 2010A PRODUCTION
INFORMATION
AEROQUIP MAXIBRAKE SPRING BRAKE BULLETIN 8137B PRODUCTION
INFORMATION
Figure 1. L-1350/L-1850 ACTUATOR OPERATION POSITIONS
Figure 2. L-1350/L-1850 BRAKE CALIPER ASSEMBLY – EXPLODED VIEW
Figure 3. L-2350 ACTUATOR OPERATION POSITIONS
Figure 4. MANUALLY RELEASING BRAKE ACTUATOR
Figure 5. L-2350 BRAKE CALIPER ASSEMBLY – EXPLODED VIEW
Figure 6. L-2350 BRAKE CYLINDER ASSEMBLY
SERVICE MANUAL
NOTES
SERVICE MANUAL
SERVICE BRAKE MAINTENANCE 1_2
SCOPE OF
Training THIS
only! PUBLICATION
SERVICE BRAKE MAINTENANCE is provided to assist service technicians with the
inspection and maintenance of the service and parking brakes on loaders.
The service brakes and parking brakes are back-up systems for the dynamic or retard braking
system, which is the primary system. When the service brake pedal is pressed the first ten
degrees of pedal travel, it boosts the dynamic or retard braking system. Depressing the pedal
further activates the air-operated service brakes.
The primary function of the service brakes is to hold the machine while on grades or when in
close proximity to material hauling vehicles or for emergency stops. The service brakes are
NOT intended to routinely stop the loader during material handling operations. Using the
service brakes to routinely stop the loader during material handling operations will result in
rapid wear of the disc pads and rotors.
It is natural for operators to equate stopping the loader with stopping a highway
vehicle, which requires depressing the brake pedal to stop. Therefore, it is
essential to train operators in the function and capability of the loader’s
dynamic braking system to avoid accelerated wear of the disc pads and rotors.
The function of the parking brake is to hold the loader while parked. The parking brake is
applied with the console-mounted switch. When the parking brake is set, the drive system is
inhibited. The parking brake must be set before the LINCS control system will allow the engine
to be cranked.
The operator should NEVER leave the cab with the park brake released! Leaving
the cab without setting the Park Brake could result in unplanned and
uncontrolled movement of the machine. This could cause loss of life, serious
injury or property damage.
The service and park brakes on the loader are air-operated disc brakes attached to each drive
motor armature shaft. The park brakes are spring-applied air-released brakes. The
Compressed Air System provides air pressure for brake operation.
The instructions contained herein cover only the inspection and servicing of the
air brake caliper assemblies.
Brakes: Refer to the Compressed Air System schematic (Brake Control
Diagram).
SERVICE MANUAL
NOTES
SERVICE MANUAL
GENERAL WARNINGS AND CAUTIONS 1_2

To prevent serious injury, the following WARNINGS AND CAUTIONS must be adhered to
ANYTIME service brakes are inspected or maintenance procedures are performed.
Lockout the machine’s starting capability with the Maintenance Lockout

Switch before removing the axle access covers to gain access to the
brakes. Contact with energized terminals inside the axle could cause
serious injury or loss of life!
BRAKE INSPECTION/ SERVICE: Air pressure is required to keep the brakes

from setting. Connect shop air to the quick connection fitting on the wet
tank, located in the front of the tow unit. Pressurize the system to
operating pressure of 115 to 125 psi. BE SURE the shop air is an
uninterruptible source. The brakes will begin to set if the pressure drops to
around 70 to 80 psi. The brakes will set automatically if the pressure drops
below 45 psi. This could occur suddenly and unexpectedly, causing
serious injury. A technician should be stationed in the operator’s cab to
monitor the air pressure gauge and be in direct radio or telephone contact
with the person accessing the axles.
The air brake canisters are under spring pressure. Do not attempt to
disassemble them while installed on the motor or without the special tools
required. Serious injury or loss of life is possible. Special tool
requirements are listed within the service instructions for each machine.
NEVER loosen or tighten a hose or line containing air pressure.

NEVER remove a component or pipe plug unless certain all air system
pressure has been exhausted.
ALWAYS wear safety glasses.
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1350/L-1850 SERVICE AIR BRAKE SYSTEM MAINTENANCE & FIGURE 1 1_2

L-1350/L-1850 SERVICE AIR BRAKE SYSTEM
MAINTENANCE
ASSEMBLIES
Refer to GENERAL WARNINGS AND CAUTIONS before accessing the axles

or servicing the brakes. Serious injury or loss of life is possible unless
these safety advisories are adhered to without exception.
Other manufacturers supply various parts of the Service Air Brake System
to LeTourneau, Inc. Information from these manufacturers is appended to
this publication. It is essential to review this information before performing
maintenance or repairs to the system.
The Service Air Brake System has two caliper assemblies and spring/air actuators. Operation
of the spring/air actuators is as follows:
a. NORMAL OPERATION – The brake, in a released position, has

air pressure applied in the spring chamber that keeps the spring
compressed (CAGED). The brake is in readiness for normal
application by releasing the air pressure from the spring
chamber.
b. SERVICE BRAKE APPLICATION – Air pressure in the spring
chamber maintains the spring in a compressed position.
Operation of the SERVICE BRAKE pedal signals air into the top REFER TO
service chamber, and air pressure on the diaphragm actuates the ILLUSTRATION ON
push rod. The push rod works independently of the piston but PAGE 007A005 (p)
through the piston tube for normal operation.
c. PARK/EMERGENCY BRAKE APPLICATION – The Right Hand
Console Panel park brake control is pulled out (brake set) to
exhaust the air from within the spring chamber. The spring force,
acting against the piston, forces the push rod against the push
rod flange nut by the piston tube and sets the brake pads. (The
spring is now in an UNCAGED position).
SERVICE MANUAL
L-1350/L-1850 SERVICE AIR BRAKE SYSTEM MAINTENANCE & FIGURE 1 1_2

Figure 1. L-1350/L-1850 ACTUATOR OPERATION POSITIONS
INSPECTION
The brakes should be checked every 500-hours of operation for normal wear condition. Inspect
the brakes as follows:
a. Park the machine on a level surface and lower the carriage to the ground. Block the
wheels.
b. Lock out machine’s starting capability.
c. Remove the axle housing access covers.
d. Inspect brake for loose or missing bolts, nuts, return springs, cotter pins, retaining rings
or other attachments. Secure or replace as required.
e. Inspect carrier and lining (pads) assemblies for wear, scars or breaks.
Grooves are machined into the linings to indicate wear. If the grooves are
worn away, the pads should be replaced. Replace the brake pads if lining
is less than 1/8” thick.
f. Inspect brake rotor. Minimum allowable thickness is: 0.75"
ADJUSTMENT
If adjustment is required, the brakes must be released. Use shop air to bring the air pressure to
a sufficient level to release the brakes and keep them released.
a. Refer to illustration "L-1350/L-1850 BRAKE CALIPER ASSEMBLY". Loosen the jamnut
(17) and adjust the stop bolt (18) to achieve a .030” to .060” clearance between the
floating brake pad (15, pad farthest from actuator) and the rotor (2), measured at the
center of the pad’s I.D. Tighten the jamnut (17).
b. Loosen the setscrew (6) and screw the adjusting nut (8) to achieve a .060” clearance
between the piston actuated pad (15, pad closest to actuator) and the rotor (2), again,
measured at the center of the pad’s I.D. Tighten the setscrew (6) to lock the
adjustment.
TA7671A
ACTUATOR OPERATION POSITIONS

SERVICE MANUAL
L-1350/L-1850/L-2350 SERVICE AIR BRAKE SYS MAINT...CONT'D 1_2

Numbers in parenthesis refer to illustration "L-1350/L-1850 BRAKE CALIPER ASSEMBLY -
EXPLODED VIEW".
If brake pads or other parts need replacement, remove the brake assemblies as follows:
Spring brake chambers are under compressed spring force. Maintenance

and repairs should be performed in full accordance with manufacturer’s
instructions located in the MIDLAND/AEROQUIP MAXI-BRAKE SPRING
BRAKE brochure, Bulletin 8137B. Use of the MIDLAND/AEROQUIP
“Maxitool” is recommended for servicing, disassembly and reassembly of
the brake caliper assemblies to prevent injury from spring explosion.
a. Park the machine on a level surface and lower the bucket to the ground. Block the
wheels.
b. Remove the axle housing access covers. DO NOT remove the axle housing access
covers while the machine is energized. Refer to WARNINGS AND CAUTIONS.
c. Install the MIDLAND/AEROQUIP “Maxitool” as described in the MIDLAND/AEROQUIP
product information.
d. Loosen the jamnut (17) and back the stop bolt (18) into the brake mount structure (16)
to release the tension on the springs (30).
e. Unhook the springs (30) from the clamp structure (29).
f. Remove the mount bolts (31) and caliper mounts (28) to allow the clamp structure (29)
to be maneuvered clear of the rotor (2).
g. Inspect the rotor (2). If it is badly grooved or scored, have it resurfaced or replace it.
h. Remove the lining capscrews (11 and 19) to release the worn pads (15) from the
clamp (13 and 29).
i. Loosen the setscrew (6). Then back the adjusting nut (8) toward the actuator (5) to
allow for the increased thickness of the new pads.
j. Position the new pads (15) on the backing plates (13 and 29) and install the lining
capscrews (11 and 19).
k. Position the assembled caliper structure to the rotor (2). Then position the caliper
mount plates (14 and 28) on the brake mount structure (16) and within the grooves
along each side of the clamp structure (29).
l. Install the mount bolts (31), and as they are tightened, continually check that the
assembled caliper structure can move freely toward and away from the brake rotor. If
any binding occurs, reposition the caliper mount plates (14 and 28) and retighten the
mount bolts (31). Binding of the caliper may cause the pads to continually drag
against the rotor, resulting in excessive wear.
SERVICE MANUAL
L-1350/L-1850/L-2350 SERVICE AIR BRAKE SYS MAINT...CONT'D 1_2
Caliper mount plates (14 and 28) must be square to the disk surface.
Angular pad wear indicates the plates (14 and 28) are not square and rapid
pad wear will result.
m. Connect the springs (30) to the clamp structure (29).

n. Screw the stop bolt (18) out until the clearance between the floating pad (15, pad
farthest from actuator) and the rotor is .060 ” measured at the center of the pad.
Tighten the jamnut (17).
o. Turn the adjusting nut (8) until the piston-actuated pad (15, pad closest to actuator)
has clearance of .060” between it and the rotor (2). Then tighten the setscrew (6).
If excessive wear is observed on the brake head carrier linings, the brake
rotor run out should be checked. This should be done at the time new
carrier linings are installed.
To check the run out tolerance while the brake head assembly is removed,
place a dial indicator on the rotor assembly and rotate the rotor by hand
one revolution. If run out exceeds .005 of an inch, it will be necessary to
check rotor installation.
p. Activate the brakes and check for proper

movement of the caliper and actuator rod.
q. Install the axle housing access covers.
Instructions for servicing the service air-brake canister are found in the manufacturer’s product
information.
SERVICE MANUAL
FIGURE 2 (L-1350-L-1850 AIR BRAKE CALIPER ASSEMBLY – EXPLODED VIEW) 1_2

1. BRAKE HUB
2. ROTOR
3. LOCKWASHER
4. BOLT
5. BRAKE ACTUATOR
6. SETSCREW
7. INSERT
8. ADJUSTING NUT
9. RING
10. BOSS
11. CAPSCREW
12. LOCKWASHER
13. CLAMP PLATE STRUCTURE
14. PLATE
15 PAD
16. MOUNT STRUCTURE
17. JAMNUT
18. BOLT
19. CAPSCREW
20. LOCKWASHER
21. NUT
22. LOCKWASHER
23. BAR
24. LOCKWASHER
25. BOLT
26. FLATWASHER
27. SPACER
28. CALIPER MOUNT PLATE
29. CLAMP STRUCTURE
30. SPRING
31. BOLT
32. WASHER
33. BOLT
34. LOCKWASHER
Figure 2. L-1350-L-1850 AIR BRAKE CALIPER ASSEMBLY – EXPLODED VIEW
TA4231
15
6
7
8
9
10 16
19 17
20 18
12 11
13 21
22
30
14 29 34
33
23 32
31
25
24
28
26
27
TA4231
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-2350 SERVICE BRAKE SYSTEM MAINTENANCE & FIGURE 3 1_2

L-2350 SERVICE AIR BRAKE SYSTEM MAINTENANCE
ASSEMBLIES
Refer to GENERAL WARNINGS AND CAUTIONS before accessing the axles

or servicing the brakes. Serious injury or loss of life is possible unless
these safety advisories are adhered to without exception.
Other manufacturers supply various parts of the Service Air Brake System
to LeTourneau, Inc. Information from these manufacturers is electronically
appended to this publication in "SUPPORT DOCUMENTATION AND
VENDOR LITERATURE". It is essential to review this information before
performing maintenance or repairs to the system.
The Service Air Brake System has one caliper assembly and spring/air actuator per wheel.
Operation of the spring/air actuators is as follows:
a. NORMAL OPERATION – The brake, in a released position, has air

pressure applied in the spring chamber that keeps the spring
compressed (CAGED). The brake is in readiness for normal
application by releasing the air pressure from the spring chamber.
b. SERVICE BRAKE APPLICATION – Air pressure in the spring REFER TO
chamber maintains the spring in a compressed position. Operation ILLUSTRATION
of the SERVICE BRAKE pedal signals air into the bottom service ON
chamber, and air pressure on the piston actuates the push rod. PAGE 007A009
c. PARK/EMERGENCY BRAKE APPLICATION – The Right Hand (p)
Console Panel park brake control is pulled out (brake set) to
exhaust the air from within the spring chamber. The spring force,
acting against the piston, forces the push rod against the piston and
sets the brake pads. (The spring is now in an UNCAGED position).
Figure 3. L-2350 ACTUATOR OPERATION POSITIONS
SERVICE MANUAL
L-2350 SERVICE BRAKE SYSTEM MAINTENANCE & FIGURE 3 1_2

INSPECTION
The brakes should be checked every 500-hours of operation for normal wear condition. Inspect
the brakes as follows:
a. Park the machine on a level surface and lower the carriage to the ground. Block the
wheels.
b. Lock out machine’s starting capability.
c. Remove the axle housing access covers.
d. Inspect brake for loose or missing bolts, nuts, return springs, cotter pins, retaining rings
or other attachments. Secure or replace as required.
e. Inspect carrier and lining (pads) assemblies for wear, scars or breaks.
Grooves are machined into the linings to indicate wear. If the grooves are
worn away, the pads should be replaced. Replace the brake pads if lining
is less than 1/8” thick.
f. Inspect brake rotor. Minimum allowable thickness is: 0.75"
ADJUSTMENT
Brake actuators are under compressed spring force. Releasing the tension on the brakes
must be done with the use of the jack bolt and nut assembly (P/N 423-9175 and 423-9176) or
shop air minimum 100 psi. If air is used to release the brake, ensure the supply is an
uninterruptible source or the brake will set quickly, possibly causing injury (refer to illustration
"MANUALLY RELEASING BRAKE ACTUATOR" on page 007A010 (p).
If adjustment is required, the brakes must be released. Use shop air to bring the air pressure to
a sufficient level to release the brakes and keep them released.
a. Refer to illustration "L-2350 BRAKE CALIPER ASSEMBLY" on page 007A013. Loosen

the jamnut (30) and adjust the stop bolt (29) to achieve a .030” to .060” clearance
between the floating brake pad (17, pad farthest from actuator) and the rotor (20),
measured at the center of the pad’s I.D. Tighten the jamnut (30).
b. Loosen the setscrew 1/4 turn (21) and rotate the adjusting sleeve (26) to achieve a .030"
to .060” clearance between the piston actuated pad (17, pad closest to actuator) and the
rotor (20) measured at the center of the pad’s I.D. Tighten the setscrew (21) to lock the
adjustment.
TA104538A
TA1
AIR FLOW OUT

AIR FLOW IN
AIR FLOW
IN
ACTUATOR OPERATION
SERVICE MANUAL
L-2350 SERVICE BRAKE SYS MAINT...CONT'D & FIGURE 4 1_2
Spring brake chambers are under compressed spring force. Releasing the
tension on the brakes must be done with the use of the jack bolt and nut
assembly (P/N 423-9175 and 423-9176) or shop air minimum 100 psi. If air
is used to release the brake, ensure the supply is an uninterruptible source
or the brake will set quickly and unexpectedly, possibly causing injury
(refer to illustration "MANUALLY RELEASING HYDRAULIC BRAKES").
REFER TO ILLUSTRATION ON PAGE 007A010

1. SPECIAL TOOL – P/N 423-9175 & 423-9176
2. ACTUATOR TOP PLATE
3. CYLINDER ROD
4. JAMNUT
5. PISTON
Figure 4. MANUALLY RELEASING BRAKE ACTUATOR
TA8932
TA8932
SERVICE MANUAL
L-2350 SERVICE BRAKE SYS MAINT...CONT'D 1_2

Numbers in parenthesis refer to illustration "L-2350 BRAKE CYLINDER ASSEMBLY" on page
007A015.
If brake pads or other parts need replacement, remove the brake assemblies as follows:
a. Release tension on the brake by using the mechanical release feature or use 100-psi air
pressure. Refer to illustration "MANUALLY RELEASING BRAKE ACTUATOR" on page
007A010 (p).
b. Remove cotter pin (5).
c. Remove one guide pin (3).
d. Remove disc pads (17).
e. Inspect the rotor (20). If it is badly grooved or scored, have it resurfaced or replace it.
f. Loosen the setscrew (21). Then back the adjusting sleeve (26) toward the actuator (1)
to allow for the increased thickness of the new pads.
g. Position the new pads (17) on the backing plate (8).
h. Install guide pin (3). Replace cotter pin (5).
i. Loosen the jam nut (30) and screw the stop bolt (29) out until the clearance between the
floating pad (17, pad farthest from actuator) and the rotor is .030” to .060” measured at
the center of the pad. Tighten the jamnut (30).
j. Turn the adjusting sleeve (26) until the piston actuator pad (17, pad closest to the
actuator) has clearance of .030" to .060” between it and the rotor (20). Then tighten the
setscrew (21).
If excessive wear is observed on the brake head carrier linings, the brake
rotor run out should be checked. This should be done at the time new
carrier linings are installed.
To check the run out tolerance while the pads are removed, place a dial
indicator on the rotor assembly and rotate the rotor by hand one
revolution. If run out exceeds .005 of an inch, it will be necessary to check
rotor installation.
k. Activate the brakes and check for proper movement of the caliper and actuator rod.
SERVICING BRAKE ACTUATORS
The following instructions are provided to help technicians with the replacement of the brake
actuator seal kit.
NEVER attempt to disassemble the brake actuators while mounted on the

motor. The brake actuators are under spring pressure and can cause
serious injury or death, if not disassembled and assembled in the proper
manner. Disassemble and assemble the brake actuators only with the
proper tools and per the following instructions. Never remove actuators
without following appropriate procedures to ensure the air system
pressure is completely relieved.
SERVICE MANUAL

REMOVAL
Numbers in parenthesis refer to illustration "L-2350 BRAKE CALIPER ASSEMBLY" on page
007A013 (p).
Brake actuators are under compressed spring force. Releasing the tension
on the brakes must be done with the use of the jack bolt and nut assembly
(P/N 423-9175 and 423-9176) or shop air minimum 100 psi. If air is used to
release the brake, ensure the supply is an uninterruptible source or the
brake will set quickly, possibly causing injury (refer to illustration
"MANUALLY RELEASING BRAKE ACTUATOR" on page 007A010 (p).
a. Follow appropriate procedures to ensure air system pressure is completely relieved ,
then remove air line from actuator.
b. Use the jack bolt assembly, externally mounted on the brake cylinder, or shop air of 100-
psi minimum to release tension on the brake. Refer to illustration "MANUALLY
RELEASING BRAKE ACTUATOR" for use of jack bolt. Attach shop air to the inlet port
of the actuator if that is your chosen method.
c. Remove cotter pin (5).
d. Remove one guide pin (3).
e. Remove disc pads (17).
f. Remove mount (2).
g. Unbolt the brake actuator (1) and take it to suitable workbench.
DISASSEMBLY
007A015.
a. Remove pipe plug (8).
b. Position the brake actuator into brake actuator press (Hydraulic Cylinder P/N 424-8797,--
Structure P/N 424-8794, -- Press Plate P/N 424-8796) with the studs protruding through
the bottom of the press’s base plate. Secure with mounting nuts.
c. Power the press’s ram down until it seats firmly against the top of the brake actuator
press plate.
d. Remove the four bolts (9) securing the top plate (11) of the actuator.
e. Slowly release hydraulic pressure. The spring force against the inside of the cover will
allow the cover and internal components of the actuator to be safely removed after the
ram is backed off sufficiently.
f. Remove the springs (14 and 15) and from the actuator.
g. Remove the entire piston (17) assembly.
z Seals and wear rings (18 & 19)
z Cylinder rod (20) O-rings, bushing, and seals (20-23)
h. Remove front (8") tube housing (24).
Spring pressure is still present in rear cylinder until it is manually released.
SERVICE MANUAL

i. Perform similar instructions as provided in "DISASSEMBLY" to disassemble remaining
rear (10") cylinder.
INSPECTIONS UPON DISASSEMBLY
007A015.
a. Check actuator cylinder(s) bore (24 & 35) for scoring and dents.
b. Inspect the cylinder rods (20 & 32) and pistons (17 & 28). Remove any nicks and
scratches. If it is determined that the cylinder rod and piston are corroded, scored or
notched, they should be replaced.
c. Thoroughly clean the springs (14, 15 & 33) and coat with a light rust preventative
lubricant.
d. Check breathers (8) for cleanliness and proper air flow.
If mounting studs are removed from housing, use LOCTITE thread locking
compound to reassemble. If piston is removed from cylinder rod, use
LOCTITE thread compound on retaining nut.
ASSEMBLY
Numbers and letters in parenthesis refer to illustration "L-2350 BRAKE CYLINDER
ASSEMBLY" on page 007A015.
Before assembly, lubricate all sliding surfaces, bores and seals with lubricant P/N
424-8755. Torque all bolts to specifications found on "TORQUE CHART
SPECIFICATIONS" (page 024A0003 (d).
If hydraulic ram is not long enough, a spacer will have to be used during assembly of the
rear (10") cylinder.
a. Install seals from seal kit (P/N 423-8764) as shown in details (A,B,C,D on page 007A015
(p).
b. Install 10" endcap into press. Install wear rings (22) and wiper ring (37) and , rod (32)
into 10" endcap (36).
c. Install jam nut (38) and secure housing with mounting nuts/bolts.
d. Install o-rings (34), stop spacer (31), spring (33) piston, wear ring, seal (28-30) and 10"
tube housing (35).
e. Install middle support plate (26) and use the hydraulic ram to press until it meets the 10"
housing.
f. Install the four bolts and washers (25 & 10) which secure the middle support plate and
torque.
g. Release hydraulic pressure and remove spacer (if used). If plugs (27) were removed,
replace.
h. Perform similar instructions for front 8" cylinder assembly.
i. Install the actuator onto the caliper. Torque mount nuts to value shown on "TORQUE
CHART SPECIFICATIONS" (page 024A0003).
j. Install assembly onto motor.
k. Reconnect air lines.
SERVICE MANUAL
FIGURE 5 (L-2350 BRAKE CALIPER ASSEMBLY – EXPLODED VIEW) 1_2

REFER TO ILLUST ON PAGE 007A013 (p)
1. BRAKE ACTUATOR ASSEMBLY
2. BOLT
3. LOCKWASHER
4. BRAKE ROTOR
5. BRAKE PADS
6. LOCKING INSERT
7. SETSCREW
8. CLAMP PLATE
9. RETAINING RING
10. FLATWASHER
11. SLEEVE
12. SWIVEL BOSS
13. JAMNUT
14. BOLT
15. GUIDE PIN
16. TORQUE PLATE
17. COTTER PIN
18. FLATWASHER
19. NUT
20. MOUNT
21. BOLT
22. JAMNUT
23. CALIPER MOUNT
24. FLATWASHER
25. SPRING
26. EYEBOLT
27. TORQUE PLATE
28. BOLT
29 JAMNUT
30. NUT
31. SPACER
32. FLATBAR
33. FLATWASHER
34. LOCKWASHER
35. BOLT
Figure 5. L-2350 BRAKE CALIPER ASSEMBLY – EXPLODED VIEW
5 6 7
12
8
9
3
4
11 11
14 5
10
6
2
1 9
17
8
18
19 14
21
7 15
20 14
22 17 16
23
24
25
26
27
28
33
32
14
31
30
29
TA11047-8
4 3 2 1 25
5
10
6
26
7
27
8
10
16
11
28
12
29
13
30
14
15 31
16 32
17 33
18
34
19
35
20
34
21
36
22
8
23
24 22
23 22
37
38
39
BRAKE CYLINDER ASSEMBLY
SERVICE MANUAL
Training only! Always use your machine original documentation! FIGURE 6. L-2350 BRAKE CYLINDER ASSEMBLY
BRAKE ACTUATOR CYLINDER ASSEMBLY
1 ROD, JACK - 5/8"-11
2 NUT, JACK - 5/8"-11
3 BOLT, 3/8"-16 X 1/2"
4 LOCKWASHER, 3/8"
5 NUT, 5/8"-11
6 WASHER, 5/8"
7 BRACKET, MOUNT
8 BREATHER
9 BOLT, 1/2"-13 X 8"
10 FLATWASHER, 1/2"
11 END CAP, 8"
12 LABEL, SAFETY - SPRING BRAKE
13 TUBE, STOP
14 SPRING, HEAVY
15 SPRING, BOOST
16 JAMNUT, 1"-12
17 PISTON, 8"
18 SEAL, PISTON - 8"
19 RING, WEAR - PISTON, 8"
20 ROD, CYLINDER - REAR
21 SEAL, ROD
22 RING, WEAR - ROD, 1-1/4"
23 O-RING
24 TUBE, HOUSING - 8"
25 BOLT, 1/2"-13 X 5-3/4"
26 PLATE, SUPPORT - MIDDLE
27 PLUG, #8 MO
28 PISTON, 10"
29 RING, WEAR - PISTON, 10"
30 SEAL, PISTON - 10"
31 SPACER, STOP
32 ROD, CYLINDER - FRONT
33 SPRING, RETURN
34 O-RING
35 TUBE, HOUSING - 10"
36 END CAP, 10"
37 WIPER, ROD
38 JAMNUT, 3/4"-16
39 STUD, MOUNTING - 3/4"-16 X 3"
SEAL KIT INCLUDES ITEMS: 18, 19, 21, 22, 23, 29, 30 & 34.
(SEE PARTS CATALOG FOR PART #'s)
FIGURE 6 (L-2350 BRAKE CYLINDER ASSEMBLY)
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all relevant data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read and understood all associated
information before performing any work on the machine. It is the responsibility of the mechanic, repairman or inspector to understand all instructions for the specific work being performed.
SECTION 8
COOLING SYSTEM MAINTENANCE
SERVICE MANUAL
NOTES
SERVICE MANUAL
COOLING SYSTEM MAINTENANCE 1_2

COOLING SYSTEM MAINTENANCE
LETOURNEAU, INC.
OPERATING AND SERVICE MANUAL
OSL-8
TABLE OF CONTENTS
SAFETY IN COOLING SYSTEM MAINTENANCE
SERVICING AND TROUBLESHOOTING PROCEDURES
CORROSION
COOLANT, ANTIFREEZE AND RUST INHIBITORS
SUPPLEMENTAL COOLANT ADDITIVES (SCA OR DCA)
RADIATOR INSPECTION AND EXTERIOR CLEANING
RADIATOR CAP
LEAKS AND CONTAMINATION
THERMOSTATS
HOSES
WATER PUMP
FILTERS
ACCESSORY DRIVE BELTS AND FAN SERVICE
AERATION
EXHAUST GAS LEAKAGE
FLUSHING THE COOLING SYSTEM
FLUSHING PROCEDURES
COOLING SYSTEM EXTERNAL MONITORING
Figure 1. SURGE TANK AIR RELEASE BALL VALVE
Figure 2. ENGINE COOLANT SAMPLING QUICK CONNECT FITTING
Figure 3. RADIATOR SURGE TANK
Figure 4. TYPICAL RADIATOR PIPING HOSE INSTALLATION
Figure 5. TYPICAL COOLANT CONDITIONING FILTERS
Figure 6. CENTRAL SERVICE SYSTEM (Optional)
SERVICE MANUAL
COOLING SYSTEM MAINTENANCE 1_2

Proper maintenance of the cooling system is critical to the service life of diesel-powered
machines. The following of these general recommendations will help to increase production,
reduce maintenance expenses and increase the life of the engine.
In addition to these general instructions, it is ESSENTIAL to refer to the

engine and radiator manufacturer’s recommendations regarding proper
maintenance of the cooling system and any special instructions they may
provide in their operator manuals or service manuals.
SAFETY IN COOLING SYSTEM MAINTENANCE

The following guidelines should be followed to ensure safety when performing service or repair
operations to cooling systems:
Lock out the machine’s start function with the Maintenance Lock Out
Switch, if so equipped. Place a DO NOT OPERATE sign on the controls of
the machine before performing ANY maintenance or repair operations.
Serious injury or death is possible if the machine is started or moved while
repair or maintenance operations are being conducted.
a. Wear a hard hat, protective glasses and other protective equipment as required by job
conditions.
b. Be careful with hot cooling systems. Liquid cooling systems build up pressure as the
engine gets hot. Before removing the radiator cap, stop the engine and let the system
cool. Remove the radiator cap or surge tank cap only after the coolant is cold.
SERVICE MANUAL
SERVICING & TROUBLESHOOTING PROCEDURES & FIGURE 1 1_2
(LOCATED ON TOP OF TOW UNIT -

REFER TO ILLUSTRATION "RADIATOR SURGE TANK")
Figure 1. SURGE TANK AIR RELEASE BALL VALVE
Turn ball valve to release pressure before removing the surge tank cap
(refer to illustration "SURGE TANK AIR RELEASE BALL VALVE").
a. Hot coolant and components can cause personal injury. Do not allow hot coolant or
components to contact the skin.
b. Be sure all guards and protective covers are in place and secure.
c. DO NOT work on the machine with the engine running unless specifically instructed to
do so by the engine manufacturer’s operator’s manual or service manual for the specific
repair or maintenance that is to be completed.
SERVICE MANUAL
SERVICING & TROUBLESHOOTING PROCEDURES & FIGURE 1 1_2

SERVICING AND TROUBLESHOOTING PROCEDURES
Overheating is the most common problem in cooling systems and can be avoided with
proper maintenance. The most common causes of overheating are clogged systems, low
coolant level, and defective water pumps and thermostats.
The most serious effect of overheating is the breakdown of engine lubrication. Engine
overheating causes accelerated breakdown of the lubricating properties of the oil and causes
formation of varnish. Warping and cracking of major engine components such as the cylinder
head(s) and block is common in overheated engines and is made worse when followed by
rapid cooling.
CORROSION
Restricted coolant flow as the result of the radiator becoming clogged with rust and scale is the
most common cause of overheating. This problem can be prevented by regular rust proofing
and cleaning when necessary.
As rust and scale forms on the walls of the engine water jacket and other metal parts, it flakes
off and settles in the passages within the water jacket and in the tubes of the radiator. This
cuts down on heat transfer and the result is engine overheating. Continual overheating causes
the formation of more rust in the system that eventually results in the radiator becoming totally
clogged.
Rust, scale and grease can be removed by the use of double-action cleaners, which will not
harm the system if used according to instructions. If rust and grease are not completely
neutralized and flushed out they can destroy the corrosion inhibitors in later fills of antifreeze
and anti-rust solutions.
DO NOT use caustic cleaners in aluminum radiators, as the heat transfer

surfaces will be damaged. BE SURE to verify that any cleaning solutions
used are approved by both the engine and radiator manufacturer (available
on the manufacturer’s website).
The entire system should be drained at least once a year. If the coolant has rust-colored
appearance, a cooling system cleaning solution should be used. If no rust buildup is noticed, a
radiator flushing solution or plain water should be used to thoroughly flush the entire system,
including the block. Corrosion inhibitors will not clean out rust and scale already formed. Refill
with a solution of antifreeze containing rust inhibitors sufficient to protect the system for the
lowest possible temperatures expected.
Handling and disposal of used coolant may be subject to federal, state and
local laws and regulations. Use authorized waste disposal facilities for
disposal of used coolant. DO NOT flush into municipal sewer systems or
streams.
SERVICE MANUAL
SERVICING & TROUBLESHOOTING PROCEDURES...CONT'D 1_2

COOLANT, ANTIFREEZE AND RUST INHIBITORS
Minerals contained in the water from most municipal water systems are not desirable in engine
cooling systems. Distilled water is recommended but will still cause rust if used alone and a
rust inhibitor is not installed.
Most radiators have an expansion volume built in and can be filled to the bottom of the filler
neck. Refer to engine and radiator manufacturer's manuals (available on the manufacturer's
website) for capacity and filling recommendations.
Low silicate ethylene glycol based antifreeze is recommended as most diesel engines develop
temperatures in excess of the boiling point of alcohol. Rust inhibitor should be added if the
antifreeze does not already contain it.
A refractometer MUST be used to accurately measure the freeze point of

coolant. DO NOT use a ball hydrometer. Floating ball hydrometers will
give incorrect readings.
It is ESSENTIAL to use only as much antifreeze as is needed to protect the

system from the lowest temperatures expected because with ethylene
glycol-based antifreeze too strong a mixture can actually reduce the
protection against freezing. Pure, undiluted antifreeze content or mixture
will freeze at -10ºF (-23ºC). Beyond 70% antifreeze content or mixture, the
freeze point reverts to the pure water point.
NEVER pour hot water into a cold engine or cold water into a hot engine.
This could crack the head or block.
Repair radiator and other cooling system leaks before adding antifreeze coolant.
SERVICE MANUAL
DO NOT use radiator-sealing solutions to repair minor leaks without first

confirming that they are approved by the engine and radiator manufacturer
for use in the system. These solutions may not be compatible with water
filters and alloys used in the components of the engine, radiator and other
parts. They can result in cooling system plugging and inadequate coolant
flow that will cause overheating.
SUPPLEMENTAL COOLANT ADDITIVES (SCA or DCA)

Heavy-duty diesel engines require a “heavy-duty coolant. Heavy-duty coolant is defined as a
correct mixture of good quality water, low silicate antifreeze and supplemental coolant
additives (SCA or DCA). Supplemental coolant additives (or equivalent) are required to protect
the cooling system from fouling, solder blooming, and general corrosion. A cooling system
filter is required to protect the coolant system from abrasive materials, debris and precipitated
coolant additives. Engine manufacturers provide detailed instructions in their operators’
manuals on testing, concentrations, mixing, filters and replacement cycles required for SCA or
DCA. Some filters contain SCA or DCA in a unit number specified by the engine
manufacturer. These additives completely dissolve in the coolant after two hours of operation.
It is ESSENTIAL to refer to engine manufacturers’ manuals or authorized distributors and to
follow their instructions.
A quick-connect fitting is optionally provided on the side of the engine’s

cylinder head for collecting coolant samples to verify DCA or SCA levels
(refer to illustration "ENGINE COOLANT SAMPLING QUICK CONNECT
FITTING").
Insufficient concentration of the coolant additives will result in cylinder

liner pitting and engine failure.
SERVICE MANUAL
DO NOT use soluble oils in cooling systems. The use of soluble oils will
cause cylinder pitting, corrode brass and copper materials and damage
heat transfer surfaces, seals and hoses.
RADIATOR INSPECTION AND EXTERIOR CLEANING

The entire cooling system should be checked before any maintenance operations are begun.
• Check the radiator, water pump, hoses, drain cocks, block and cylinder head(s) for
leaks. Special attention should be given to checking the radiator for bent fins and
tubes with cracks, kinks, dents and split seams.
SERVICE MANUAL
SERVICING & TSHOOT PROC...CONT'D & FIGURES 2 1_2
TYPICAL LOCATION IN CYLINDER HEAD - CUMMINS ENGINE SHOWN

Figure 2. ENGINE COOLANT SAMPLING QUICK CONNECT FITTING
● The exterior of the radiator and hydraulic oil cooler should be inspected for an accumulation
of dust and dirt as part of the operator’s daily walk-around inspection. The radiator and oil
cooler should be cleaned with a hot-water high-pressure washer as required. Failure to
keep the radiator and oil cooler coils clean could result in engine and hydraulic system
overheating.
● The radiator should be periodically pressure tested per manufacturer’s specifications. Any
measurable drop in pressure may indicate an external or internal leak and should be
thoroughly investigated and corrected.
Only experienced radiator repair technicians should make repairs to the

radiator.
RADIATOR CAP
NEVER remove the radiator cap on a hot radiator. Serious injury may result from escaping
steam and hot coolant. On machines that utilize surge tanks, turn the ball valve to release the
pressure before removing surge tank cap.
Most radiator caps have a pressure valve to vent coolant or steam if pressure reaches a
certain point, and a vacuum valve that opens to prevent vacuum in the cooling system. The
radiator cap should be checked periodically with a pressure tester to be sure both valves are
opening properly and at the pressures intended by the manufacturer. If either valve
malfunctions the cap should be replaced.
LEAKS AND CONTAMINATION
There are two kinds of leaks, external and internal. They can both cause engine overheating
and contamination of the lubricating and cooling system resulting in costly repairs and
downtime. It is essential to check the radiator coolant level and appearance during the
operator’s daily walk-around inspection. This is done by checking the sight glass on the top
tank of the radiator or surge tank, as applicable. The surge tank cap should not be removed to
check the coolant level (refer to illustration "SURGE TANK AIR RELEASE BALL VALVE").
SERVICE MANUAL
SERVICING & TSHOOT PROC...CONT'D & FIGURES 2 1_2

External leaks: Most radiator leakage is the result of mechanical failure of soldered joints
caused by cooling system pressure or engine or frame vibration. Other common locations for
external leaks are hoses and hose connections, expansion or “freeze” plugs, gaskets and bolts
and capscrews. The cylinder block should be checked for coolant leakage both before and
after it gets hot and while the engine is running.
TOP VIEW – TOP OF TOW UNIT

(REFER TO ILLUSTRATION "SURGE TANK AIR RELEASE BALL VALVE")
BOTTOM VIEW – UNDER GRATING - LEFT REAR OF TOW UNIT

Figure 3. RADIATOR SURGE TANK
Testing the system with a pressure tester is a good method to locate an external leak.
Internal coolant leaks: Internal leaks have several reasons why they occur. Common internal
leaks occur because of a loose cylinder head(s) or sleeve joint, defective gaskets, a cracked
casting, or a malfunction in the pushrod compartment. Water or antifreeze will form sludge
when mixed with engine oil. This will cause lubrication failure, sticking piston rings and pins,
sticking valves and valve lifters and extensive engine damage. A milky appearance of the
crankcase oil indicates an internal coolant leak.
SERVICE MANUAL
SERVICING & TROUBLESHOOTING PROCEDURES...CONT'D & FIGURE 4 1_2
Anytime an engine has overheated, it is recommended that the cooling

system be pressure tested for leaks.
If an internal coolant leak is detected, the engine will have to be torn down and the leak
repaired properly before returning the machine to service. If replacing the cylinder head
gaskets, be sure the head and block are checked for cracks and the mating surfaces are true,
clean and smooth. Follow the manufacturer’s torque specifications and sequence (information
available on the manufacturer's website) for tightening cylinder head bolts.
Internal oil leaks: Contamination of the cooling system from an internal oil leak is also
possible. One possible cause of such contamination is a cracked oil cooler core in some
engines.
It is ESSENTIAL to follow engine manufacturer’s instructions (available on

manufacturer’s website) regarding flushing of the cooling system to
eliminate contamination resulting from an internal coolant or oil leak.
THERMOSTATS
Faulty or improper thermostats can cause engines to warm up too slowly or to operate at the
wrong temperatures.
ALWAYS use the thermostat recommended by the engine manufacturer.

NEVER run an engine without thermostat protection (some engines have
two or more).
SERVICE MANUAL

Discard broken, faulty or corroded thermostats. Do not use bellow-type thermostats in high-
pressure cooling systems.
To check a thermostat, suspend it and a thermometer in a container of water and, while
stirring, heat the water gradually. The thermostat should begin to open at the temperature
stamped on it, plus or minus 10º, and should be fully open at 22º above the specified
temperature. After removing the thermostat from the hot water, observe its closing action.
When installing a thermostat, clean the gasket surfaces and use a new gasket. Position the
thermostat with the expansion element toward the engine (the frame should not block water
flow).
HOSES
All hoses on the machine should be checked every 500 hours of operation for hardening,
cracking, softening and swelling. If hoses must be removed, check any inside reinforcing
springs for corrosion.
Replace hoses often enough to be sure they are always pliable and able to pass coolant
without leaking or shedding small particles of rubber which could clog the radiator. Use only
the best available hoses and coat connections with non-hardening sealing compound when
installing. Tighten hose clamps securely. A pressurized cooling system can blow off an
improperly installed hose (refer to illustration "TYPICAL RADIATOR PIPING HOSE
INSTALLATION").
SERVICE MANUAL
1. CLAMP
TYPICAL HOSE INSTALLATION IN UPPER RADIATOR PIPING 2. HOSE
3. RADIATOR PIPING
TYPICAL HOSE INSTALLATION IN LOWER RADIATOR PIPING

Figure 4. TYPICAL RADIATOR PIPING HOSE INSTALLATION
SERVICE MANUAL
The photographs in illustration "TYPICAL RADIATOR PIPING HOSE

INSTALLATION" show typical hose installations in the radiator piping.
These hose installations appear at multiple locations. It is essential to
inspect the hose installations every 500 hours of operation for hardening,
swelling, cracking or softening. Inspect clamps to ensure they are secure
and properly positioned. An illustration of the radiator piping specific to
your machine is provided in the PARTS CATALOG.
WATER PUMP
Overheating can quickly occur if the water pump malfunctions. Pump malfunctions may be
caused by leaks in the housing, broken or bent vanes on the impeller, and damaged seals or
bearings.
If a pump must be removed and disassembled for inspection, replace all

damaged or worn parts and use new seals and gaskets when
reassembling. Follow the manufacturer’s instructions (available on
manufacturer’s website).
FILTERS
Some engines have filters in the cooling system. The filter element and resistor plates may
contain chemicals that remove or neutralize corrosives. These chemicals alkalinize the
coolant enough to prevent corrosion of metal parts and to form rustproof films on metal
surfaces.
If your engine is equipped with a coolant filtration system, it is ESSENTIAL

to follow manufacturer’s instructions for replacing the water filter and
draining water from the lower sump of the filtration system (refer to
illustration "TYPICAL COOLANT CONDITIONING FILTERS").
SERVICE MANUAL
(MOUNTED AT TOP – FRONT OF ENGINE - CUMMINS ENGINE SHOWN)

Figure 5. TYPICAL COOLANT CONDITIONING FILTERS
ACCESSORY DRIVE BELTS AND FAN SERVICE

The drive belts should be periodically checked for signs of early failure i.e. cracks, splits,
excessive stretching, and fraying. Replace belts when these signs are present. Adjust belt
tension as specified by the engine manufacturer. Too much tension causes premature failure
of the belt and fan bearings. Too little tension permits belt slippage and causes insufficient
cooling and excessive belt wear. Worn pulleys should be replaced when manufacturer’s limits
are reached.
Fan service usually consists of making sure the blades are straight and far enough from the
radiator so they will not strike the core.
AERATION
Aeration is caused by air inside a cooling system mixing with the coolant. It can accelerate the
formation of rust and corrosion and it can also cause foaming, overheating, and loss of coolant
through the overflow pipe. Aeration may result from a leak in the system, turbulence in the top
tank, and too low coolant level.
Use the following steps to check for aeration in the cooling system:
a. Adjust coolant to proper level.
b. Replace pressure cap with plain but airtight cap.
c. Attach rubber tube to lower end of overflow pipe.
d. With machine parked, run engine at high throttle until temperature gauge stops rising
and stabilizes.
e. Without changing engine speed or temperature, place the end of the rubber tube in a
container of water.
f. A continuous stream of bubbles from the tube will show that air is being drawn into the
cooling system.
SERVICE MANUAL
All LeTourneau, Inc. installed power units are approved for proper de-
aeration capabilities. Flange and hose routing should never be altered
without factory approval.
EXHAUST GAS LEAKAGE

Exhaust gas can enter the cooling system through a crack in the cylinder head or a loose
cylinder head joint even though the joint may be tight enough to keep liquid from leaking into a
cylinder. Exhaust gases dissolved in the coolant will destroy the rust inhibitors and form acids
that cause corrosion, rust and clogging. The cylinder head(s) gasket(s) may burn or corrode
because of the gases and excess pressure also may force coolant out of the overflow pipe.
Suspect exhaust gas leakage if the coolant is rusty or if there is severe rust clogging,
corrosion, or overflow losses. A chemical tester is available to detect the presence of exhaust
gas in the cooling system but should only be used by experienced personnel, as its use
requires opening the radiator.
SERVICE MANUAL
FLUSHING & COOLING SYSTEM EXTERNAL MONITORING & FIGURE 6 1_2

FLUSHING THE COOLING SYSTEM
The cooling system should be flushed and thoroughly checked at least once a year and
always before installing new antifreeze. Incomplete flushing, such as hosing out the
radiator, will close the thermostat and prevent thorough back flushing of the block.
FLUSHING PROCEDURES
a. Drain the coolant from the radiator and engine.
b. Refill with soft clean water (unless rust is present and then the use of a chemical
cleaning solution may be required to achieve the desired results). Refer to engine and
radiator manufacturer owners’ manuals (available on manufacturer’s website) for
recommended cleaning solutions. If the engine is hot, fill slowly to prevent rapid cooling
and distortion of engine castings.
c. Start the engine and operate it for fifteen minutes to thoroughly circulate the water.
d. After thoroughly flushing the system, open all drain points to completely drain the
system.
e. Clean out the overflow pipe; remove insects, dirt and any other foreign matter from the
radiator passages, radiator grille and screens.
f. Check the thermostat, radiator pressure cap and the cap seat for dirt and corrosion.
g. Refill with the proper mixture of antifreeze to protect the system down to the lowest
possible temperature expected.
Filling the radiator at over 5 U.S. gallons (20 liters) per minute can cause air
pockets to form in the cooling system.
Refilling the cooling system can be best accomplished by using the

optional (refer to illustration) "Central Service System".
SERVICE MANUAL
FLUSHING & COOLING SYSTEM EXTERNAL MONITORING & FIGURE 6 1_2
h. After draining and refilling the cooling system, ALWAYS operate the engine with the
radiator cap removed until the coolant level stabilizes.
i. Recheck the coolant level and add coolant as necessary to fill the system. The system
should be filled to a point midway between the radiator core and the bottom of the filler
neck to allow for expansion.
Cooling systems can also be pressure flushed and reverse flushed. Refer to the engine
manufacturer’s operator’s manual and service manual (available on manufacturer’s website)
for recommendations and instructions on performing these procedures.
If the radiator cannot be satisfactorily cleaned by normal flushing with the aid of chemical
cleaners, reverse or pressure flushing; it may be necessary to remove the upper tank and rod
out the radiator tubes. Only qualified and experienced personnel should perform this operation.
COOLING SYSTEM EXTERNAL MONITORING
The cooling system is monitored by the LINCS computer system. Should the engine overheat,
the RED alarm light will illuminate, an audible alarm will sound and an ALARM screen
indicating engine overheating will appear on the computer monitor. Traction will be inhibited
and the machine will go into dynamic braking, which will stop the machine. Should an alarm
situation occur, SHUT THE ENGINE DOWN IMMEDIATELY or serious engine damage
could occur.
The operator can silence the audible alarm and remove the ALARM message from the
computer monitor; however, the RED alarm light will continue to illuminate and the fault will be
logged into the VIEW ACTIVE ALARMS option of the Maintenance Menu. The light can be
turned off and the fault removed from the log only by maintenance personnel who have access
to the service function of the LINCS computer system.
SERVICE MANUAL
NOTES
SECTION 9
BALL CAP AND BASE PREVENTIVE
MAINTENANCE, TROUBLESHOOTING AND
REPLACEMENT PROCEDURES
SERVICE MANUAL
NOTES
SERVICE MANUAL
BALL CAP & BASE PM TROUBLESHOOTING & REPLACEMENT PROCEDURE 1_2

BALL CAP AND BASE PREVENTIVE
MAINTENANCE, TROUBLESHOOTING AND
LETOURNEAU, INC. LOADER
OSL-9
TABLE OF CONTENTS
BALL JOINT PREVENTIVE MAINTENANCE PROGRAM
BALL JOINT TROUBLESHOOTING ADJUSTMENT AND REPLACEMENT
PARTS CATALOG
Figure 1. HOIST CYLINDER
Figure 2. REAR AXLE - FRONT BALL CAP SHOWN - REAR CAP IS THE SAME
ARTICULATED JOINT - LOWER BALL CAP SHOWN - UPPER CAP IS THE
Figure 3.
SAME
Figure 4. LIFT ARM BALL CAP

Loaders manufactured by LeTourneau, Inc. use pivot balls and caps at the lift arms, hoist
cylinders, middle pivot and rear axle pivot. Illustrations "HOIST CYLINDER", "REAR AXLE",
"ARTICULATED JOINT" and "LIFT ARM BALL CAP" show these ball joints. BALL CAP AND
BASE PREVENTIVE MAINTENANCE, TROUBLESHOOTING AND REPLACEMENT
PROCEDURES is provided to assist operators and maintenance technicians in the
maintenance, inspection, troubleshooting and replacement of the ball joint assemblies on the
machine. This publication is divided into two parts:
z BALL JOINT PREVENTIVE MAINTENANCE PROGRAM - Deals with maintenance and

inspections required as part of the preventive maintenance program.
z BALL JOINT TROUBLESHOOTING ADJUSTMENT AND REPLACEMENT - Covers the
troubleshooting common problems and the replacement of all or part of the ball joint
assemblies.
SERVICE MANUAL
BALL CAP & BASE PM TROUBLESHOOTING & REPLACEMENT PROCEDURE 1_2
Figure 2. REAR AXLE

Figure 1. HOIST CYLINDER - FRONT BALL CAP SHOWN
- REAR CAP IS THE SAME
Figure 3. ARTICULATED JOINT

- LOWER BALL CAP SHOWN Figure 4. LIFT ARM BALL CAP
- UPPER CAP IS THE SAME
SECTION 9, PART 1
BALL JOINT MAINTENANCE AND
INSPECTION PROCEDURES
SERVICE MANUAL
NOTES
SERVICE MANUAL
BALL JOINT MAINTENANCE & INSPECTION PROCEDURES 1_2

BALL JOINT MAINTENANCE AND
INSPECTION PROCEDURES
LETOURNEAU, INC.
OSL- 9 PART 1
TABLE OF CONTENTS
OVERVIEW OF BALL JOINT MAINTENANCE AND INSPECTION PROCEDURES
GENERAL INFORMATION
BALL CAP MAINTENANCE PROCEDURES
LUBRICATION REQUIREMENTS
OPERATOR DAILY AND WEEKLY MAINTENANCE INSPECTIONS AND SERVICES
TORQUE INSPECTION OF BALL CAP CAPSCREWS
CAPSCREW IDENTIFICATION AND TORQUE VALUES
VISUAL INSPECTION OF BALL CAP ENDPLAY
DIAL INDICATOR INSPECTION OF BALL CAP ENDPLAY
CHECKING LIFT ARM ENDPLAY
CHECKING HOIST CYLINDER BALL CAP ENDPLAY
CHECKING MIDDLE PIVOT ENDPLAY
CHECKING REAR OSCILLATING AXLE ENDPLAY
Figure 1. BALL LUBRICATION METHODS
Figure 2. CAPSCREW IDENTIFICATION AND TORQUE CHART
Figure 3. TYPICAL INDICATOR SETUP FOR MEASURING ENDPLAY IN BALL AND
CAP ASSEMBLY
Figure 4. L-1350 BALL CAP TORQUE SPECIFICATIONS – MAINTENANCE
INSPECTIONS
Figure 5. L-1850-L-2350 BALL CAP TORQUE SPECIFICATIONS – MAINTENANCE
INSPECTIONS
Figure 6. BALL BASE/SOCKET/CAP SPECIFICATIONS
SERVICE MANUAL
BALL JOINT MAINTENANCE & INSPECTION PROCEDURES 1_2

OVERVIEW OF BALL JOINT MAINTENANCE AND INSPECTION
PROCEDURES
This publication deals with maintenance and inspections required as part of the preventive
maintenance program as outlined in the MODULAR PREVENTIVE MAINTENANCE
SCHEDULES. Should inspections outlined in this publication indicate the need for disassembly
of the ball joint for adjustment or replacement, refer to BALL JOINT TROUBLESHOOTING
AND ADJUSTMENT AND REPLACEMENT.
GENERAL INFORMATION
The ball joint assembly employs the use of two (halves) semi-spherical nickel-aluminum-
bronze ball liner bushings. The ball liners are mounted within the ball socket and ball cap and
have low friction, high output load carrying capacity as required by these applications. The ball
design allows for constant loading of the ball liner bushing under varying load conditions. Each
ball is sized for the particular loader and location where it is to be used.
The ball joint assembly has proven itself over the years to be very durable with a long life.
However, it is very important that each ball socket be properly maintained and adjusted. While
the ball joint assemblies are different sizes on the various models of LeTourneau, Inc. loaders,
the basic principals for assembly and maintenance are the same. Sizes and locations of the
ball joint assemblies found on the various models of LeTourneau, Inc. loaders are located on
illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS".
SERVICE MANUAL
WARNINGS AND CAUTIONS 1_2

The following warnings and cautions apply to maintenance and inspections of the ball joints on
the various models of LeTourneau, Inc. loaders. These warnings and cautions will not be
reiterated in the following text.
When inspecting the ball joints, unless conducting operational tests of the
machine, lock out the machine’s starting capability with the Maintenance
Lockout Switch (optional). If the machine is not equipped with the
Maintenance Lockout Switch, place a DO NOT OPERATE sign on the
controls and remove the key when performing inspections, maintenance or
repair.
When performing operational tests, place signs to alert personnel to keep a
safe distance from the machine.
Visual and dial indicator inspections of the ball joint assemblies require
operational tests of the machine. These tests should only be performed by
qualified and experienced personnel. It is critically important that no
personnel be in close proximity to the machine during these tests as
serious injury or loss of life is possible. A signal person should advise the
operator during these inspections.
It is recommended that a dial indicator with a remote indicating unit or
gauge amplifier be used for inspections. The remote indicating unit should
be placed outside the pivot area where it can be seen from a safe distance.
When performing dial indicator tests on the ball joints, the loader should
be straight and not steered to either side. Install the frame lock prior to
doing any testing. Failure to do so could result in injury. Be sure all
personnel are secure and in safe positions prior to doing any testing.
Do not perform visual or dial indicator inspections of the rear axle ball caps
on an operating loader. Use jacks or cranes of appropriate capacity.

properly stowed or machine damage will result.
SERVICE MANUAL
Do not weld the spherical part of the ball or the neck area. The ball base
assemblies are special heat-treated steel. Any welding to the ball or neck
will cause damage to the steel and detrimentally affect the strength of the
ball. Welding can cause structural failure to the ball, resulting in damage
and injury.
Replacement of a ball base entails very specific welding procedures to
prevent any damage to the spherical part of the ball and neck. Follow the
ball base replacement procedures provided in FIELD WELDING
PROCEDURES.
SERVICE MANUAL
BALL CAP MAINT PROCEDURES & FIGURE 1 1_2

BALL CAP MAINTENANCE PROCEDURES
LUBRICATION REQUIREMENTS
The ball joint assemblies are lubricated by the Automatic Lubrication System. The operation
and maintenance of the Automatic Lubrication System is located in AUTOMATIC
LUBRICATION SYSTEM OPERATION AND SERVICE.
The ball joint assembly requires the use of the proper type of 3% (minimum) moly grease for
maximum life. The specifications for the proper lubricant are listed on illustration
It is essential that the Auto Lubrication System timer be set with an interval
of time no longer than 15 minutes. Each individual grease injector for the
ball socket assemblies should be set to maximum flow. Refer to
manufacturer's product information (L-1350) (L-1850-L-2350).
It may be necessary, in certain extreme applications, to lower the time
interval or replace the standard Lincoln SL-1 type injector with a larger type
to provide adequate lubricant to the various ball socket assemblies on the
machine.
The manner in which grease is introduced into the ball joint assembly for the various models of
LeTourneau, Inc. loaders is listed in illustration "BALL LUBRICATION METHODS".
OPERATOR DAILY AND WEEKLY MAINTENANCE INSPECTIONS AND
SERVICES
It is essential that the following inspections and service be performed by the operator to ensure
the ball joints are properly maintained:
a. It is the responsibility of each operator to daily check for fresh grease at each ball joint
assembly (a “wet” look) as an indication that the Auto Lubrication System is functioning
properly. Should a joint be dry, then maintenance personnel should be advised and the
problem repaired before operation resumes.
b. It is the responsibility of each operator to daily monitor the ball joints for endplay. The
operator should note any loose ball socket assemblies that are detected during normal
operation and advise maintenance personnel so that more detailed checks can be
performed.
c. It is the responsibility of the operator to daily check the ball caps for broken or missing
capscrews. Under no circumstances should the machine be allowed to operate
with a broken or missing capscrew.
d. It is the responsibility of the operator to inspect the auto lubrication grease reservoir on a
weekly basis to ensure the reservoir has an adequate supply of lubricant. Before the
machine is used in material handling operations, the reservoir must be filled with an
adequate amount of grease. Filling procedures for the automatic lubrication system are
found in AUTOMATIC LUBRICATION SYSTEM OPERATION AND SERVICE.
SERVICE MANUAL
BALL CAP MAINT PROCEDURES & FIGURE 1 1_2

TORQUE INSPECTION OF BALL CAP CAPSCREWS
It is essential that the proper torque be maintained on the ball cap capscrews. Trained and
experienced personnel should conduct the torque inspections. Torque specifications for the
ball joint assemblies in the various models of LeTourneau, Inc. loaders are located on
illustrations "BALL CAP TORQUE SPECIFICATIONS" L-1350 and L-1850-L-2350.
New Machines or Replacement Capscrews:
New machines or replacement capscrews should be torqued to the proper lubed value and
each capscrew should be checked for torque value as follows:
1. Verify torque after first 2, 6, 14 and 100 hours of operation and every 500 hours
thereafter.
2. If no loose capscrews are found during the 2-hour and 6-hour verifications, then it is
acceptable to perform spot checks on subsequent verifications.
GREASING METHOD
LOADER LIFT ARM HOIST MIDDLE PIVOT REAR AXLE
CYLINDER PIVOT
L-1350 Through the cap Through the ball Through the ball Through the cap
L-1850 Through the ball Through the ball Through the ball Through the ball
L-2350 Through the ball Through the ball Through the ball Through the ball
3. If any loose capscrews are found during the 6-hour or 14-hour check, torque the
loose capscrews and continue to verify the torque at 4-hour intervals. If, after four
verifications of torque, the capscrews continue to come loose, disassemble the ball
cap and examine the components for cause.
SERVICE MANUAL
BALL CAP MAINTENANCE PROCEDURES...CONT'D 1_2

CAPSCREW IDENTIFICATION AND TORQUE VALUES
The type of capscrew and proper torque value for each ball cap location is provided on
illustration "CAPSCREW IDENTIFICATION AND TORQUE CHART". All capscrews are to be
lubricated with 30W motor oil on the threads and under the heads.
A BALL CAP MAINTENANCE INSPECTION LOG FORM is provided. Make

copies of this log as needed to document your ball cap preventive
maintenance program. Keep copies of the log in the machine’s permanent
file.
VISUAL INSPECTION OF BALL CAP ENDPLAY

A qualified technician should check each ball joint assembly visually at 500-hour intervals. If
ANY movement is seen, then the joint should be checked closely with a dial indicator to
determine its actual clearance. Refer to DIAL INDICATOR INSPECTION OF BALL CAP
ENDPLAY for instructions on performing these inspections.
DIAL INDICATOR INSPECTION OF BALL CAP ENDPLAY
Each of the ball joint assemblies should be checked in detail by a qualified technician as part
of a regular preventive maintenance program, as outlined in the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES. Specifications for the various types and sizes of ball joint
assemblies found on the various models of loaders are located on illustration "BALL
BASE/SOCKET/CAP SPECIFICATIONS". Allowable movement at PM inspection is listed on
the "Mechanical System Quick Reference Chart" (as applicable). It is recommended that the
checks be made at the following intervals:
• Initial 100 hours
• Each 2000 hours thereafter
These check intervals would also apply to the installation of new ball, new socket or new liners.
These hour intervals are only recommendations based on typical usage.

The personnel performing the checks may have to adjust these hours
downward depending on the severity of the application in which the loader
is working.
If the endplay measurements change dramatically from one check to the
next or are found to be out of the wear limits on a particular joint, then the
checks may have to be performed more often until the joint stabilizes.
SERVICE MANUAL

CHECKING LIFT ARM ENDPLAY
The loader should be straight and not steered to either side. Install the
frame lock prior to doing any testing. Failure to do so could result in
injury. Be sure all personnel are secure and in safe positions prior to doing
any testing. Place signs to alert other personnel to keep a safe distance
from the machine.
This test needs to be done on flat level ground so that the lift arms cannot move up and down
during the test.
a. Set the bucket on the ground and place the hoist lever in the FLOAT position.
b. Mount the magnetic base of a dial indicator on the frame structure next to the lift arm ball
cap so the indicator contacts the all cap as near to center as possible. The centerline of
the dial indicator should be aligned with the centerline of the ball cap. It may be
necessary to scrape off some paint on the frame in order to have the magnetic base
securely mounted.
Refer to illustration "TYPICAL INDICATOR SETUP FOR MEASURING

ENDPLAY IN BALL AND CAP" for an example of dial indicator setup. Ball
joint shown in the illustration is a hoist cylinder; however, dial indicator
installation is the same for other ball joints.
c. Move the loader backwards three to four feet and apply the brakes. Zero the dial
indicator.
d. Release the brakes and slowly move the loader forward three to four feet (with the
bucket still on the ground).
e. As the loader begins to move forward, the dial indicator needle should “snap” from the
zero setting to some value.
SERVICE MANUAL
FIGURE 2 1_2

Ball Cap Machine Capscrew LeT P/N Torque Value
Location Ft.-Lb. N•M
L-1350
Lift Arms 1-1/4”-7 x 6” UNRC 423-3222
L-1850/ 1900 2584
1-1/4”-7 x 10” UNRC 424-1671
L-2350
Hoist L-1350
Cylinders
L-1850/ 1-1/4”-7 X 6” UNRC 423-3222 1363 1854
L-2350
L-1350
Middle Pivot
L-1850/ 1-1/4”-7 X 6” UNRC 423-3222 1363 1854
L-2350
L-1350
Rear Axle
L-1850/ 1-1/4”-7 X 6” UNRC 423-3222 1363 1854
L-2350
1. Use only capscrews available under LeTourneau, Inc. P/N shown for
these applications.
2. All capscrews to be lubricated on the threads and under the heads with
30W motor oil.
3. Use properly calibrated hydraulic torque wrench or torque multiplier.
SERVICE MANUAL
The “snap” value is the endplay reading for the lift arm ball cap. Take care
to only read the “snap” reading. Failure to do this can lead to very tight
ball socket assemblies, heat and rapid wear.
f. Repeat the test moving backwards.

g. Repeat the test several times until you are able to obtain consistent numbers.
h. Check both left and right sides.
i. Compare this reading to those in illustration "BALL BASE/SOCKET/CAP
SPECIFICATIONS". If readings are above the maximum reading (or below the
minimum new setup reading) the shim pack will have to be adjusted. Adjust the shim
pack to bring the endplay into the “New Setup Range”.
j. Refer to GENERAL BALL CAP ADJUSTING PROCEDURE.
CHECKING HOIST CYLINDER BALL CAP ENDPLAY
injury. Be sure all test personnel are secure and in safe position prior to
doing any testing. Place signs to alert other personnel to keep a safe
distance.
b. Mount the magnetic base of a dial indicator on the frame structure next to the hoist
cylinder ball cap so the indicator contacts the ball cap as near to center as possible.
The centerline of the dial indicator should be aligned with the centerline of the ball cap.
In this case, the dial indicator will typically be nearly horizontal. It may be necessary to
scrape off some paint on the frame in order to have the magnetic base securely
mounted.
c. Slowly power down the loader with the hoist until the weight comes off of the tires. (It is
not necessary to lift the front end of the loader). Zero the dial indicator.
d. Slowly hoist the lift arms.
e. As the arms begin to move up, the dial indicator needle should “snap” from the zero
setting to some value.
The “snap” value is the endplay reading for the lift arm ball cap. Take care
to only read the “snap” reading. Failure to do this can lead to very tight
ball socket assemblies, heat and rapid wear.
SERVICE MANUAL

f. Repeat the test powering down.
g. Repeat the test several times as you hoist up and down until you are able to obtain
consistent numbers.
h. Repeat the test on both left and right hoist cylinder ball caps.
i. Compare this reading to those in illustration "BALL BASE/SOCKET/CAP
SPECIFICATIONS". If above the maximum reading for (or minimum new setup
reading) the shim pack will have to be adjusted. Adjust the shim pack to bring the
endplay into the “New Setup Range”.
CHECKING MIDDLE PIVOT ENDPLAY
injury. Be sure all personnel are secure and in safe positions prior to doing
any testing. Place signs to alert other personnel to keep a safe distance
from the machine.
b. Mount the magnetic base of a remote readout dial indicator on the front frame structure
next to the middle pivot ball cap so the indicator transducer or remote gauge head
contacts the ball cap as near to center as possible. The centerline of the indicator
transducer or remote gauge head needs to be aligned with the centerline of the ball
cap. In this case, it will be horizontal. It may be necessary to scrape off some paint in
order to have the magnetic base securely mounted.
The remote indicating unit or gauge amplifier should be placed outside the pivot area
where it can be seen from a safe position (refer to illustration "TYPICAL INDICATOR
SETUP FOR MEASURING ENDPLAY IN BALL AND CAP").
SERVICE MANUAL
FIGURE 3 1_2
Remote readout electronic dial indicators are available from many

manufacturers such as Starrett, Brown and Sharp, Federal, Mitutoyo and
others.
Figure 3. TYPICAL INDICATOR SETUP FOR MEASURING ENDPLAY IN BALL AND

CAP ASSEMBLY
SERVICE MANUAL

c. Slowly power down with the hoist until the weight comes off of the tires (it is not
necessary to lift the front end of the loader). Zero the dial indicator.
d. Slowly hoist the lift arms.
e. As the arms begin to move up, the dial indicator needle should “snap” from the zero
setting to some value. After that, the needle will typically continue to move slowly in the
same direction.
The “snap” value is the endplay reading for the middle pivot ball cap. Take
care to read the “snap” reading. All other needle movement is due to
deflection and cap movement. Failure to do this can lead to very tight ball
socket assemblies, heat and rapid wear.
f. Repeat the test powering down.

g. Repeat the test several times as you hoist up and down unit you are able to obtain
consistent numbers.
h. Repeat the test for top and bottom pivot ball caps.
i. Compare the reading obtained to those in illustration "BALL BASE/SOCKET/CAP
SPECIFICATIONS". If above the maximum reading (or below the minimum new setup
reading), the shim pack will have to be adjusted. Adjust the shim pack to bring the
endplay into the “New setup range”.
CHECKING REAR OSCILLATING AXLE ENDPLAY
It is not recommended that endplay readings be taken on the rear axle of an

operating loader. These readings should be taken using either jacks or a
crane of appropriate capacity (LOADER JACKING INSTRUCTIONS).
safety link prior to doing any testing. Failure to do so could result in injury.
b. Mount the magnetic base of a dial indicator on the axle structure next to the pivot ball
cap so the indicator contacts the ball cap as near to center as possible. The centerline
of the dial indicator needs to be aligned with the centerline of the ball cap. In this case,
it should be vertical. It may be necessary to scrape off some paint in order to have the
magnetic base securely mounted (refer to illustration "TYPICAL INDICATOR SETUP
FOR MEASURING ENDPLAY IN BALL AND CAP").
c. Slowly raise the frame with the jack until the ball caps hold the weight of the axle.
Do not lift the loader high enough to allow the axle to oscillate or false
readings will be obtained.
SERVICE MANUAL

d. Lower the frame slowly and smoothly until the frame rests on the axle. As the frame
begins to lower, the dial indicator needle should “snap” from the zero setting to some
value.
The “snap” value is the endplay reading for the rear oscillating axle ball
cap. Take care to only read the “snap” reading. Failure to do this can lead
to very tight ball socket assemblies, heat and rapid wear.
Do not do this test while powering up with a jack. Typically a jack will hoist
in a jerky manner and cause the needle of the dial indicator to simulate a
“snap” reading. Even though it is actually showing deflection.
e. Repeat the test several times as you hoist up and down until you are able to obtain
consistent numbers.
f. Compare this reading to those in illustration "BALL BASE/SOCKET/CAP
SPECIFICATIONS". If above the maximum reading (or below, the minimum new setup
reading), the shim pack will have to be adjusted. Adjust the shim pack to bring the
endplay into the “New setup range”.
g. Refer to GENERAL BALL CAP ADJUSTING PROCEDURE.
SERVICE MANUAL
FIGURE 4 1_2

REFER TO TA-7399M FOR THIS ILLUSTRATION
1. FOLLOW THE NUMBERED SEQUENCE IN

INCREMENTAL TIGHTENING UNTIL ALL BOLTS
ACHIEVE DESIRED TORQUE.
2. DO NOT TIGHTEN ANY ONE BOLT BEFORE
OTHERS ARE DRAWN DOWN
INCREMENTALLY.
3. REFER TO ILLUSTRATION "CAPSCREW
IDENTIFICATION AND TORQUE CHART" FOR
PROPER TORQUE AMOUNT.
Figure 4. L-1350 BALL CAP TORQUE
SPECIFICATIONS – MAINTENANCE
INSPECTIONS
TA7399M
TA-7399M
SERVICE MANUAL
FIGURE 5 1_2

1. FOLLOW THE NUMBERED SEQUENCE IN INCREMENTAL TIGHTENING UNTIL ALL BOLTS ACHIEVE
DESIRED TORQUE.
2. DO NOT TIGHTEN ANY ONE BOLT BEFORE OTHERS ARE DRAWN DOWN INCREMENTALLY.
3. REFER TO ILLUSTRATION "CAPSCREW IDENTIFICATION AND TORQUE CHART" FOR PROPER
TORQUE AMOUNT.
MODELS
L-1850
L-2350
Figure 5. L-1850-L-2350 BALL CAP TORQUE SPECIFICATION – MAINTENANCE
INSPECTIONS
TA7399L
TA1
TORQUE SPECIFICATIONS (L-1850--EARLY L-2350)

TA2
TORQUE SPECIFICATIONS (L-2350 CURRENT PRODUCTION MODELS)

SERVICE MANUAL
NOTES
SERVICE MANUAL
BALL CAP MAINTENANCE INSPECTION LOG 1_2

BALL CAP MAINTENANCE INSPECTION LOG
MACHINE MODEL: SERIAL NO:
500-HOUR TORQUE
500-HOUR VISUAL 2,000-HOUR DIAL
INSPECTION HOURMETER
INSPECTION INDICATOR “SNAP”
READING _______
HOURMETER READING
BALL CAP LOCATION READING _______ INSPECTION
HOURMETER
READING _______
TORQUE VERIFIED MOVEMENT MOVEMENT
DETECTED DETECTED
PROBLEM YES NO
BOLT YES* NO (Enter
YES POSITION data)
NO
LIFT RHS
ARM LHS
HOIST RHS
CYL. LHS
MIDDLE UPPER
PIVOT LOWER
REAR FRONT
AXLE REAR
INSPECTION TEST BY: BY: BY:
CONDUCTED
DATE: DATE: DATE:
ANY GENERAL COMMENTS BY INSPECTOR:
* IF ANY MOVEMENT IS DETECTED, CONDUCT A DIAL INDICATOR INSPECTION.
1. ENTER DATA IN THE RESPECTIVE COLUMN ABOVE – SHOW THE HOURS AT TOP OF
COLUMN.
2. THERE SHOULD BE ONE OF THESE DATA PAGES FOR EACH INSPECTION EVENT.
3. DIAL INDICATOR INSPECTION MUST BE CONDUCTED IF ANY MOVEMENT IS NOTICED.
4. RETAIN DATA SHEETS IN MACHINE’S PERMANENT FILE.
SERVICE MANUAL
FIGURE 6 1_2

BALL SIZE (INCHES) AND LOCATION
LOADER LIFT ARM HOIST MIDDLE REAR AXLE
CYLINDER PIVOT PIVOT
L-1350 12 9 9 7.5
L-1850 14 12 9 9
L-2350 14 12 12a 9
BALL BASE SPECIFICATIONS
Nominal diameter 7.5" 9” 12” 14”
Machined diameter 7.500" ± .003” 8.997” ± .003” 12.000” 14.000”
± .003” ± .003”
*Max ball wear before liner may be 0.060" 0.065” 0.070” 0.080”
affected
BALL SOCKET SPECIFICATIONS
Machined diameter 8.003" ± .002” 9.503” ± .002” 12.503” 14.503”
± .002” ± .002”
*Maximum socket wear before liner 0.020" 0.030” 0.030” 0.030”
may be affected.
BALL BASE/SOCKET/CAP ASSEMBLY SPECIFICATIONS
NEW LINER (OR NEW BALL/SOCKET) SETUP
Suggested shim pack with new liners 7.5" 9” 12” 14”
(adjust as needed to get correct
endplay) 1 ea. 3/16" 1 ea. 3/16” 1 ea. 3/16” 1 ea. 1/4”
spacer plate spacer plate spacer plate spacer plate
4 ea. .030" 4 ea. .030” shim 4 ea. .030” 2 ea. .030“
shim 2 ea. .018” shim shim shim
1 ea. .018" 2 ea. .007” shim 2 ea. .018” 2 ea. .018”
shim shim shim
4 ea. .007" 2 ea. .007”
shim shim
New setup endplay reading 0.008-.015" 0.010-.018” 0.012-.020” 0.014-.024”
PM CHECKS AND SETUP
Min. reading at PM 0.008" 0.010” 0.012” 0.014”
Max. reading at PM check (if higher, 0.030" 0.036” 0.040” 0.048”
then shims must be removed.)
Reading range after PM shim 0.008-0.15" 0.010-.018” 0.012-.020” 0.014-.024”
removal.
Minimum shim pack before replacing 3/16" spacer 3/16” spacer 3/16” spacer 1/4” spacer
liners plate plate plate plate
*If the ball or socket is out of round (TIR) by more than this amount, rapid wear of the brass
liners may be noted. This of course depends on the severity of the application. Ball wear is
typically an indication of either a lubrication problem or running the ball socket assembly at
higher endplay than the limits in limits listed above.
Special shimming procedures are required when shimming a ball cap assembly when the ball is
worn. In any case, this will only be temporary, as rapid liner wear will be common until the ball
is replaced.
a
Early production was 9".
SECTION 9, PART 2
BALL JOINT TROUBLESHOOTING,
ADJUSTMENT AND REPLACEMENT
SERVICE MANUAL
NOTES
SERVICE MANUAL
BALL JOINT TROUBLESHOOTING, ADJUSTMENT & REPLACEMENT 1_2

BALL JOINT TROUBLESHOOTING,
ADJUSTMENT AND REPLACEMENT
LETOURNEAU, INC.
OSL-9, PART 2
TABLE OF CONTENTS
OVERVIEW OF BALL JOINT TROUBLESHOOTING ADJUSTMENT AND
REPLACEMENT
GENERAL DISASSEMBLY AND ASSEMBLY INSTRUCTIONS FOR BALL JOINTS
DISASSEMBLY
ASSEMBLY
BALL JOINT TROUBLESHOOTING CHART
LIFT ARM BALL CAP REMOVAL AND INSTALLATION PROCEDURES
LIFT ARM BALL CAP REMOVAL PROCEDURES
LIFT ARM BALL CAP INSTALLATION PROCEDURES
HOIST CYLINDER BALL CAP REMOVAL AND INSTALLATION PROCEDURES
HOIST CYLINDER BALL CAP REMOVAL PROCEDURES
HOIST CYLINDER BALL CAP INSTALLATION PROCEDURES
MIDDLE PIVOT BALL CAP REMOVAL AND INSTALLATION PROCEDURES
MIDDLE PIVOT BALL CAP REMOVAL PROCEDURE
MIDDLE PIVOT – BOTTOM PIVOT BALL
MIDDLE PIVOT – TOP PIVOT BALL
REAR AXLE (OSCILLATING) BALL CAP REMOVAL AND INSTALLATION
REAR AXLE BALL CAP INSTALLATION PROCEDURES
GENERAL BALL CAP ADJUSTING PROCEDURE
SERVICE MANUAL
BALL JOINT TROUBLESHOOTING, ADJUSTMENT & REPLACEMENT 1_2

Figure 1. BALL CAP WEIGHT CHART
Figure 4. BALL JOINT TROUBLESHOOTING CHART
Figure 6. BALL CAP LINER AND SEAL INSTALLATION
Figure 7. TYPICAL INSTALLATION OF BALL CAP STUD SUPPORTS FOR BALL
CAP REMOVAL/INSTALLATION
Figure 8. TYPICAL LIFT ARM BALL CAP ASSEMBLY – ALL MODELS
Figure 9. L-1350 LIFT ARM BALL CAP INSTALLATION TORQUE SPECIFICATIONS
Figure 10. L-1850-L-2350 LIFT ARM BALL CAP INSTALLATION TORQUE
SPECIFICATIONS
Figure 11. HOIST CYLINDER BALL CAP INSTALLATION
Figure 12. L-1350 HOIST CYLINDER BALL CAP INSTALLATION TORQUE
SPECIFICATIONS
Figure 13. L-1850-L-2350 HOIST CYLINDER BALL CAP INSTALLATION TORQUE
SPECIFICATIONS
Figure 14. MIDDLE PIVOT BALL CAP REMOVAL AND INSTALLATION – TYPICAL
JACK PLACEMENT
Figure 15. MIDDLE PIVOT BALL CAP INSTALLATION
Figure 16. L-1350-L-1850-L-2350 MIDDLE PIVOT BALL CAP INSTALLATION TORQUE
SPECIFICATIONS
Figure 17. OSCILLATING AXLE BALL CAP INSTALLATION
Figure 18. L-1350 OSCILLATING AXLE BALL CAP INSTALLATION TORQUE
SPECIFICATIONS
Figure 19. L-1850-L-2350 OSCILLATING AXLE BALL CAP INSTALLATION TORQUE
SPECIFICATIONS
OVERVIEW OF BALL JOINT TROUBLESHOOTING ADJUSTMENT AND

REPLACEMENT
This publication provides technicians with instructions for the troubleshooting, adjustment and
replacement of the ball joint assemblies on the various models of LeTourneau, Inc. loaders.
The need for adjustment or repair is indicated by inspections as outlined in BALL JOINT
MAINTENANCE AND INSPECTION PROCEDURES. An illustration "TROUBLESHOOTING
CHART" is provided to help identify deficiencies in maintenance or operation that may be
causing the difficulties. It is recommended that the chart be consulted at the time of
disassembly and appropriate corrective action taken to prevent a reoccurrence of the
problems.
SERVICE MANUAL
WARNINGS & CAUTIONS & FIGURE 1 1_2

The following warnings and cautions apply to the disassembly of the ball joints on the various
models of LeTourneau, Inc. loaders. These warnings and cautions will not be reiterated in
the following text.
Unless conducting operational tests, lock out the machine’s starting

capability with the maintenance lockout switch. Also, place a DO NOT
OPERATE sign on the controls and remove the key when performing
repairs to the machine. Install the frame lock to prevent the machine from
turning when working in the pivot area of the articulated loader. There is
no room for persons in this area when the machine turns. Serious injury or
loss of life could occur.
Cranes or jacks of suitable capacity must be employed to lift the major

components of the loader for removal and installation of the ball joints.
DO NOT stand under or place hands or feet under any component of the
loader that is hoisted. Serious injury or loss of life is possible in the event
of an accident.
Do not weld the spherical part of the ball or the neck area. The ball base
assemblies are special heat-treated steel. Any welding to the ball or neck
will cause damage to the steel and detrimentally affect the strength of the
ball. Welding can cause structural failure to the ball, resulting in damage
and injury. Replacement of a ball base entails very specific welding
procedures to prevent any damage to the spherical part of the ball and
neck. Follow the ball base replacement procedures provided in FIELD
WELDING PROCEDURES.
Exercise caution when jacking the machine. If both wheels of the

oscillating axle are off the ground at the same time, the axle may swivel
SERVICE MANUAL
WARNINGS & CAUTIONS & FIGURE 1 1_2
Ball caps are heavy and proper lifting equipment and procedures should be
used to assure a safe lift. Approximate weights for the various types of ball
caps are provided in illustration "BALL CAP WEIGHT CHART".
BALL CAP WEIGHT (*Approximate)

LOADER LIFT ARM HOIST CYLINDER MIDDLE PIVOT REAR AXLE
PIVOT
L-1350 265 lbs. 140 lbs. 210 lbs. 108 lbs.
L-1850/ 410 lbs. 220 lbs. 210 lbs. 140 lbs.
L-2350
These weights are only approximate and provided as a guide for determining
proper lifting procedures and equipment. In all cases, adequate equipment
should be used to provide a good safety margin.
Figure 1. BALL CAP WEIGHT CHART
Under no circumstances should anything be welded to a ball cap to assist

in handling the cap or to assist in torquing the capscrews. The ball cap is
specially heat-treated steel. Any welding will cause damage to the steel
and the ball cap can potentially fail. A tapped and threaded hole is
provided for use of a lifting eye.
SERVICE MANUAL
GENERAL DISASSEMBLY & ASSEMBLY INSTRUCTIONS FOR BALL JOINTS 1_2

GENERAL DISASSEMBLY AND ASSEMBLY INSTRUCTIONS FOR
BALL JOINTS
DISASSEMBLY
a. Upon disassembly, all parts should be thoroughly cleaned with industrial solvent.
b. Inspect the ball base, socket and cap for damage.
c. Check the ball base, socket and cap for wear. Specifications for these components are
provided in illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS".
d. If the ball, socket or cap has worn beyond the limits shown in illustration "BALL
BASE/SOCKET/CAP SPECIFICATIONS", then replacement is necessary.
e. A "BALL JOINT TROUBLESHOOTING CHART" is provided to help identify deficiencies
in maintenance or operation that may be causing the difficulties. Refer to this chart
following disassembly for corrective action that should be taken to prevent a
reoccurrence of the problems.
ASSEMBLY
a. Before assembly, inspect the ball base, ball cap, socket, ball liner and spacer to make
sure they are free of debris or damage that might impair accurate assembly.
b. Check the hole through the center of the ball to see that the plug is securely in place. If
the plug is not in place or leaking, grease might be escaping through the center of the
ball rather than lubricating the liners. This plug prevents grease transfer through the
ball. The hole is placed through the ball assembly to aid in heat-treating during the
manufacturing process. These plugs are only used on balls that are greased through the
caps. Ball assemblies that are greased through the ball do not have a plug.
Liners currently manufactured by LeTourneau, Inc. have two round grease grooves in
the inner diameter of the liner. These grooves aid in better distribution of the grease to
all parts of the ball and liner. These are particularly helpful in applications such as the
hoist cylinder and rear axle that do not incur much angular movement. The large
angular movement of the lift arm and middle pivot will tend to “pump” grease around the
ball.
c. Prior to assembly, lightly coat the spherical surface of the ball cap and socket with multi-
purpose grease. This provides the necessary pre-lubrication and will facilitate assembly
by helping the ball liner to adhere to the cap and socket.
The typical auto lube grease may be too thin to hold the ball liner to the cap and socket.
It may be necessary to use a standard EP2 general-purpose grease which is more tacky.
d. Use care when placing the bronze ball liner half (bushing) into the socket. Check to see
that the grease holes align with the grease holes in the socket. At the same time check
to see that the grease holes in the spacer plate and shims also line up with the holes in
the socket. Failure to check this can cause rapid failure due to lack of lubrication.
The check for the grease holes is only necessary on the ball cap positions that have
grease lines to the cap and socket. If grease comes through the center of the ball, the
small holes are not necessary, although they may be there for parts commonality. Refer
to illustration "BALL LUBRICATION METHODS" for ball lubrication methods for the
loaders.
e. Use caution when installing the grease seal. The grease seal is manufactured in two
half-moon pieces. Place one half of the seal into the groove in the socket and the other
half into the groove in the cap. It is essential to align the seal in the manner shown
in illustration "BALL CAP LINER AND SEAL INSTALLATION" so that the seal will
allow grease to escape and prevent contaminates from entering the joint.
SERVICE MANUAL
FIGURE 2 1_2

BALL SIZE (INCHES) AND LOCATION
LOADER LIFT ARM HOIST CYLINDER MIDDLE PIVOT REAR AXLE PIVOT
L-1350 12 9 9 7.5
L-1850 14 12 9 9
L-2350 14 12 9 9
BALL BASE SPECIFICATIONS

Machined diameter 7.500" ± .003” 8.997” 12.000” 14.000”
± .003” ± .003” ± .003”
*Max ball wear before liner may be 0.060" 0.065” 0.070” 0.080”
affected
BALL SOCKET SPECIFICATIONS
Machined diameter 8.003" ± .002” 9.503” 12.503” 14.503”
± .002” ± .002” ± .002”
*Maximum socket wear before liner 0.020" 0.030” 0.030” 0.030”
may be affected.
BALL BASE/SOCKET/CAP ASSEMBLY SPECIFICATIONS

NEW LINER (OR NEW BALL/SOCKET) SETUP
1 ea. 3/16" 1 ea. 3/16” 1 ea. 3/16” 1 ea. 1/4”
spacer plate spacer plate spacer plate spacer plate
4 ea. .030" 4 ea. .030” 4 ea. .030” 2 ea. .030“
Suggested shim pack with new liners shim shim shim shim
(adjust as needed to get correct endplay) 1 ea. .018" 2 ea. .018” 2 ea. .018” 2 ea. .018”
shim shim shim shim
4 ea. .007" 2 ea. .007” 2 ea. .007”
shim shim shim
New setup endplay reading 0.008-.015" 0.010-.018” 0.012-.020” 0.014-.024”
PM CHECKS AND SETUP

Min. reading at PM 0.008" 0.010” 0.012” 0.014”
Max. reading at PM check (if higher, 0.030" 0.036” 0.040” 0.048”
then shims must be removed.)
Reading range after PM shim removal. 0.008-0.15" 0.010-.018” 0.012-.020” 0.014-.024”
Minimum shim pack before replacing 3/16" spacer 3/16” spacer 3/16” spacer 1/4” spacer
liners plate plate plate plate
*If the ball or socket is out of round (TIR) by more than this amount, rapid wear of the brass
liners may be noted. This of course depends on the severity of the application. Ball wear is
typically an indication of either a lubrication problem or running the ball socket assembly at
higher endplay than the limits in limits listed above.
Special shimming procedures are required when shimming a ball cap assembly when the ball is
worn. In any case, this will only be temporary, as rapid liner wear will be common until the ball
is replaced.
SERVICE MANUAL
FIGURE 3 1_2

Ball cap Location Machine Capscrew LeT P/N Torque Value
Ft. Lb. N•M
L-1350
Lift Arms 1-1/4”-7 x 6” UNRC 423-3222 1900 2584
L-1850-L-2350 1-1/4”-7 x 10” UNRC 424-1671
L-1350
Hoist Cylinders 1-1/4”-7 X 6” UNRC 423-3222 1363 1854
L-1850-L-2350
L-1350
Middle Pivot 1-1/4”-7 X 6” UNRC 423-3222 1363 1854
L-1850-L-2350
L-1350
Rear Axle 1-1/4”-7 X 6” UNRC 423-3222 1363 1854
L-1850-L-2350
1. Use only capscrews available under LeTourneau, Inc. P/N shown for these applications.
2. All capscrews to be lubricated on the threads and under the heads with 30W motor oil.
3. Use properly calibrated hydraulic torque wrench or torque multiplier.
SERVICE MANUAL
NOTES
SERVICE MANUAL

BALL JOINT TROUBLESHOOTING CHART
ITEM SYMPTOM FOUND LIKELY REASON SOLUTION

Check auto lube system for proper pump
and timer operation.
Check injector for proper operation.
1 Brass deposits on the Ball has been running Check grease hoses.
ball. without grease.
Check the plug in the ball on ball sockets
that are lubed through the cap.
Check clearance.
Check for worn ball. Shim per special
2 Discolored ball. Shimmed too tight. procedures.
Check auto lube system as noted in Item
1.
a. Check clearance.
Shimmed too tight. b. Check for worn ball. Shim per special
procedures.
Running without Check auto lube system as noted in Item
3 Rapid wear on ball. grease. 1.
Ball is worn and TIR Replace ball base assembly.
too great.
Typically caused by careless assembly. Be
sure all components are properly cleaned
during assembly. Flush out all hoses and
old grease to assure no contaminants are
4 Scratch marks on ball. Grit and contamination present.
on the liner. Check to be sure the seal is not damaged
and is installed properly.
Check to see that proper type of auto lube
grease is being used.
Typically due to poor
Check that all grease transfer holes in the
grease transfer. Fresh
5 Red/brown colored ball cap, spacer, shims and socket are
grease is not getting
grease or stain. open and properly placed.
into the area.
Add grease transfer grooves to the inner
diameter.
Spacer and shims
6 Metal scraping on the contacting the ball due Replace brass liners.
ball. to worn liners.
Figure 4. BALL JOINT TROUBLESHOOTING
(SHEET 1 OF 2)
SERVICE MANUAL

Cap and socket Replace brass liner. Replace ball if
7 Damage to the neck of contacting the neck of damaged (FIELD WELDING
the ball. the ball due to worn PROCEDURES).
out liners.
Balls and sockets not Proper alignment tolerance is from neutral
aligned properly. to the balls being slightly wider than the
Wear is not centered sockets.
on the ball.
Possibly due to
Align the components.
damage from accident
or abuse.
Balls closer together Proper alignment tolerance is from neutral
8 than the sockets. (centerline of ball and socket exactly the
Wear is on the neck Check the alignment to same) to the balls being slightly wider than
side of the ball. see if something has the sockets.
bent, if ball installed
improperly, etc.
Wear is from the Normal Check for reasons for wear.
center to outer part of
the ball.
Out of grease. Check lube system per Item 1.
Check grease specifications to be sure it
Incorrect type of
meets the specifications on illustration
grease.
"LUBRICATION AND FLUID
SPECIFICATIONS".
Scorched paint on ball Endplay tolerances too Adjust ball cap tolerances.
9 cap (running hot). tight.
Ball cap and socket Replace components that are incorrect.
are misaligned with
respect to each other.
Figure 4. BALL JOINT TROUBLESHOOTING
(SHEET 2 OF 2)
SERVICE MANUAL
FIGURE 5 1_2

LOADER GREASING METHOD
LIFT ARM HOIST MIDDLE PIVOT REAR AXLE
CYLINDER PIVOT
L-1350 Through the ball Through the cap Through the ball Through the cap
L-1850 Through the ball Through the ball Through the ball Through the cap
L-2350 Through the ball Through the ball Through the ball Through the cap
SERVICE MANUAL
FIGURE 6 1_2
Figure 6. BALL CAP LINER AND SEAL INSTALLATION
SERVICE MANUAL
LIFT ARM BALL CAP REMOVAL & INSTALLATION PROCEDURES 1_2

LIFT ARM BALL CAP REMOVAL AND INSTALLATION
PROCEDURES
Before attempting to remove or install the ball cap, refer to WARNINGS

AND CAUTIONS. Failure to follow warnings and cautions could result in
serious injury, loss of life or machine damage.
LIFT ARM BALL CAP REMOVAL PROCEDURES

The lift arm is attached to the frame by use of two ball socket assemblies on the top of the front
frame.
Before disassembly of the ball caps is attempted, the following procedure must be performed.
a. Position the loader on flat, level ground.
b. Set the Park Brake (applied) and chock the wheels.
c. Position the bucket on flat, level ground.
d. Press FLOAT switch.
e. Neutralize all bucket cylinder pressures with the auxiliary pilot pump switch. Refer to
AUXILIARY PILOT PUMP SWITCH for proper use of this switch to relieve hoist and
bucket circuit pressure.
f. Attach a suitable lifting device to the ball cap.
g. Use a crane to support the lift arms.
h. Disconnect the radial transducer prior to removing the right hand lift arm ball cap. Note
the way that it is connected, as it is possible to rotate the coupling.
i. Remove two of the capscrews in the ball cap and install 1-1/4” of the appropriate thread
studs of long enough length to slide the ball cap away from the ball approximately 2 feet
(refer to illustration "TYPICAL INSTALLATION OF BALL CAP STUD SUPPORTS FOR
BALL CAP REMOVAL/INSTALLATION").
j. Remove the remaining capscrews in the ball in a crisscross pattern (reverse torque
pattern). Remove only one capscrew at a time.
k. Slide the ball cap onto the studs approximately two feet from the lift arm.
l. If liners need to be replaced, start the machine using site location start-up procedures.
Steer the machine in the direction of the ball cap to be removed. (Example: if right hand
ball cap is to be removed, steer right). The machine does not need to be steered very
far for the liner to loosen.
m. Replace the ball cap liner using the GENERAL DISASSEMBLY AND ASSEMBLY
INSTRUCTIONS.
SERVICE MANUAL
LIFT ARM BALL CAP REMOVAL & INSTALLATION PROCEDURES 1_2

n. After the liner has been replaced, steer to the left to re-align ball socket to ball cap.
Reinstall ball cap using the GENERAL DISASSEMBLY AND ASSEMBLY
INSTRUCTIONS.
LIFT ARM BALL CAP INSTALLATION PROCEDURES
After the GENERAL DISASSEMBLY AND ASSEMBLY INSTRUCTIONS have been
performed, the following details apply to the lift arm ball socket assemblies (refer to illustration
"TYPICAL LIFT ARM BALL CAP ASSEMBLY").
a. Place the spacer plate on the flat clamping face of the ball socket with cutouts toward
the liner (relief), and hold in place with two short 1-1/4” diameter bolts of correct thread
type. In place of these, the regular capscrew and spacer sleeve may be used. The idea
being to hold the spacer plate tight against the socket during installation of the lift arms.
This will prevent the brass liner from rotating when if first contacts the ball.
L-1850 and L-2350 loaders have 1/2” threaded holes to aid in positioning
the spacer plate, shims and ball cap. The spacer plate and shims are
attached to the socket by means of four each 1/2” diameter bolts.
Corresponding holes in the ball cap will clear the bolt heads.
The suggested shim pack to use for installation of new brass liners is
shown in illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS". If old
liners are being used, then the shim pack may need to be adjusted
accordingly.
b. Use two 1-1/4” extension studs (Grade 8 all-thread) with appropriate threads to attach
the ball cap to the ball socket. The extensions should be long enough to allow the ball
cap to clear the ball base. If extensions are not used, then a second crane will be
needed to handle the ball cap (refer to illustration "TYPICAL INSTALLATION OF BALL
CAP STUD SUPPORTS FOR BALL CAP REMOVAL/INSTALLATION").
c. Raise the lift arm to mount the socket over the ball base. If the lift arms are not installed
on the loader, then a crane is required. The face of the ball sockets on the lift arms
should be nearly vertical when the lift arm is placed against the ball bases. This will
make it easier to install the ball cap. If the hoist cylinders were used to move lift arms
away, then they can be used to pull the lift arms back to the ball. Start the loader and
run engine at low idle. Very slowly move the hoist lever to the POWER DOWN position.
This will pull the lift arms back against the balls.
SERVICE MANUAL
FIGURE 7 1_2
LIFT ARM BALL CAP SHOWN USES TWO 1-1/4” –7 UNC X 24” GRADE 8
ALL-THREAD STUDS INSTALLED TOP OF BALL CAP.
Figure 7. TYPICAL INSTALLATION OF BALL CAP STUD
SUPPORTS FOR BALL CAP
REMOVAL/INSTALLATION
SERVICE MANUAL
FIGURE 8 1_2

REFER TO TA-7404CG FOR
THIS ILLUSTRATION
1. SPACER
2. SHIM
3. SHIM
4. LIP SEAL
5. CAPSCREW
6. CAPSCREW
7. BALL CAP
8. BALL LINER
Figure 8. TYPICAL LIFT ARM
BALL CAP ASSEMBLY – ALL
MODELS
TA7404CG
8 7 6
1 2 3 4 5
TA7404CG
SERVICE MANUAL
LIFT ARM BALL CAP REMOVAL & INSTALL PROC...CONT'D & FIGURE 9 1_2

d. Once the lift arms are positioned correctly and are securely against the balls, the small
bolts holding the spacer plate tight against the socket may be removed.
e. Push the ball cap up against the socket.
f. Install the capscrews. Start all of the capscrews by hand to assure good thread
engagement. All capscrews should have been hand started prior to any of them being
tightened or torqued. It may be necessary to move the ball cap, spacer and shims a
little in order to get all the capscrews to start properly. Failure to hand start each
capscrews can cause the threads to strip out. Torque per the applicable specifications
for your loader on illustrations "LIFT ARM BALL CAP INSTALLATION TORQUE
SPECIFICATIONS" L-1350 and L-1850-L-2350. Repeat the sequence until the torque
remains constant.
g. The torquing should be done with a hydraulic torque wrench or torque multiplier. Refer
to illustration "CAPSCREW IDENTIFICATION AND TORQUE CHART" for proper torque
amount.
h. Once the ball socket assembly is fully assembled, a grease gun should be use to fill the
ball socket with grease. The grease should be pumped into the ball cap at the
appropriate auto lube injector using a grease gun with equivalent grease. Doing this will
assure that the hose is full of grease and that the ball socket assembly is fully lubed
prior to movement.
i. Reconnect the radial transducer and check that it is connected properly.
j. After the ball cap has been fully torqued, it needs to be checked for proper clearance.
Use the methods described in DIAL INDICATOR INSPECTION OF BALL CAP
ENDPLAY.
REFER TO TA-7399N FOR THIS ILLUSTRATION
1. CAPSCREW LUBRICATED WITH 30W

MOTOR OIL ON THE THREADS AND
UNDER THE HEADS.
2. FOLLOW THE NUMBERED
SEQUENCE IN INCREMENTAL
TIGHTENING UNTIL ALL BOLTS
ACHIEVE DESIRED TORQUE. DO
NOT TIGHTEN ANY ONE BOLT
BEFORE OTHERS ARE DRAWN
DOWN INCREMENTALLY.
Figure 9. L-1350 LIFT ARM BALL CAP
INSTALLATION TORQUE
SPECIFICATION
TA7399N
TA-7399N
SERVICE MANUAL
FIGURE 10 1_2
1. CAPSCREW LUBRICATED WITH 30W MOTOR OIL ON THE THREADS

AND UNDER THE HEADS.
2. FOLLOW THE NUMBERED SEQUENCE IN INCREMENTAL
TIGHTENING UNTIL ALL BOLTS ACHIEVE DESIRED TORQUE. DO
NOT TIGHTEN ANY ONE BOLT BEFORE OTHERS ARE DRAWN DOWN
INCREMENTALLY.
3. REFER TO ILLUSTRATION "CAPSCREW IDENTIFICATION AND
TORQUE CHART" FOR PROPER TORQUE AMOUNT.
Figure 10. L-1850-L-2350 LIFT ARM BALL CAP INSTALLATION TORQUE
SPECIFICATIONS
SERVICE MANUAL
HOIST CYLINDER BALL CAP REMOVAL & INSTALLATION PROCEDURE 1_2

HOIST CYLINDER BALL CAP REMOVAL AND INSTALLATION
PROCEDURE

HOIST CYLINDER BALL CAP REMOVAL PROCEDURE

Each hoist cylinder is attached to a ball base located on the lower part of the front frame. The
socket is an integral part of the hoist cylinder assembly.
Before removal of hoist cylinder ball caps is attempted, the following procedures must be
performed.
d. Press FLOAT SWITCH.
e. Neutralize all bucket cylinder pressures by using the AUX PILOT PUMP SWITCH. Refer
to AUXILIARY PILOT PUMP SWITCH for information on using this switch to relieve hoist
and bucket circuit pressure.
g. Remove the rest of the capscrews in the ball cap in a crisscross pattern (reverse torque
pattern). Remove only one capscrew at a time.
h. Attach a suitable lifting device to the base area of the cylinder. If liners need to be
replaced, start the machine using site location start up procedures.
i. To relieve pressure on the hoist cylinder ball cap, lift up on the base of the hoist cylinder
slightly. Slowly move the joystick into the POWER DOWN position. When the cylinder
retracts enough to allow the liner to be removed and replaced, stop the cylinder
movement by returning the joystick to center position. It may be necessary to lift the
cylinder with the overhead crane at this time to help lift the cylinder off the ball. Refer to
GENERAL DISASSEMBLY AND ASSEMBLY INSTRUCTIONS for liner replacement.
j. To re-align the ball socket, move hoist joystick slowly. This will allow the cylinder to
move back down and be firmly seated on the ball.
SERVICE MANUAL
HOIST CYLINDER BALL CAP REMOVAL & INSTALLATION PROCEDURE 1_2

HOIST CYLINDER BALL CAP INSTALLATION
After the GENERAL DISASSEMBLY AND ASSEMBLY INSTRUCTIONS have been
performed, the following details apply to the hoist cylinder ball socket assemblies (refer to
illustration "HOIST CYLINDER BALL CAP INSTALLATION").
a. Fasten the spacer plate to the ball socket. Install two short 1-1/4”-7 UNC diameter bolts
(or two long capscrews with tube spacers) to hold the spacer plate onto the socket. This
will keep the liner in the proper position and prevent it from rotating as the hoist cylinder
is lowered onto the ball.
b. Lower the cylinder ball base onto the ball.
c. Remove the bolts holding the spacer plates to the sockets.
d. Position the spacer plate and shim pack on the flat clamping face of the ball cap and
hold in place by installing two capscrews through the ball cap.
The suggested shim pack to use for installation of new brass liners is
accordingly.
e. Hoist the ball cap to the ball base on the cylinder and install the capscrews.
f. Start all of the capscrews by hand to assure good thread contact. All capscrews should
have been hand started prior to any of them being tightened or torqued. It may be
necessary to move the ball cap, spacer and shims a little in order to get all the
capscrews to start properly. Failure to hand start each capscrews can cause the threads
to strip out. Torque in the applicable pattern and amount for your model loader as
shown in illustrations "HOIST CYLINDER BALL CAP INSTALLATION TORQUE
SPECIFICATIONS" - L-1350 and L-1850-L-2350. Repeat the sequence until the torque
remains constant.
The torquing should be done with a hydraulic torque wrench or torque multiplier.
g. Once the ball socket assembly is fully assembled, a grease gun should be use to fill the
assure that the hose is full of grease and that the ball socket assembly is fully lubed prior
to movement. Fresh grease should be seen at the ball (refer to illustration "HOIST
CYLINDER BALL CAP INSTALLATION").
h. After the ball socket has been fully torqued, it needs to be checked for proper clearance.
ENDPLAY.
SERVICE MANUAL
FIGURE 11 1_2

REFER TO TA-7403-CG
FOR THIS ILLUSTRATION
1. HOIST CYLINDER
2. SEAL
3. CAPSCREW
4. BALL CAP
5. BALL LINER
6. SHIM
7. SHIM
8. SHIM
9. SPACER
Figure 11. HOIST
CYLINDER BALL CAP
INSTALLATION
TA7403CG
5
9
8
7
6
5
4
3
TA7403CG
SERVICE MANUAL
FIGURES 12 & 13 1_2
1. CAPSCREW LUBRICATED WITH 30W MOTOR

OIL ON THE THREADS AND UNDER THE
HEADS.
INCREMENTAL TIGHTENING UNTIL ALL BOLTS
ACHIEVE DESIRED TORQUE. DO NOT TIGHTEN
ANY ONE BOLT BEFORE OTHERS ARE DRAWN
DOWN INCREMENTALLY.
Figure 12. L-1350 HOIST CYLINDER BALL CAP
INSTALLATION TORQUE
SPECIFICATIONS
SERVICE MANUAL
FIGURES 12 & 13 1_2
1. CAPSCREW LUBRICATED WITH 30W MOTOR

OIL ON THE THREADS AND UNDER THE
HEADS.
INCREMENTAL TIGHTENING UNTIL ALL
BOLTS ACHIEVE DESIRED TORQUE. DO NOT
TIGHTEN ANY ONE BOLT BEFORE OTHERS
ARE DRAWN DOWN INCREMENTALLY.
Figure 13. L-1850-L-2350 HOIST CYLINDER BALL
CAP INSTALLATION TORQUE
SPECIFICATIONS
SERVICE MANUAL
MIDDLE PIVOT BALL CAP REMOVAL & INSTALLATION PROCEDURES 1_2
MIDDLE
Training PIVOT
only! Always BALL
use CAP original
your machine REMOVAL AND INSTALLATION
documentation!
PROCEDURES

MIDDLE PIVOT BALL CAP REMOVAL PROCEDURE

The front and rear parts of the frame are connected in the middle by use of an upper and lower
ball socket assembly. The balls are welded to the front frame and the sockets are welded to
the rear frame (refer to illustration "MIDDLE PIVOT BALL CAP INSTALLATION").
The pilot relief pressures should be checked prior to the following middle
pivot procedures. Pilot relief valves must be functioning and set to the
proper pressures before attempting the following procedures. Refer to
PILOT RELIEF VALVE for specifications.
Place the bucket on the ground and set the park brakes for both of the middle pivot
procedures. Wheel chocks should be placed under all wheels.
MIDDLE PIVOT - BOTTOM PIVOT BALL
a. Remove the hydraulic multi-port distribution manifold mount bolts in the front frame.
This will prevent the pivot crossover hoses from stretching.
b. Place two 100-ton capacity jacks under the pivot area. Place one under the thick steel
slab on the rear frame. Both should be placed so that they are near the centerline of the
loader. The front one needs to be placed so that it allows enough clearance to remove
the ball cap. Pump up the jacks until they just touch the frame (refer to illustration
"MIDDLE PIVOT BALL CAP REMOVAL AND INSTALLATION").
c. Return joystick to the center position.
d. Remove the bottom cap.
e. Press FLOAT SWITCH, watching for movement (the jacks should be lightly touching the
frames at the time the lever is moved).
SERVICE MANUAL
MIDDLE PIVOT BALL CAP REMOVAL & INSTALLATION PROCEDURES 1_2
Slowlyonly!
f. Training lowerAlways
the jacks.
use The
your bottom
machinepivot ball should
original slowly move out of the ball socket.
documentation!
g. If the ball does not move out of the socket, then it may be necessary to help the
separation. This is done by returning the joystick to the center. Start the engine (keep
in low idle) and very slowly move the joystick to apply POWER DOWN hydraulic power.
This should cause the ball to separate from the socket.
h. When enough room is achieved to access the ball liners, stop the movement. Make
sure pressure is maintained on the jacks.
i. Remove the liners for inspection. Refer to illustration "BALL BASE/SOCKET/CAP
SPECIFICATIONS" to determine if liners need replacing.
j. Check ball diameter per illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS".
Check for damage or signs of wear.
k. For reassembly, place the ball liner into the socket. Replace the seal if necessary.
Install seal in proper direction (refer to illustration "BALL CAP LINER AND SEAL
INSTALLATION"). Fasten the spacer plate to the ball socket. Install two short 1-1/4-7”
UNC diameter bolts (or two long capscrews with tube spacers) to hold the spacer plate
onto the socket. This will keep the liner in the proper position and prevent it from
rotating as the socket is put onto the balls.
l. Press FLOAT SWITCH. Jack up the jacks until the ball is firmly in the sockets.
m. Reassemble the shims, spacer, seal, liner and ball cap. Add or remove shims as
determined in earlier checks.
The suggested shim pack to use for illustration of new brass liners is
accordingly.
n. Hoist the ball cap into position and start capscrews by hand. All capscrews should have
been hand started prior to any of them being tightened or torqued. It may be necessary
to move the ball cap, spacer and shims a little in order to get all the capscrews to start
properly.
SERVICE MANUAL
MID PIVOT BALL CAP REML & INSTALL PROC...CONT'D & FIGURE 14 1_2

ILLUSTRATION
Figure 14. MIDDLE PIVOT BALL CAP
REMOVAL AND
INSTALLATION – TYPICAL
JACK PLACEMENT
o. Torque the capscrews per the applicable pattern and amount for your loader as shown in
illustration "L-1350-L-1850-L-2350 MIDDLE PIVOT BALL CAP INSTALLATION
TORQUE SPECIFICATIONS".
p. Remove the jacks.
q. Install the front frame hydraulic multi-port distribution manifold bolts back into place and
tighten to proper torque.
r. Once the ball socket assembly is fully assembled, a grease gun should be use to fill the
to movement. Fresh grease should be seen at the ball.
s. After the ball cap has been fully torqued, it is necessary to perform a dial indicator
inspection of the ball joint endplay (DIAL INDICATOR INSPECTION OF BALL CAP
ENDPLAY).
MIDDLE PIVOT - TOP PIVOT BALL
a. Remove the front frame hydraulic multi-port distribution manifold bolts.
b. Place a 100-ton jack under the bottom pivot area (front part of the rear frame near
pivot). Apply light pressure on the frame.
c. Press FLOAT SWITCH.
d. Remove the ball cap.
e. Slowly raise the jack. This should cause the top ball to come out of the socket.
f. Inspect the ball and liners. Replace any damaged or worn items.
g. For reassembly, place the ball liner into the socket. Replace the seal if necessary.
Install seal in proper direction (refer to illustration "BALL CAP LINER AND SEAL
INSTALLATION"). Fasten the spacer plate to the ball socket. Install two short 1-1/4-7”
UNC diameter bolts (or two long capscrews with tube spacers) to hold the spacer plate
onto the socket. This will keep the liner in the proper position and prevent it from
rotating as the socket is put onto the balls.
h. Lower the jack and allow the ball to firmly contact the socket liner.
i. Reassemble the shims, spacer, seal, liner and ball cap. Add or remove shim as
determined in earlier checks.
j. Hoist the ball cap into position and start capscrews by hand. All capscrews should have
been hand started prior to any of them being tightened or torqued. It may be necessary
to move the ball cap, spacer and shims a little in order to get all the capscrews to start
properly.
k. Torque the capscrews per the applicable pattern and amount for your loader as shown
in illustration "L-1350-L-1850-L-2350 MIDDLE PIVOT BALL CAP INSTALLATION
TORQUE SPECIFICATIONS".
SERVICE MANUAL
MID PIVOT BALL CAP REML & INSTALL PROC...CONT'D & FIGURE 14 1_2

l. Remove the jack.
m. Install the front frame hydraulic multi-port distribution manifold bolts back in place and
tighten to proper torque.
n. Once the ball socket assembly is fully assembled, a grease gun should be use to fill the
assure that the hose is full of grease and that the ball socket assembly is fully lubed
prior to movement. Fresh grease should be seen at the ball.
o. After the ball cap has been fully torqued, it is necessary to perform a dial indicator
inspection of the ball joint endplay (DIAL INDICATOR INSPECTION OF BALL CAP
ENDPLAY).
TA9768
TA-9768
SERVICE MANUAL
FIGURE 15 1_2

REFER TO TA-7405 FOR
THIS ILLUSTRATION
1. SHIM
2. SPACER
3. BALL CAP
4. BALL LINER
5. LIP SEAL
6. BALL BASE
7. CAPSCREW
Figure 15. MIDDLE PIVOT
BALL CAP INSTALLATION
TA7405
1
7
TA7405
SERVICE MANUAL
FIGURE 16 1_2
1. CAPSCREW LUBRICATED WITH 30W MOTOR OIL ON THE

THREADS AND UNDER THE HEADS.
TIGHTENING UNTIL ALL BOLTS ACHIEVE DESIRED TORQUE. DO
NOT TIGHTEN ANY ONE BOLT BEFORE OTHERS ARE DRAWN
DOWN INCREMENTALLY.
3. REFER TO ILLUSTRATION "CAPSCREW IDENTIFICATION AND
TORQUE CHART" FOR PROPER TORQUE AMOUNT.
MODELS
L-1350
L-1850
L-2350
Figure 16. L-1350-L-1850-L-2350 MIDDLE PIVOT BALL CAP
INSTALLATION TORQUE SPECIFICATIONS
TA1
MIDDLE PIVOT-L-1350-L-1850
TA2
MIDDLE PIVOT-L-2350 (EARLY PRODUCTION MODELS)

TA2
MIDDLE PIVOT-L-2350 (CURRENT PRODUCTION MODELS)

SERVICE MANUAL
NOTES
SERVICE MANUAL
REAR AXLE (OSCILLATING) BALL CAP REMOVAL & INSTALLATION 1_2

REAR AXLE (OSCILLATING) BALL CAP REMOVAL AND
INSTALLATION

Failure to support the frame and axle properly could result in the axle
falling down and causing injury.
The oscillating axle is connected to the rear frame by the use of two ball socket assemblies.
The front and rear ball base assemblies are welded to the axle structure. The sockets are
welded to the rear frame structure.
The following procedure should be used to remove and or replace the rear axle ball caps.
d. Press FLOAT SWITCH.
e. Neutralize all bucket cylinder pressures by using the AUX PILOT PUMP SWITCH. Refer
to AUXILIARY PILOT PUMP SWITCH for information on using this switch to relieve
hoist and bucket circuit pressure.
g. The weight of the rear frame must be on the rear axle prior to removing the ball caps.
This can be done in two basic ways:
1. The tires are on the ground and the weight of the loader is sitting on axle and tires.
If there is a jack under the loader, it must not be carrying any weight.
2. The tires and drivers are off the ground and the rear axle is supported by stands.
The stands must be carrying the weight of the rear frame.
h. Remove the capscrews. The ball cap will come down as the capscrews are removed.
REAR AXLE BALL CAP INSTALLATION PROCEDURES
Once the GENERAL DISASSEMBLY AND ASSEMBLY INSTRUCTIONS have been
completed, the following details apply to the rear axle ball socket assembly.
If the rear wheels are off of the axle, it is easier to hoist the axle up to the
frame using floor jacks. If the rear wheels are on the axle, it is easier to
chock the wheels and lower the frame onto the axle using floor jacks.
SERVICE MANUAL
REAR AXLE (OSCILLATING) BALL CAP REMOVAL & INSTALLATION 1_2

a. Fasten the spacer plate to the ball socket. Install two short 1-1/4”-7 UNC diameter bolts
(or two long capscrews with tube spacers) to hold the spacer plate on the socket. This
will prevent it from rotating as the socket is put onto the balls.
b. Hoist the oscillating axle (or lower the frame) gradually onto the axle ball sockets. Do
not gall or otherwise damage the ball liner bushings. Make sure the balls are firmly in
the sockets with the liners in the proper location.
c. Remove the bolts holding the spacer plate to the socket.
d. Place the spacer plate and shim pack on the flat clamping face of the ball cap and hold
in place with two capscrews.
The suggested shim pack to use for illustration of new brass liners is
accordingly.
e. Hoist the ball cap to the ball base and install the capscrews.
f. Start all of the capscrews by hand to assure good thread contact. All capscrews should
have been hand started prior to any of them being tightened or torqued. It may be
necessary to move the ball cap, spacer and shims a little in order to get all the
capscrews to start properly. Failure to hand start each capscrews can cause the threads
to strip out. Torque capscrews in the applicable pattern and amount for your loader as
shown in illustration "OSCILLATING AXLE BALL CAP INSTALLATION TORQUE
SPECIFICATIONS" - L-1350 and L-1850-L-2350. Repeat the sequence until the torque
remains constant.
g. The torquing should be done with a hydraulic torque wrench or torque multiplier.
h. Once the ball socket assembly is fully assembled, a grease gun should be use to fill the
to movement. Fresh grease should be seen at the ball.
i. After the ball socket has been fully torqued, it needs to be checked for proper clearance.
ENDPLAY.
SERVICE MANUAL
FIGURE 17 1_2
NOT SHOWN HERE IS THE OTHER HALF OF BASE SOCKETS, WHICH IS

WELDED TO THE REAR FRAME STRUCTURE.
1. AXLE STRUCTURE
2. LIP SEAL
3. SPACER
4. SHIM
5. SHIM
6. SHIM
7. BALL LINER
8. BALL CAP
9. CAPSCREW
Figure 17. OSCILLATING AXLE BALL CAP INSTALLATION
TA8254
TA8254
SERVICE MANUAL
FIGURES 18 & 19 1_2

TIGHTENING UNTIL ALL BOLTS ACHIEVE DESIRED
TORQUE. DO NOT TIGHTEN ANY ONE BOLT BEFORE
OTHERS ARE DRAWN DOWN INCREMENTALLY.
3. REFER TO ILLUSTRATION "CAPSCREW IDENTIFICATION
AND TORQUE CHART" FOR PROPER TORQUE AMOUNT.
Figure 18. L-1350 OSCILLATING AXLE BALL CAP INSTALLATION
TORQUE SPECIFICATIONS
SERVICE MANUAL
FIGURES 18 & 19 1_2

TIGHTENING UNTIL ALL BOLTS ACHIEVE DESIRED
TORQUE. DO NOT TIGHTEN ANY ONE BOLT BEFORE
OTHERS ARE DRAWN DOWN INCREMENTALLY.
3. REFER TO ILLUSTRATION "CAPSCREW IDENTIFICATION
AND TORQUE CHART" FOR PROPER TORQUE AMOUNT.
Figure 19. L-1850-L-2350 OSCILLATING AXLE BALL CAP
INSTALLATION TORQUE SPECIFICATIONS
SERVICE MANUAL
GENERAL BALL CAP ADJUSTING PROCEDURE 1_2

GENERAL BALL CAP ADJUSTING PROCEDURE
Before attempting to remove or install a ball cap, refer to WARNINGS AND

CAUTIONS. Failure to follow warnings and cautions could result in serious
injury, loss of life or machine damage.
Once the readings for the various ball socket assemblies have been taken, they must be
compared to those in illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS". If the
tolerances are below the minimum for “New setup endplay” or above the “Maximum reading at
PM” listed in illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS", then the shim pack
must be adjusted.
Six examples are as follows:
a. EXAMPLE 1: Ball cap too tight.
1. Twelve-inch (12") ball cap endplay is checked and found to be 0.005”.
2. Illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS" shows that the “New
setup endplay” for a 12” ball is 0.012” to 0.020”.
3. Therefore, this ball cap is too tight and shims must be added to increase the
endplay.
Depending on the combination of shims in the shim pack, it may be

necessary to add or remove a thick shim and replace it with several smaller
ones in order to get the correct shim pack thickness. The total shim pack
needs to be thickened in this example.
b. EXAMPLE 2: Ball cap within tolerances.

1. Fourteen-inch (14") ball cap endplay is checked and found to be 0.030”.
setup endplay” for a 14” ball is 0.014” to 0.024”. The endplay is larger than this.
3. Illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS" shows the “Maximum
reading at PM” for a 14” ball to be 0.048”.
4. As the endplay measured was 0.030” and is lower than 0.048”, no action is required.
Depending on the combination of shims in the shim pack, it may be

necessary to add or remove a thick shim and replace it with several smaller
ones in order to get the correct shim pack thickness. The total shim pack
needs to be thinner in the above example.
c. EXAMPLE 3: Ball cap loose - replace liners.

1. Nine-inch (9") rear axle pivot ball cap is checked and found to be 0.050”.
SERVICE MANUAL
GENERAL BALL CAP ADJUSTING PROCEDURE 1_2

setup endplay” for a 9” ball is 0.010” to 0.018”.
3. Illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS" shows that the
“Maximum reading at PM” endplay for a 9” ball socket assembly is 0.036”.
4. As 0.50” is larger than the “Maximum at PM” number, shims must be removed.
5. 0.050” - 0.018” = 0.032” and 0.050” - 0.010” = 0.040”. Therefore, 0.032” to 0.040” of
thickness must be removed from the shim pack to bring the ball cap endplay into the
proper range.
6. However, in this case, there are no shims to remove. All that remains is the 3/16”
spacer plate. According to illustration "BALL BASE/SOCKET/CAP
SPECIFICATIONS", this is minimum before replacing liners.
7. Replace the liners.
SERVICE MANUAL
GENERAL BALL CAP ADJUSTING PROCEDURE...CONT'D 1_2
Do not replace the spacer plate with thinner shims in an attempt to make a
thinner shim pack. Do not attempt to machine the spacer plate to a thinner
dimension to make a thinner shim pack. Using anything thinner than the
minimum shim pack (spacer plate) will cause rapid wear to the ball and
liner.
d. EXAMPLE 4: Ball worn with loose ball cap (special procedure for worn ball).
Typical ball wear is due to lack of lubrication or too large of endplay. The wear typically
occurs on the same part of the ball where endplay readings are typically taken. The
wear in this area must be taken into account when adjusting the shims. This is only a
temporary measure as once the ball has begun to wear out-of-round, further
deterioration is to be expected.
1. Twelve-inch (12") lift arm ball socket assembly has heat indications and gets loose
rapidly.
2. Ball cap is checked for endplay and 0.015” is found.
3. Illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS" show the “New setup
endplay” for a 12” ball is 0.012 to 0.020”.
4. Illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS" shows the nominal
diameter for the ball to be 12.000 ± 0.003”.
5. The ball is checked and found to range from 11.978” to 12.000”. 12.000” seems to
be the nominal diameter with a low spot. The low spot that is worn is on the
backside of the ball.
6. 12.000 - 11.978” = 0.022” TIR on the ball.
7. If the ball cap shows an endplay of 0.015” in the checking position, it would be
0.007” tight when rotated. This would cause rapid liner wear and heat.
8. Add shims to give a minimum of 0.022” endplay (ball TIR wear) and a maximum of
0.040” (maximum PM endplay reading).
This adjustment is a temporary compromise in order to continue operating

the machine with a worn ball. Steps should be taken to plan for ball
replacement at some future date. Ball replacement procedures are located
in FIELD WELDING PROCEDURES.
9. 0.022” - 0.020” = 0.002” and 0.040” - 0.020” = 0.020”. The shim pack should be
adjusted to be thicker by 0.002” to 0.020”.
10. Recheck the endplay after adjusting the shims to assure the desired endplay has
been obtained.
e. EXAMPLE 5: Ball worn more than limit with loose ball cap (special procedure for worn
ball).
Typical ball wear is due to lack of lubrication or too large of endplay. The wear typically
occurs on the same part of the ball where endplay readings are typically taken. The wear
in this area must be taken into account when adjusting the shims. This is only a
SERVICE MANUAL
GENERAL BALL CAP ADJUSTING PROCEDURE...CONT'D 1_2

temporary measure as once the ball has begun to wear out-of-round, further
deterioration is to be expected.
1. Twelve-inch (12") lift arm ball socket assembly has heat indications and gets loose
rapidly.
2. Ball cap is checked for endplay and 0.025” is found.
3. Illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS" shows the “New setup
endplay” for a 12” ball is 0.012” to 0.020”. This would seem to indicate a loose joint
and that shims should be removed.
4. Illustration "BALL BASE/SOCKET/CAP SPECIFICATIONS" shows the nominal
diameter of the ball to be 12.000” ± 0.003”.
5. The ball is checked and found to range from 11.955” to 12.000”. 12.000” seems to
be the nominal diameter with a low spot. The low spot that is worn is on the
backside of the ball.
6. 12.000” - 11.955” = 0.045” TIR on the ball.
7. If the ball cap shows an endplay of 0.025” in the checking position, it would be
0.020” tight when rotated. This would cause rapid liner wear and heat.
8. Add shims to give a minimum of 0.045” endplay (ball TIR wear). Note that this is
now over the maximum of 0.040” (maximum PM endplay reading). The ball requires
replacement immediately.
This adjustment is a temporary compromise in order to continue operating

the machine with a worn ball. Steps should be taken to plan for ball
replacement as soon as possible. Ball replacement procedures are located
in FIELD WELDING PROCEDURES.
9. 0.045” - 0.025” = 0.020”. The shim pack should be adjusted to be thicker by 0.020”.
10. Recheck the endplay after adjusting the shims to assure the desired endplay has
been obtained.
SECTION 10
AIR SYSTEMS
SERVICE MANUAL
NOTES
SERVICE MANUAL
AIR SYSTEMS 1_2

AIR SYSTEMS
LETOURNEAU, INC.
OSL-10
TABLE OF CONTENTS
OVERVIEW OF SYSTEMS OPERATIONS
COMPRESSED AIR SYSTEM OPERATION MODELS L-1350-L-1850-L-2350
OVERVIEW OF COMPRESSED AIR SYSTEM OPERATION
COMPRESSED AIR SYSTEM SERVICE RECOMMENDATIONS MODELS L-1350-L-1850-
L-2350
DAILY TANK DRAINING
AIR DRYER SERVICE REQUIREMENTS
ALCOHOL INJECTOR SERVICE (Optional)
FILLING THE ALCOHOL INJECTOR
OFF SEASON
PRIOR TO WINTER WEATHER
POST SERVICE PRE-START PRESSURIZATION
CENTRAL AIR BLOWER SYSTEM SERVICE RECOMMENDATIONS MODELS L-1350-L-
1850-L-2350
LETOURNEAU CARTRIDGE FILTRATION SYSTEM
KLENZ® FILTRATION SYSTEM OPERATION
SERVICE AND REPAIR SAFETY ADVISORIES
SERVICE RECOMMENDATIONS
TIMER CYCLE SETTINGS
KLENZ OFF-LINE CLEANING-L-1350 ONLY
ENGINE AIR INTAKE SYSTEM AND EXHAUST INSPECTION
ENGINE AIR FILTER REPLACEMENT AND OPERATOR ALARM
ENGINE AIR INTAKE INSPECTION
ENGINE EXHAUST INSPECTION
SERVICE MANUAL
AIR SYSTEMS 1_2

CAB AIR FILTER INSPECTION AND SERVICE
DAILY
MONTHLY
QUARTERLY OR EVERY 1000 HOURS
ANNUALLY
AIR CONDITIONER HYDRAULIC CONTROL ASSEMBLY ADJUSTMENT PROCEDURE
(830-C019 MANIFOLD)
COMPRESSED AIR SYSTEM SCHEMATIC
COMPRESSED AIR SYSTEM PRESSURE SPECIFICATIONS
AEROQUIP MAXIBRAKE SPRING BRAKE SERVICE AND PARTS PRODUCT
INFORMATION
AEROQUIP AERO FINER II AIR DRYER TROUBLESHOOTING GUIDE
LETOURNEAU, INC. INSTALLATION AND OPERATION MANUAL CARTRIDGE
FILTRATION SYSTEMS
MIDLAND/AEROQUIP AEROFINER II DRYER (BULLETIN 2010A)
Figure 2. L-1350 COMPRESSED AIR SYSTEM MAJOR COMPONENTS
Figure 3. L-1850-L-2350 COMPRESSED AIR SYSTEM MAJOR COMPONENTS
Figure 4. BENDIX AIR GOVERNOR CONNECTIONS – L-1350-L-28050-L-2350
Figure 5. ALCOHOL INJECTOR – L-1350-L-1850-L-2350 (Optional)
Figure 6. ALCOHOL INJECTOR SERVICE POINTS
Figure 7. AIR RESERVOIR REMOTE DRAIN KIT – L-1350 (Optional)
Figure 8. L-1350 COMPRESSED AIR SYSTEM – MAJOR COMPONENTS
MACHINE LOCATIONS
Figure 9. L-1850-L-2350 COMPRESSED AIR SYSTEM – MAJOR COMPONENTS
MACHINE LOCATIONS
Figure 10. BLOWER MOTOR LOAD ADAPTER SERVICE POINTS – EARLY
PRODUCTION
Figure 11. MACHINE LOCATION – BLOWER ADAPTER, HYDRAULIC PUMP
GEARBOX AIR FILTER AND BLOWER LOAD ADAPTER AIR FILTER
MOUNTING LOCATIONS
Figure 12. BLOWER MOTOR LOAD ADAPTER SERVICE POINTS – CURRENT
PRODUCTION MODELS
SERVICE MANUAL
AIR SYSTEMS 1_2

Figure 13. L-1350 BLOWER AND AIR CLEANER ASSEMBLY
Figure 14. L-1850-L-2350 BLOWER AND AIR CLEANER ASSEMBLY
Figure 15. TYPICAL CENTRAL AIR BLOWER SYSTEM – DUCT ROUTING (Model L-
1350 Shown – Similar Duct Routing L-1850-L-2350)
Figure 16. TYPICAL CENTRAL AIR BLOWER SYSTEM – FLEX AND HUMP HOSE
INSTALLATION
Figure 17. KLENZ® AIR FILTRATION
FIGURE 18A. LETOURNEAU, INC. ORIGINAL EQUIPMENT REPLACEMENT FILTER
VS. AFTERMARKET REPLACEMENT FILTER
FIGURE CENTRAL SERVICE SYSTEM
18A1.
FIGURE MIST ELIMINATOR
18A2.
FIGURE 18B. LETOURNEAU, INC. ORIGINAL EQUIPMENT REPLACEMENT FILTER
FOR KLENZ® SYSTEM
Figure 19. LETOURNEAU, INC. CARTRIDGE FILTRATION SYSTEM – AIR FLOW
DIAGRAM
Figure 20. LETOURNEAU, INC. CARTRIDGE FILTRATION SYSTEM – KLENZ®
SYSTEM
Figure 21. ENGINE AIR FILTER RESTRICTION INDICATORS
Figure 22. ENGINE AIR FILTERS
Figure 23. HUMP HOSE INSTALLATION
Figure 24. ENGINE EXHAUST
Figure 25. CAB AIR CONDITIONER/HEATER
Figure 26. CURRENT STYLE CONTROL VALVE (MODEL “TPW5BX4C--830-C019
MANIFOLD ASSEMBLY)
Figure 27. GAUGE PORT IDENTIFICATION (MODEL “TPW5BX4C--830-C019
MANIFOLD ASSEMBLY)
Figure 28. LOCATION OF RV (RELIEF VALVE) AND PR (PRESSURE REDUCING)
VALVE (MODEL “TPW5BX4C--830-C019 MANIFOLD ASSEMBLY)
Figure 29. LOCATION OF FC (FLOW CONTROL) VALVE (MODEL “TPW5BX4C--
830-C019 MANIFOLD ASSEMBLY)
SERVICE MANUAL
AIR SYSTEMS 1_2

AIR SYSTEMS provides service technicians with an operational overview and service
instructions for the loader’s compressed air system, central air blower system, engine intake
system and cab air conditioner.
OVERVIEW OF SYSTEMS OPERATIONS
Compressed Air System: The Compressed Air System provides power to various
components on the L-1350, L-1850 and L-2350 loaders as listed below:
L-1350 (early models): Service air brakes, park brake, automatic lubrication system, air
horn, hydraulic tank and KLENZ® filtration system.
L-1350 (current production models): Service air brakes, park brake, air horn, hydraulic
tank and KLENZ® filtration system.
L-1850: Service air brakes, air horn, hydraulic tank and KLENZ® filtration system.
L-2350: Service air brakes, air horn, hydraulic tank and KLENZ® filtration system.
System pressure is derived from an engine-mounted compressor and a compressor mounted
on the hydraulic pump drive gearbox.
Refer to Compressed Air System schematic.

Central Air Blower System: The Central Air Blower System is installed on the loader to
ventilate and cool the wheel motors, AC generator and electrical control and SCR cabinets.
The blower fan housing is located just above the AC generator. Ducting to each of the
components that receives cooling air is routed through the machine.
Cooling air is filtered by the LeTourneau, Inc. Cartridge Filtration System, also called the
“KLENZ®” system. The KLENZ® unit is mounted on the right side of the tow unit. The engine
air intake ducts and cab air conditioner also receive filtered air from the KLENZ® system. Air
pressure for purging dirt from the filters is provided by the Compressed Air System. The
Central Air Blower System fan is driven by a piston motor, which is driven by a pressure
compensating axial piston pump located on the hydraulic pump gearbox. A load adapter
supports the blower fan and takes any side loading or stress that the blower fan would
normally put on the hydraulic motor.
SERVICE MANUAL
COMPRESSED AIR SYSTEM OPERATION MODELS L-1350/L-1850/L-2350 1_2

COMPRESSED AIR SYSTEM OPERATION MODELS
L-1350-L-1850-L-2350
OVERVIEW OF COMPRESSED AIR SYSTEM OPERATION
L-1350: The model L-1350 loader Compressed Air System major component list is composed
of (refer to illustration "L-1350 COMPRESSED AIR SYSTEM MAJOR COMPONENTS"):
• One engine mounted compressor
• One gearbox mounted compressor (Not present in early production units unless
retrofit kit has been installed).
• Two BENDIX D-2 governors (Only ONE present in early production units unless
retrofit kit has been installed).
• One 1791 cubic-inch wet tanks
• Two 1791 cubic-inch secondary tank
• One Aerofiner desiccant air dryer
• One alcohol injector (optional)
L-1850-L-2350: The models L-1850-L-2350 Compressed Air System major component list is
composed of (refer to illustration "L-1850-L-2350 COMPRESSED AIR SYSTEM MAJOR
COMPONENTS"):
• One gearbox mounted compressor
• One BENDIX D-2 governor
• One 1224 cubic inch wet tank
• Two each 1791 cubic inch secondary tanks
• One Aerofiner desiccant air dryer
• One alcohol injector (optional)
On the models L-1350, L-1850 and L-2350, the KLENZTM air filtration unit for the Central Air
Blower System has the greatest impact on the usage of compressed air. The air losses due to
service brake applications (L-1350-L-1850) and auto lube cycles are low as compared to the
KLENZTM system. The models L-1850-L-2350 have a hydraulically operated auto lube pump.
The remaining components powered by the Compressed Air System are hydraulic tank
pressurization and air horn, which are all minimal usage components as compared to the
KLENZTM system.
The KLENZTM unit consists of self-cleaning filters. A single filter receives a burst of air once
every minute for a duration of 100 milliseconds of electrical activation (actual open time is 400
milliseconds consuming 1.5 SCFM per cycle). There are five filter banks in this unit that
require five minutes for a series of runs. The KLENZTM unit has its own reservoir (579 cu. in. or
645 cu. in. depending on model).
As system air is consumed, it is necessary for the compressor to replenish the volume should
the pressure drop below the governor cut-in pressure. As the compressor cycles, hot
compressed air exits the compressor and passes to the air dryer. As the hot air enters the
dryer, oil and water vapor condenses and accumulates in the sump. The air passes through
the filter and removes carbon and contaminates. Air vapor concentration is reduced as air
travels through the desiccant in the top of the dryer cartridge. The clean air is then directed to
the wet tank through the outlet port of the dryer.
SERVICE MANUAL
COMPRESSED AIR SYSTEM OPERATION MODELS L-1350/L-1850/L-2350 1_2

The governor controls the pressure of the system. Lower control pressure will allow for a
cooler system. Excessive heat will increase oil carryover, which will lead to carbon buildup in
the lines, consequently increasing the restriction and system pressure.
L1350-L-1850-L-2350 with gearbox mounted compressor: A governor setting of 130+5/-0
psi cutout pressure governs the wet tank pressure.
L-1350 without gearbox mounted compressor: A governor setting of 120 psi cutout
pressure governs the wet tank pressure.
When the air system reaches the cutout pressure, air pressure from the unloader line enters
the unit and lifts the purge valve off its seat. This sudden opening of the purge valve permits
the pressurized air in the compressor discharge lines to flush moisture and contaminants from
the housing and sump. Also, via this rapid decompression, the pressurized air in the desiccant
bed cleanses the oil separator of oil and contaminants. The contaminants are discharged out
the bottom of the unit.
Once the system pressure drops to the cut-in pressure, typically 105-psi for the wet tank
governor, the unloader line pressure evacuates through the exhaust port of the governor. The
compressor is signaled to resume pumping.
The machines are optionally equipped with an alcohol injector to aid in keeping airlines and air
reservoir(s) free of ice. The alcohol injector is connected into the compressor discharge line
between the compressor and the Aerofiner air dryer. The warmer compressed air stream is
pumped by the compressor through a venturi-shaped passage in the injector. A smaller
passage ahead of and angled to the venturi admits air to the liquid alcohol below and also
introduces the resulting alcohol vapor into the air stream. The airflow through the venturi then
assures completed vaporization and mixing. After leaving the venturi, the air stream passes
through a one-way check valve located in the injector outlet. It is there to seal off a possible
backpressure and enables removing the filler cap to refill the unit with alcohol. The air then
flows to the air dryer.
The hydraulic reservoir (located on the right-hand side of the machine) is pressurized by the
Compressed Air System through an air regulator, located to the right of the hydraulic pump
gearbox. Tank pressurization reduces the possibility of pump cavitation. The hydraulic
reservoir is pressurized to 7 to 11 psi. A 14-psi relief valve is located on top of the surge tank.
This relief valve is used to regulate air pressure as the lift arms are lowered and the fluid in the
tank rises. The reservoir is monitored for low-level, high temperature and low air pressure. If
any of these are out of tolerance, a warning light will illuminate, an audible alarm will sound,
and an ALARM screen appearing on the LINCS computer monitor will alert the operator. Refer
to ALARM SCREEN AND RED ALARM LIGHT for additional information.
SERVICE MANUAL
COMPRESSED AIR SYSTEM OP...CONT'D & FIGURE 1 1_2

An Automatic Air Release Valve (located on top of the hydraulic reservoir - refer to illustration
"HYDRAULIC TANK AIR RELEASE VALVES") will automatically release the air pressure in
the tank if the emergency stop or fire suppression systems are activated. Once released, the
valve must be manually reset by pushing the button to the CLOSED position.
Before servicing or repairing any part of the hydraulic system, release the air pressure in the
hydraulic reservoir and system pressure. The pressure is released with the Manual Air
Release Valve located on top of the reservoir, just behind the filler cap (refer to illustration
"HYDRAULIC TANK AIR RELEASE VALVES"). Release of hydraulic reservoir air pressure is
accomplished by moving the Manual Air Release Valve lever to the OPEN position (lever in UP
position). The air pressure in the hydraulic reservoir will be released, and at the same time the
valve will lock in the air pressure in the rest of the system.
(MOUNTED ON TOP OF HYDRAULIC TANK)


After opening the hydraulic system for service or repair or draining and
refilling the hydraulic reservoir, the hydraulic pumps must be bled.
Instructions for bleeding the hydraulic pumps can be found in HYDRAULIC
SYSTEM POST SERVICE REQUIREMENTS.
SERVICE MANUAL
FIGURE 2 1_2
DETROIT DIESEL ENGINE-MOUNTED AIR COMPRESSOR AND AIR GOVERNOR
BENDIX GEARBOX-MOUNTED AIR COMPRESSOR

CUMMINS HOLSET ENGINE-MOUNTED AIR (MOUNTED ON FRONT OF GEARBOX)
COMPRESSOR (NOT PRESENT ON EARLIER UNITS UNLESS
RETROFIT KIT HAS BEEN INSTALLED)
SERVICE MANUAL
FIGURE 2 1_2
AEROFINER AIR DRYER (SHOWN MOUNTED RIGHT

COMPRESSOR AIR SYSTEM WET TANK
SIDE OF TOW UNIT, MAY ALSO BE MOUNTED IN
(LOCATED IN LEFT FRONT OF TOW UNIT)
FRONT OF RADIATOR)
SECONDARY TANKS
(LOCATED UNDER TOW UNIT – LEFT SIDE)
Figure 2. L-1350 COMPRESSED AIR SYSTEM MAJOR COMPONENTS
SERVICE MANUAL
FIGURE 3 1_2
HYDRAULIC PUMP GEARBOX MOUNTED AIR COMPRESSOR

(REAR OF HYDRAULIC PUMP GEARBOX)
WET TANK
(LOCATED IN RIGHT FRONT OF TOW UNIT)

(SHEET 1 OF 2)
SERVICE MANUAL
FIGURE 3 1_2
SECONDARY TANK
(MOUNTED LEFT SIDE OF TOW UNIT)
AEROFINER AIR DRYER

(MOUNTED RIGHT SIDE OF TOW UNIT)

(SHEET 2 OF 2)
SERVICE MANUAL
FIGURES 4 & 5 1_2

Figure 4. BENDIX AIR GOVERNOR CONNECTIONS –
L-1350-L-1850-L-2350

Figure 5. ALCOHOL INJECTOR –
L-1350-L-1850-L-2350 (Optional)
TA10014
TA10014
SERVICE MANUAL
NOTES
SERVICE MANUAL
COMPRESSED AIR SYS SERV RECS MODELS L-1350/L-1850/L-2350 1_2

COMPRESSED AIR SYSTEM SERVICE
RECOMMENDATIONS MODELS L-1350-L-1850-L-2350
The following service instructions apply to the models L-1350, L-1850 and L-2350 unless
noted individually. When noted individually, refer only to the instructions applicable to
your machine.
DAILY TANK DRAINING - REFER TO ILLUSTRATIONS "COMPRESSED AIR SYSTEM
MAJOR COMPONENTS" - L-1350 or L-1850-L-2350 (AS APPLICABLE)
• Wet Tank L-1350, L-1850 and L-2350: The wet tank on the model L-1350 is
mounted in front of the tow unit, on the left side of the machine. The wet tank on
the models L-1850-L-2350 is mounted in the front of the tow unit on the right side of
the machine. On all models, the wet tank has a drain valve mounted in its bottom.
The drain valve can be left open to relieve system pressure to “0” psig when service
work is required to any of the Compressed Air System components. Mounted just
above the drain valve is a quick connector for using shop air to pressurize the
Compressed Air System from 65 to 90 psi prior to machine start-up or for making
inspections. Refer also to POST SERVICE PRE-START PRESSURIZATION.
• Secondary tanks L-1350: Two secondary tanks are mounted one on either side of
the wet tank in front of the tow unit.
• Secondary tank L-1850-L-2350: A secondary tank is mounted inside the tow unit
on the left side of the machine.
L-1350 only: An optional remote tank drain kit (bank of three ball valves -
located on the left side of the loader at the pivot area) is provided to drain
the wet tank and the secondary tanks (refer to illustration "L-1350 AIR
RESERVOIR DRAIN KIT"). The valve for the wet tank (valve on far left) can
be left open to drain system pressure to “0” psig. Refer to illustration "L-
1850-L-2350 COMPRESSED AIR SYSTEM - MAJOR COMPONENTS" for
machine location.
When draining the tank(s), if an unusual amount of oil or moisture

contamination is found, the air dryer must be inspected and serviced.
SERVICE MANUAL
COMPRESSED AIR SYS SERV RECS MODELS L-1350/L-1850/L-2350 1_2
L-1850-L-2350 Gearbox mounted compressor: Crankshaft nut torque is 220-

254 ft-lbs.
AIR DRYER SERVICE REQUIREMENTS

The air dryer should be serviced a minimum of every 2000 hours of operation or twice a year
[Refer to illustrations "COMPRESSED AIR SYSTEM MAJOR COMPONENTS" - L-1350 or L-
1850-L-2350 (as applicable)]. The desiccant must be replaced immediately if contamination is
detected or if performance of the unit is reduced (evidenced by oil or moisture coming from the
reservoir). Instructions for servicing the air dryer are included in the manufacturer’s product
information.
ALCOHOL INJECTOR SERVICE (Optional)
FILLING THE ALCOHOL INJECTOR
a. To fill the alcohol injector, slowly remove the filler cap to relieve any pressure, fill with
methyl alcohol and replace cap (Refer to illustration "ALCOHOL INJECTOR SERVICE
POINTS"). The unit holds 40 ounces.
OFF SEASON
a. Drain alcohol from the unit via the petcock in its bottom.
b. Periodically drain the unit of any moisture.
PRIOR TO WINTER WEATHER
a. Remove filler cap and check cap seal.
b. Remove capscrews and drop reservoir from cover. Remove cover seal.
c. Disconnect line from injector outlet and pick out check valve retainer, spring and disc.
d. Inspect and clean of any sludge. Steam cleaning will not damage the unit.
e. Reassemble unit with service parts kit.
f. Before filling, apply air pressure and suds joints to check for leaks.
g. Refill with methyl alcohol.
SERVICE MANUAL
COMPRESSED AIR SYS SERV RECS...CONT'D & FIGURES 6 & 7 1_2

POST SERVICE PRE-START PRESSURIZATION
If air pressure was bled to “0” psig for maintenance or repair of the Compressed Air System,
pressure can be applied prior to start-up by attaching shop air to the quick connect fitting at the
bottom of the wet tank, located in the front of the tow unit [refer to illustrations "COMPRESSED
AIR SYSTEM MAJOR COMPONENTS" - L-1350 or L-1850-L-2350 (as applicable)].
L-1350: If the machine is equipped with the optional remote drain valves, a
quick connect fitting can be installed in the ball valve as shown in
illustration "AIR RESERVOIR REMOTE DRAIN KIT". The quick connect
fitting is not furnished with the machine.
Figure 6. ALCOHOL INJECTOR SERVICE POINTS
SERVICE MANUAL
COMPRESSED AIR SYS SERV RECS...CONT'D & FIGURES 6 & 7 1_2
(MOUNTED LEFT SIDE OF TOW UNIT AT PIVOT AREA)
Figure 7. AIR RESERVOIR REMOTE DRAIN KIT – L-1350 (Optional)
SERVICE MANUAL
FIGURE 8 1_2

1. AIR DRYER
2. KLENZ® FILTRATION UNIT
3. HYDRAULIC TANK AIR RELEASE VALVE
4. SERVICE AIR BRAKES
5. COMPRESSED AIR SYSTEM REMOTE DRAIN KIT
(Optional)
6. WET TANK AND SECONDARY TANKS
Figure 8. L-1350 COMPRESSED AIR SYSTEM – MAJOR
COMPONENTS MACHINE LOCATIONS
TA10045-8
1 2
4 4
4 5 6 4
TA10045-8
SERVICE MANUAL
FIGURE 9 1_2

1. AIR COMPRESSOR
2. AIR DRYER
3. ALCOHOL INJECTOR
4. KLENZ® FILTRATION KIT
5. HYDRAULIC TANK AIR RELEASE VALVE
6. WET TANKS – MOUNTED EACH SIDE OF TOW
UNIT
Figure 9. L-1850-L-2350 COMPRESSED AIR SYSTEM –
MAJOR COMPONENT MACHINE LOCATIONS
1 2 3 4 5
TA10449-8
TA10449-8
SERVICE MANUAL
CENT'L AIR BLOWER SYS SERV RECS MODELS L-1350/L-1850/L-2350 1_2

CENTRAL AIR BLOWER SYSTEM SERVICE RECOMMENDATIONS
MODELS L-1350-L-1850-L-2350
Inspections and service of the Central Air Blower System should be performed as described
below. Refer also to MODULAR PREVENTIVE MAINTENANCE SCHEDULES .
Cooling Air Blower System inspection and service procedures should include the following:
Before performing inspections or repair to the machine, lockout the

machine’s starting capability with the MAINTENANCE LOOKOUT SWITCH
(optional). If the machine is not equipped with the MAINTENANCE
LOCKOUT SWITCH, place a DO NOT OPERATE sign on the controls and
remove the key. Serious injury or loss of life is possible if the machine is
started while maintenance or repair operations are being conducted.
DO NOT remove axle access covers or enter the electrical control cabinet
unless the electrical system has been turned off, locked out and grounded.
Contact with energized terminals can cause serious injury or loss of life.
a. Every 500 hours of operation inspect the entire air cooling system ducting including:
• clamp condition and tightness
• hump hose and flex hose condition
• visible leaks
• blower fan housing condition
Refer to illustration "TYPICAL CENTRAL BLOWER SYSTEM - DUCT ROUTING".
Replace any damaged or deteriorated hoses or clamps immediately (refer to
illustration "TYPICAL CENTRAL AIR BLOWER SYSTEM - FLEX AND HUMP HOSE
INSTALLATION").
SERVICE MANUAL
CENT'L AIR BLOWER SYS SERV RECS MODELS L-1350/L-1850/L-2350 1_2
Closely inspect a large diameter spiral-wrap hose between the KLENZ®

Filtration System and the blower housing. Be sure the clamps are in
proper position and secure, and the hose is good condition. This hose is
further sealed with RTV Silicone Gasket Sealant. If replacing this hose, BE
SURE to use RTV Silicone Gasket Sealant at each end.
b. Every 500 hours of operation inspect the axles, electrical cabinets and cab air
conditioner filters for dust. Service LeTourneau, Inc. Cartridge Filtration System
(KLENZ® System) if dust is present.
c. Check blower load adapter sight glass daily as part of daily walk-around inspection.
Proper oil level is approximately the 3/4 level in the sight glass. If low, refill immediately
through the vent tube. Loss of lubricant will cause component damage. DO NOT
OVERFILL.
EARLY PRODUCTION MACHINES – PRODUCED BEFORE AUGUST 2002:

Early production machines blower load adapter configuration is shown in
illustration "BLOWER MOTOR LOAD ADAPTER SERVICE POINTS - EARLY
PRODUCTION".
CURRENT PRODUCTION MACHINES – PRODUCED SINCE AUGUST 2002:
Current production machines blower load adapter configuration is shown
in illustration "BLOWER MOTOR LOAD ADAPTER SERVICE POINTS -
CURRENT PRODUCTION".
SERVICE MANUAL
CENT'L AIR BLOWER SYS SERV RECS...CONT'D & FIGURE 10 1_2

(MOUNTED BEHIND CAB – LEFT SIDE)
1. BLOWER MOTOR LOAD ADAPTER
2. BREATHER FILTER
3. OIL LEVEL SIGHT GLASS
4. DRAIN PLUG
5. FAN MOTOR
Figure 10. BLOWER MOTOR LOAD ADAPTER SERVICE POINTS – EARLY
PRODUCTION
d. Every 1500 hours of operation replace the blower motor load adapter air breather filter
(refer to illustration "MACHINE LOCATION - BLOWER LOAD ADAPTER, HYDRAULIC
PUMP GEARBOX AIR FILTER AND BLOWER LOAD ADAPTER AIR FILTER
MOUNTING LOCATIONS").
The blower load adapter breather filter is mounted under grating behind the
operator’s cab and is in close proximity to the hydraulic pump gearbox
breather filter (refer to illustration "MACHINE LOCATION - BLOWER LOAD
ADAPTER, HYDRAULIC PUMP GEARBOX AIR FILTER AND BLOWER LOAD
ADAPTER AIR FILTER MOUNTING LOCATIONS"). As both filters have the
same replacement interval, and grating must be removed for service
access, it is advisable to replace both filters at the same time.
e. Every 2000 hours of operation drain and refill the blower motor load adapter with SAE
10W40 or 15W40 motor oil. The blower motor load adapter holds approximately 1 quart
(.95 liter) of oil. Refill through breather filter tube to the 3/4 level in the sight glass. DO
NOT OVERFILL.
SERVICE MANUAL
CENT'L AIR BLOWER SYS SERV RECS...CONT'D & FIGURE 10 1_2
EARLY PRODUCTION MACHINES – PRODUCED BEFORE AUGUST 2002:

Early production machines blower load adapter configuration is shown in
illustration "BLOWER MOTOR LOAD ADAPTER SERVICE POINTS - EARLY
PRODUCTION". The blower load adapter is drained by removing the drain
plug at the bottom of the fluid level sight glass. The blower load adapter is
refilled through the breather tube.
CURRENT PRODUCTION MACHINES – PRODUCED SINCE AUGUST 2002:
Current production machines blower load adapter configuration is shown
in illustration "BLOWER MOTOR LOAD ADAPTER SERVICE POINTS -
CURRENT PRODUCTION". The blower load adapter is drained by removing
the drain plugs at the bottom of the blower load adapter housing. The
blower load adapter is refilled through the breather tube.
TA10354-8
4 5
TA10354-8
SERVICE MANUAL
FIGURE 11 1_2
Figure 11. MACHINE LOCATION – BLOWER LOAD ADAPTER, HYDRAULIC

PUMP GEARBOX AIR FILTER AND BLOWER LOAD ADAPTER AIR
FILTER MOUNTING LOCATIONS
SERVICE MANUAL
FIGURE 12 1_2

1. PIPE PLUGS
2. LOAD ADAPTER
3. ELBOW
4. NOSE
5. ELBOW
6. HOUSING
7. BREATHER FILTER
8. SIGHT GLASS
Figure 12. BLOWER MOTOR LOAD ADAPTER SERVICE POINTS – CURRENT
PRODUCTION MODELS
TA11290
FULL AT THIS LEVEL

DO NOT OVERFILL
5 8
1
1
TA11290
TA11290
SERVICE MANUAL
FIGURE 13 1_2

1. AIR CLEANER FILTER ASSEMBLY
2. HOSE CLAMP
3. FLEX DUCT
4. BREATHER FILTER ASSEMBLY
5. ADAPTER NIPPLE
6. FILTER HOUSING STRUCTURE
7. PIPE PLUG
8. ELBOW
9. HOSE ASSEMBLY
10. ELBOW
11. BLOWER MOTOR ASSEMBLY
12. BLOWER LOAD ADAPTER ASSEMBLY
13. KEY
14. BLOWER & AIR CLEANER MOUNT STRUCTURE
15. BOLT
16. LOCKWASHER
17. BLOWER ASSEMBLY
18. BLOWER MOTOR MOUNT PLATE
19. BOLT
20. LOCKWASHER
21. MOUNT STUD
22. FLATWASHER
23. LOCKNUT
24. BOLT
25. LOCKWASHER
26. SHIM
27. FLATWASHER
28. LOCKWASHER
29. NUT
30. BLOWER ADAPTER STRUCTURE
31. BOLT
32. SPEED SENSOR
Figure 13. L-1350 BLOWER AND AIR CLEANER ASSEMBLY
1 2 3
TA11238-6
4
5
6
7 8
9
10
11
12
13
14
16 15
18 17 1
20 19
22 21
23
25 24
26 27
29 28
33
30
31
16 32
TA -112 38-6
TA11238-6
SERVICE MANUAL
FIGURE 14 1_2

1. AIR CLEANER FILTER ASSEMBLY
2. HOSE CLAMP
3. FLEX DUCT
4. BREATHER FILTER ASSEMBLY
5. PIPE NIPPLE
6. FILTER HOUSING STRUCTURE
7. PIPE PLUG
8. ELBOW
9. HOSE ASSEMBLY
10. ELBOW
11. BLOWER MOTOR ASSEMBLY
12. MOUNT STUD
13. LOCKWASHER
14. NUT
15. BLOWER LOAD ADAPTER ASSEMBLY
16. KEY
17. BLOWER & AIR CLEANER MOUNT
STRUCTURE
18. BOLT
19. LOCKWASHER
20. BLOWER ASSEMBLY
21. BLOWER MOTOR MOUNT STRUCTURE
22. BOLT
23. FLATWASHER
24. BOLT
25. LOCKWASHER
26. SHIM
27. SHIM
28. LOCKWASHER
29. NUT
30. BLOWER ADAPTER STRUCTURE
31. BOLT
32 SPEED SENSOR
Figure 14. L-1850-L-2350 CENTRAL AIR BLOWER
AND AIR CLEANER ASSEMBLY
1 2 3 4
Training only! Always use your machine original documentation! TA11396-6
6
5
7
8
16
9
10
11
12 13
14
15
17
18
19
21 20 1
22 23
24 25
26 27
22 28
29
30
19 31 32
17
TA11396-6
SERVICE MANUAL
FIGURE 15 1_2

1. BLOWER AND AIR CLEANER ASSEMBLY
2. FLEX TUBE
3. CLAMP
4. BOLT
5. LOCKWASHER
6. FLATWASHER
7. AIR INLET STRUCTURE
8. GASKET
9. AIR HOSE
10. CLAMP
11. ELBOW
12. TUBE STRUCTURE
13. FLEX HOSE
14. TUBE STRUCTURE
15. FLEX HOSE
16. CLAMP
17. TUBE STRUCTURE
18. CLAMP
19. HUMP HOSE
20. TUBE STRUCTURE
21. CLAMP
22. FLEX HOSE
23. GENERATOR
24. FLEX HOSE
25. BOLT
26. LOCKWASHER
27. AIR INLET STRUCTURE
28. SEAL
29. LOCKNUT
30. LOCKWASHER
31. FLATWASHER
32 BOLT
Figure 15. TYPICAL CENTRAL AIR BLOWER SYSTEM –
DUCT ROUTING (MODEL L-1350 SHOWN – SIMILAR
DUCT ROUTING L-1850-L-2350)
TA9987-6
4 32
5
6 3
7 2
8 15
16
31
9
10 17
30
10
9 29
9
18 28
9 10
14 19
10 27
13
20
11
26
19
10 18
25
9 12
18
10 24
9 11
21
23
22
TA9987-6
SERVICE MANUAL
FIGURE 16 1_2
1. CLAMP
2. FLEX HOSE
FLEX HOSE INSTALLATION ACROSS PIVOT AREA
1. CLAMP
3. HUMP HOSE
HUMP HOSE INSTALLATION IN DUCTING

TO ELECTRICAL CONTROL CABINET
INSTALLATION
(SHEET 1 OF 2)
SERVICE MANUAL
FIGURE 16 1_2
1. CLAMP
2. FLEX HOSE
FLEX HOSE INSTALLATION AT GENERATOR
THE PHOTOGRAPHS IN THIS FIGURE SHOW TYPICAL FLEX AND HUMP

HOSE INSTALLATIONS. AS ILLUSTRATED IN ILLUSTRATION "TYPICAL
CENTRAL AIR BLOWER SYSTEM - DUCT ROUTING", THESE HOSE
INSTALLATIONS ARE FOUND AT VARIOUS LOCATIONS IN THE CENTRAL
AIR BLOW DUCT ROUTING. IT IS ESSENTIAL TO INSPECT EACH
INSTALLATION EVERY 500 HOURS OF OPERATION FOR TORN OR
DETERIORATED HOSES AND LOOSE OR IMPROPERLY POSITIONED
CLAMPS.
INSTALLATION (SHEET 2 OF 2)
SERVICE MANUAL
LET, INC. CARTRIDGE FILTRATON SYS (KLENZ) & FIGURE 17 1_2

LETOURNEAU, INC. CARTRIDGE FILTRATION SYSTEM (KLENZ®
SYSTEM) L-1350-L-1850-L-2350
KLENZ® FILTRATION SYSTEM OPERATION.
(ILLUSTRATIONS "KLENZ® AIR FILTRATION SYSTEM" AND "CARTRIDGE FILTRATION
SYSTEM - AIR FLOW DIAGRAM")
During normal operation, dirty, and possibly moisture-laden, air enters the cartridge filter
system through the side inlet area. It passes through the mist eliminator panels, where
airborne water droplets are removed from the air stream. The air then moves through the filter
cartridges, where dust is collected on the outside surfaces. The clean, filtered air flows
through the center of the filter elements into the clean air plenum, where it exits through the
clean air outlet. As long as Compressed Air System pressure is above 90 psi, pressure switch
(PS7) closed and the batteries are not disconnected, the system is designed to activate a
sequence of air pulses, which purge the filters one at a time in one-minute intervals. After the
last element is purged, there will be a five-minute reset interval.
During the purge cycle, the solid-state control timer automatically selects the pair of elements
to be cleaned and activates a solenoid, which opens an air diaphragm valve. High-pressure
air pulses directly into the center of the selected elements for 100 milliseconds, blowing the
collected dust off the filter elements. The dislodged dust collects in the hopper below. Air
pressure used for this operation is regulated to 90 psi (refer to illustration "CARTRIDGE
FILTRATION SYSTEM - AIR FLOW DIAGRAM").
(MODEL L-1350 UNIT SHOWN)

Figure 17. KLENZ AIR FILTRATION SYSTEM
SERVICE AND REPAIR SAFETY ADVISORIES
The following measures must be taken to ensure safety during maintenance of the KLENZ®
filtration system:
SERVICE MANUAL
LET, INC. CARTRIDGE FILTRATON SYS (KLENZ) & FIGURE 17 1_2
Under no circumstances should the machine operator be allowed to put lit

cigarettes or any burning object into the hood or ducting of the KLENZ
filtration system. No welding repairs should be performed inside the
filtration unit without fire protection. Serious injury or loss of life could
occur.
Never spray ether cold starting aid into the air intake of the KLENZ®
filtration system. Personal injury and serious component damage is
possible.
The purge cycle will continue, even with the engine not running and the
KEY SWITCH in the OFF position, until Compressed Air System pressure
drops below 90 psi. The filtration system will emit a loud “boom” and blow
dust from the bottom of the hopper during the purge cycle. This process
may be startling and present a hazard to anyone climbing the ladder
adjacent to the filtration system.
1. To prevent falling, keep hold of the handrail and keep sure footing.
2. Always wear eye protection when near the machine in the area of the K
filtration system.
3. Never stand directly under the hopper of the KLENZ® filtration system.
a. Disconnect electrical power before servicing any electrical components of the KLENZ®
Filtration System.
b. Always turn the (refer to illustration) "FILTER PURGE TIMER SWITCH" (mounted in the
pivot area of the loader) to the OFF position and shut off and bleed off compressed air
before performing any service work to the KLENZ® filtration system.
When the filter purge cycle is turned off, a NOTICE SCREEN will appear on the LINCS
computer monitor to alert the operator. BE SURE to turn the FILTER PURGE TIMER
SWITCH to the ON position and close the air release valve before returning the machine
to service.
SERVICE MANUAL
LET, INC. CARTRIDGE FILTRATION SYS (KLENZ) & FIGURE 18 1_2
(LEFT SIDE OF MACHINE AT LEFT PIVOT AREA)

c. Wear eye and breathing protection when performing any service work to the
LeTourneau, Inc. Cartridge Filtration System.
SERVICE RECOMMENDATIONS
The KLENZ® Filtration System requires periodic inspection and service to provide continued
efficient operation. This maintenance includes replacement of the filter elements and cleaning
of the mist eliminator panel.
When washing the machine, DO NOT spray high-pressure water through

the moisture eliminator panel of the KLENZ Filtration System as
component damage is possible. When washing machine, cover opening
with tarpaulin, plywood, etc. Refer to LETOURNEAU, INC. CARTRIDGE
FILTRATION SYSTEM INSTALLATION AND OPERATIONS MANUAL.
a. The mist eliminator panel will require cleaning anytime the loader is used for several
hours in wet conditions (refer to illustrations "CARTRIDGE FILTRATION SYSTEM - AIR
FLOW DIAGRAM" and "CARTRIDGE FILTRATION SYSTEM - KLENZ SYSTEM").
Refer to LETOURNEAU, INC. CARTRIDGE FILTRATION SYSTEM INSTALLATION
AND OPERATIONS MANUAL for cleaning instructions. DO NOT attempt to clean the
mist eliminator panel while installed in the unit as damage to the filter elements could
result.
SERVICE MANUAL
It is critically important that the mist eliminator be installed in the

KLENZ unit so that the baffles face down and to the outside. This will
direct water out of the unit. If they are placed with the baffles facing
the inside of the KLENZ unit, water will enter the KLENZ unit and
damage will result. Refer to Figure "MIST ELIMINATOR".
b. Inspect the air intake screen daily for a buildup of coal dust and/or dirt. Clean as
required.
c. Check the filter element every 500 hours. Moisture may result in a buildup of coal dust
and/or dirt that is not purged by the filtration system. Loaders used in extremely dusty
conditions may require more frequent inspection (refer to illustrations "CARTRIDGE
FILTRATION SYSTEM - AIR FLOW DIAGRAM" and "CARTRIDGE FILTRATION
SYSTEM - KLENZ SYSTEM").
It is critically important to use only LeTourneau, Inc. original

equipment filters when servicing the KLENZ filtration system. Other
filters will not perform adequately in this application and will result in
the KLENZ air filtration unit not performing as designed. This could
result in serious damage to the engine, solid state electronic
components and traction motors and a rapid build-up of dust on the
cab air conditioner filters. Refer to the Service Parts list, in the Parts
Catalog, for the filter to meet your application. See also Figures
"LETOURNEAU, INC. ORIGINAL EQUIPMENT REPLACEMENT FILTER
VS. AFTERMARKET REPLACEMENT FILTER" AND "LETOURNEAU,
INC. ORIGINAL EQUIPMENT REPLACEMENT FILTER FOR KLENZ
SYSTEM"
d. Check the compressed air manifold every 500 hours for contamination, oil and water.
Clean or drain if necessary.
e. Every 500 hours, with the compressed air supply turned on, check the cleaning valves,
solenoid valves and tubing for leakage. Repair or replace as required.
f. Check the cycle settings every 250 hours to be sure the purge cycle is occurring every
60 seconds at high throttle.
The LETOURNEAU, INC. CARTRIDGE FILTRATION SYSTEM INSTALLATION AND
OPERATION MANUAL provides service instructions and a parts list. It is ESSENTIAL to read
and follow the instructions in this manual prior to attempting any service or adjustments of the
KLENZ Filtration System. Filter purge timer cycle setting is covered in this manual. Refer to
the following CAUTION before making any adjustments to the filtration system.
SERVICE MANUAL
Serious damage to the KLENZ Filtration System can occur if the air
pressure is not set correctly and the timer cycle settings are not correct.
TIMER CYCLE SETTINGS

The KLENZ System cycle timer is set at the factory to cycle every 60 seconds. However, the
setting is adjustable to more frequent cycles to accommodate the machine being operated in
extremely dusty conditions. Adjustment is done through the LINCSTM computer system and
requires service technician-level access. It is recommended to review any changes in timer
cycle settings with your LeTourneau, Inc. Authorized Distributor prior to resetting. If the air
compressor cannot keep up with the demand of the increased cycle settings, the KLENZ
System will shut down until 15 seconds after system air pressure recharges to 100 psi.
The cycle timer can also be set for periods of 1-60 seconds when an auxiliary air source is
connected to the KLENZ System. Typically, when this function is used for inspection or for
cleaning of the filter elements, the cycles are for a 1-2 second interval.
Shop air connection for cleaning or inspection of the KLENZ system is made at the central
service system. Refer to illustration "CENTRAL SERVICE SYSTEM".
KLENZ OFF-LINE CLEANING-L-1350 ONLY
System Overview
The KLENZ filters are periodically pulsed with a short, high volume air blast while the machine
is operating, to maintain the filter dust levels at an acceptable level. When in very high dust
conditions, the on-board system may not be able to dislodge the dust quickly enough to
maintain an acceptable inlet restriction level, therefore, the filter system may require more
frequent cleaning.
In this case the loader has an air connection labeled KLENZ located in the Central Service
system box located at the left rear corner of the machine, where an external air source may be
connected. Refer to illustration "CENTRAL SERVICE SYSTEM". When the machine detects
this air source is available, the filters are pulsed much more frequently (once per second) and
the KLENZ filters can be very effectively cleaned out in about 10 to 15 minutes.
Equipment Required
An air compressor of at least 50 CFM (23.6 Lps) capacity and a 3/4 inch (19 mm) large bore
air hose is required. Air pressure should be set to 100 to 120 PSI (690 to 825 Kpa). The
connection to the loader is made by a (add specific fitting nomenclature here) fitting.
Standard Operating Procedure

When the Loader LINCS screen displays the “KLENZ Filter Restriction High” warning, and the
amber light and beeper, the loader should be moved to a safe area away from the face.
1. Operator to request maintenance assistance in the form of a service truck fitted with a
suitable air compressor.
2. Operator to position the machine so that the KLENZ filter system, located on the right hand
side of the loader, is ‘down wind’. This will ensure the cleaning process does not cause
dust to be carried back over the personnel on board the machine by the prevailing breeze.
SERVICE MANUAL

3. Operator to apply parking brakes, lower bucket to the ground and select low idle. Operator
to shut machine down. When the engine idle timer has completed the time-out, operator to
turn key switch to the ON position. This will keep the machine control system powered up.
4. Service truck to position at the left rear corner of the loader.
5. Service man to open the outer cover of the KLENZ system. (Single hand operated latch on
forward face of KLENZ housing. Swing cover open 90 degrees.)
6. Service man to connect the air compressor to the bottom-left fitting in the fluid service box.
Start compressor and open air delivery valves.
7. KLENZ system will begin to pulse the filters at a rate of once per second if maximum air
volume is available. (At reduced air volumes, the pulses may be less frequent or have
some longer intervals.)
When the auxiliary air supply has been connected to the KLENZ filter
system for 10 to 15 minutes, the dust emanating from KLENZ housing
should have been greatly reduced. If large amounts of dust are still being
ejected, wait another few minutes. Maximum time should be 30 minutes.
8. Service man to shut down compressor, disconnect and store air line.
9. Service man to close the outer KLENZ cover.
10.When the service truck has moved clear of the loader, the operator may resume production.
Should this procedure be required twice in any one 12 hour shift, under
extreme dust conditions, the filter elements may require changing. In this
event, contact maintenance.
FIGURE 18A. LETOURNEAU, INC. ORIGINAL EQUIPMENT REPLACEMENT FILTER VS.

AFTERMARKET REPLACEMENT FILTER
SERVICE MANUAL
FIGURE 18A1. CENTRAL SERVICE SYSTEM
FIGURE 18B. LETOURNEAU, INC.

ORIGINAL EQUIPMENT
Figure 18A2. MIST ELIMINATOR
REPLACEMENT FILTER FOR
KLENZ SYSTEM
SERVICE MANUAL
FIGURE 19 1_2
Figure 19. LETOURNEAU, INC. CARTRIDGE FILTRATION SYSTEM – AIR FLOW DIAGRAM
SERVICE MANUAL
FIGURE 20 1_2

ILLUSTRATION
1. MIST ELIMINATOR
2. COVER STRUCTURE
3. FILTER ELEMENT
4. ACCESS PANEL
5. TRICKLE VALVE
6. HOPPER
7. PRESSURE MONITORING ASSEMBLY
8. ACCESS PANEL
9. CONTROL BOX
Figure 20. LETOURNEAU, INC.
CARTRIDGE FILTRATION SYSTEM –
KLENZ® SYSTEM
2 TA10131-8
2
5
3
TA-10131-8
SERVICE MANUAL
ENGINE SERVICE & FIGURES 21 & 22 1_2

ENGINE AIR INTAKE SYSTEM AND EXHAUST
INSPECTION
Refer to engine manufacturer’s owners manuals (available on the manufacturer’s website) for
recommendations on service intervals for the engine, air and fuel filters, and cables, linkages
and joints.
ENGINE AIR FILTER REPLACEMENT AND OPERATOR ALARM
The engine air filters receive air filtered by the LeTourneau Cartridge Filtration System
(KLENZ® System). Engine air filter restriction indicators are mounted on both sides of the tow
unit to indicate the condition of the engine air filters (refer to illustration "ENGINE AIR FILTER
RESTRICTION INDICATORS"). The restriction indicators are connected to the LINCS
Computer System. Should the system detect a blockage condition that requires service, the
AMBER warning light will illuminate, the audible alarm will sound, and a warning screen with a
text message indicating engine air filter restriction will appear on the computer monitor. The
fault will be logged in the View Active Alarms option of the Main Menu. The operator can
silence the audible alarm and remove the text message from the computer monitor by touching
any key on the computer keypad, but the light will continue to illuminate until service personnel
access the system and the fault is cleared.
Should an alarm indicating an engine air filter restriction occur, the air filters
should be replaced as soon as possible. The engine air filters are accessible
from both sides of the tow unit (refer to illustration "ENGINE AIR FILTERS").
(MOUNTED BOTH SIDES OF TOW UNIT)

L-1350 INSTALLATION SHOWN - SIMILAR INSTALLATION L-1850-L-2350
Figure 21. ENGINE AIR FILTER RESTRICTION INDICATORS
SERVICE MANUAL
ENGINE SERVICE & FIGURES 21 & 22 1_2

ENGINE AIR INTAKE INSPECTION
Inspect the engine air intake system daily as outlined in the MODULAR PREVENTIVE
MAINTENANCE SCHEDULES.
• This inspection should include a visual inspection of the entire engine air intake
system including clamp condition and tightness, hump hose condition, air tube
condition and positioning, air filter mounting and support bracket condition and
secure attachment.
• The hump hoses are properly installed when clamped tightly against the lip, which
is welded to the air tube. If the hump hose is not tightly secured against the lip, all
the way around, it is an indication of movement. The hose must be positioned
squarely against the lip to ensure no dust enters the engine. Each joint has two
clamps at each hose/tubing joint. These clamps must be secure for a proper seal.
Refer to illustration "HUMP HOSE INSTALLATION").
• Each joint has two clamps at each hose/tubing joint. These clamps must be secure
for a proper seal.
Improper fitting of air intake tubing and related hump hoses and improper
or inadequate clamping of the hoses to the tubing can result in dust
entering the engine air intake causing engine failure. It is critically
important to check all air intake tubing to ensure that no contact is made
with any structural components. Contact with structural components can
cause an opening in the tubing, resulting in dust entering the engine air
intake causing engine failure.
(AIR FILTERS ACCESSIBLE FROM BOTH SIDES OF TOW UNIT)

L-1350 INSTALLATION SHOWN - SIMILAR INSTALLATION L-1850-L-2350
Figure 22. ENGINE AIR FILTERS
SERVICE MANUAL
ENGINE SERVICE...CONT'D & FIGURES 23 & 24 1_2
1. AIR TUBE
2. WELDED LIP
3. CLAMP
4. HUMP HOSE
Figure 23. HUMP HOSE INSTALLATION
ENGINE EXHAUST INSPECTION
Inspect the engine exhaust piping and clamps as part of the 1000-hour structural inspection,
per the MODULAR PREVENTIVE MAINTENANCE SCHEDULES. Closely inspect the flexible
tubing between the exhaust tubes and mufflers to be sure it is in good condition and the
clamps are tight and proper position (refer to illustration "ENGINE EXHAUST INSPECTION").
It is also important to inspect the muffler mounting structures for cracks and that they are
secure.
SERVICE MANUAL
ENGINE SERVICE...CONT'D & FIGURES 23 & 24 1_2
1. EXHAUST PIPE
2. CLAMP
3. FLEX TUBE
4. MUFFLER
Figure 24. ENGINE EXHAUST INSPECTION
SERVICE MANUAL
CAB AIR FILTER INSP & SERV & FIGURE 25 1_2

CAB AIR FILTER INSPECTION AND SERVICE
The operator’s cab air conditioning/heating system receives air filtered from the LeTourneau,
Inc. Cartridge Filtration System (KLENZ® System). The air conditioning/heater unit is powered
by the machine’s hydraulic system.
DAILY
a. Inspect externally for loose latches, leaks, fastener problems, etc. Repair as required.
MONTHLY
a. Inspect externally for loose latches, leaks, fastener problems, etc. Repair as required.
b. Flush out drains.
c. Check seals.
d. Flush out condenser area and coils.
e. Check all connections.
f. Check compressor drive.
g. Check hoses.
QUARTERLY OR EVERY 1000 HOURS
a. All daily and monthly services, as listed above.
b. Thoroughly clean out of housing and components.
c. Check motors, change if required.
d. The air conditioner/heater unit (refer to illustration "CAB AIR CONDITIONER/HEATER")
has two (2) filters inside its housing which require inspection and service quarterly or
every 1000 hours of operation or sooner should the air flow from the unit become
restricted. One filter is washable and the other must be replaced. The filters are
accessible by flipping the latches on the unit’s front panel and swinging the panel out.
Screws secure the washable filter into the housing. The disposable filter is located
behind a cover panel that is secured with slide locks.
Troubleshooting procedures are located in the manufacturer’s product

information. Refer to the PARTS CATALOG for service and repair parts.
Do not clean washable filter with toxic solvents. Wash with warm, soapy
water and dry thoroughly before returning to service.
SERVICE MANUAL
The operator’s cab air conditioner/heater receives filtered air from the
KLENZ® system. The 1000-hour inspection and cleaning recommendation
may be modified to suit your situation once historical data from your PM
program is reviewed.
ANNUALLY
a. All daily, monthly and quarterly inspections as listed above.
b. Replace internal heater hoses.
c. Thoroughly flush out evaporator and condenser coils and chambers, externally.
d. Check and replace cover seals, if necessary.
e. Clean fan blades and replace if damaged.
SERVICE MANUAL
(FRONT PANEL OF A/C UNIT SWINGS OPEN FOR ACCESS TO FILTERS)
1. WASHABLE FILTER ELEMENT

2. COVER PANEL SLIDE LOCKS
3. DISPOSABLE FILTER ELEMENT (BEHIND PANEL)
Figure 25. CAB AIR CONDITIONER/HEATER
SERVICE MANUAL
NOTES
SERVICE MANUAL
MANIFOLD ADJUSTMENT PROCEDURE & FIGURES 26-29 1_2

CAB CLIMATE CONTROL SYSTEM HYDRAULIC CONTROL ASSEMBLY
ADJUSTMENT PROCEDURE (830-C019 MANIFOLD)
Current versions of the Air International Transit air conditioner unit (Model “TPW5BX4C”) uses
a control valve having three adjustment points. This procedure describes how to set these
adjustments. (The LeTourneau P/N for this control valve is 424-3889.)
FIGURE 26. CURRENT STYLE CONTROL VALVE
FIGURE 27. GAUGE PORT IDENTIFICATION
SERVICE MANUAL
FIGURE 28. LOCATION OF RV (RELIEF VALVE) AND

PR (PRESSURE REDUCING) VALVE
To adjust the 830-C019 manifold assembly, these steps must be followed in the order
shown below.
1. With the hydraulic supply off, loosen all locking nuts.
2. Turn the relief valve (Marked “RV” on the manifold) all the way in (Clockwise).
Turn the compensating flow control (Marked “FC” on the manifold) all the way out
3.
(Counter-clockwise).
4. Attach a Hydraulic Pressure Gauge to the “G” port on the manifold assembly.
5. Turn on the hydraulic supply. (Run machine at engine HIGH IDLE.)
Using the pressure reducing valve (Marked “PR” on the manifold), adjust the manifold until
6.
you read 2000 PSI on the pressure gauge installed in port “G”.
Using the compensated flow control (“FC”), and a strobe or tachometer, adjust the
7.
compressor speed until you achieve the desired 2000 RPM.
8. Tighten all locking nuts to insure the settings do not float during operation.
9. Turn off the hydraulic supply.
10. Remove gauge and check all connections are tight.
These adjustments are set at the Air International Transit factory for testing
purposes only. Due to the various pump pressure encountered, the
manifold will need to be readjusted in the field after installation. If these
adjustments are not made at the time of installation, the results could be
poor unit operation, or even compressor failure.
SERVICE MANUAL
FIGURE 29. LOCATION OF FC (FLOW CONTROL) VALVE
SERVICE MANUAL
NOTES
SECTION 11
STRUCTURAL COMPONENTS
SERVICE MANUAL
NOTES
SERVICE MANUAL
STRUCTURAL COMPONENTS 1_2

STRUCTURAL COMPONENTS
LETOURNEAU, INC.
ROL-1
TABLE OF CONTENTS
FRONT FRAME STRUCTURE AND LIFT ARM AND LINKAGE GROUP DISASSEMBLY
AND ASSEMBLY PROCEDURES
BALL CAP AND BEARING INSPECTION
DISASSEMBLY OF FRONT FRAME PRECEDING REMOVAL FROM REAR FRAME
REMOVAL OF FRONT FRAME FROM REAR FRAME
ASSEMBLY OF FRONT FRAME TO REAR FRAME
LIFT ARM AND LINKAGE GROUP AND LIFT ARM COMPONENT BORE DIMENSIONS
L-1350 PIN AND BUSHING INSTALLATION PROCEDURE
L-1350 PIN AND BUSHING DIMENSIONS
L-1850-L-2350 PIN AND BUSHING INSTALLATION PROCEDURE
L-1850-L-2350 PIN AND BUSHING DIMENSIONS
BELLCRANK AND BUCKET ROLLBACK STOP BLOCKS REPLACEMENT
PROCEDURES
BELLCRANK STOP BLOCKS REPLACEMENT PROCEDURE
BUCKET ROLLBACK STOP BLOCKS REPLACEMENT PROCEDURE
REAR FRAME STRUCTURE DISASSEMBLY AND ASSEMBLY PROCEDURES
DISASSEMBLY OF REAR FRAME COMPONENTS PRECEDING REMOVAL FROM
FRONT FRAME
REMOVAL OF REAR FRAME FROM FRONT FRAME
ASSEMBLY OF REAR FRAME TO FRONT FRAME AND BALL CAP SHIMMING
PROCEDURE
OSCILLATING AXLE ASSEMBLY
REMOVAL OF AXLE FROM VEHICLE
INSTALLATION
REMOVAL, ADJUSTMENT AND INSTALLATION OF BALL BASE LINERS
OPERATOR’S CAB INSPECTIONS AND REPAIR
INSPECTIONS
CAB REMOVAL
CAB INSTALLATION
FIELD WELDING PROCEDURES (LET-1)
SERVICE MANUAL

Figure 1. FRONT FRAME AND AXLE GROUP – L-1350
Figure 4. LIFT ARM AND LINKAGE GROUP – L-1350 – PIN AND BUSHING
INSTALLATION
Figure 5. LEVEL LINK TO BUCKET PIN INSTALLATION WITH OPTIONAL COAL
BUCKET – L-1350 PIN AND BUSHING INSTALLATION
Figure 6. LIFT ARM AND LINKAGE GROUP – L-1850-L-2350 – PIN AND BUSHING
INSTALLATION
Figure 7. BUCKET PIVOT BORE DIMENSIONS – L-1350-L-1850-L-2350
Figure 8. BUCKET CYLINDER MOUNT PIN BORE DIMENSIONS – L-1350
Figure 9. BUCKET CYLINDER MOUNT PIN BORE DIMENSIONS – L-1850-L-2350
Figure 10. BELLCRANK PIN BORE DIMENSIONS – L-1350
Figure 13. STANDARD LIFT LIFT ARM PIN BORE DIMENSION – L-1350
Figure 15. HIGH LIFT ARM PIN BORE DIMENSIONS – L-1850
Figure 17. LEVEL LINK PIN BORE DIMENSIONS – L-1350
Figure 18. STANDARD AND HIGH LIFT LEVEL LINK PIN BORE DIMENSIONS – L-
1850
Figure 19.1. BUCKET ROLLBACK STOP BLOCKS INSTALLATION
Figure 20. BUCKET ROLLBACK AND BELLCRANK STOP BLOCK INSPECTION
Figure 21. REAR FRAME GROUP – L-1350
Figure 24. REAR AXLE GROUP – L-1350
Figure 27. CAB ASSEMBLY – L-1350-L-1850-L-2350
Figure 28. ROLLOVER PROTECTIVE STRUCTURE AND FALLING OBJECT
PROTECTIVE STRUCTURE ASSEMBLY – L-1350-L-1850-L-2350
SERVICE MANUAL

STRUCTURAL COMPONENTS is provided to assist maintenance personnel and operators in
the location, inspection, adjustment and repair or replacement of the various structural
components of the machine. The major structural components of the loaders are:
• Front Frame • Lift Arms
• Rear Frame • Operator’s Cab
• Bucket • Oscillating Axle
SERVICE MANUAL
NOTES
SERVICE MANUAL

Before any inspections or repairs are performed to the structural components on the machine it
is critically important to read and comply with the following warnings and cautions:
Lock out the machine’s starting capability with the Maintenance Lockout
Switch (if so equipped - optional) or place a DO NOT OPERATE sign on the
controls of the machine and remove the key before performing any
maintenance or repair operations. Serious injury or death is possible if the
machine is started or moved while maintenance or repair operations are
being conducted.
NEVER remove the axle access covers unless the electrical system is
turned off, locked out and grounded. Contact with high voltage terminals
inside the axle will result in serious injury or loss of life.
BEFORE attempting to disassemble any of the major components of the

machine, BE SURE to provide hoists or cranes and lifting devices of
adequate capacity and height. Refer to LOADER JACKING INSTRUCTIONS.
Refer to GENERAL INFORMATION for approximate weights of the L-1350,
L-1850 or L-2350 structural components.
NEVER stand under or place any body part under components while
hoisted. Serious injury or loss of life could result in the event of an
accident.
BEFORE working in the pivot or “pinch” area of the articulated loader,

place the frame lock in the locked position to prevent the machine from
turning. There is no room for a person in this area when the machine turns
and serious injury or loss of life could result. Enter this area only when
necessary.
NEVER use the lift arms and bucket to lift personnel! Serious injury or loss
of life is possible.
SERVICE MANUAL
There are no provisions on any LeTourneau, Inc., built loader to

accommodate the transportation of any persons other than the operator
alone. Ladders and catwalks attached to the machine are designed for
servicing of the machine while the machine is stopped only. They are NOT
designed for transporting riders at any time. Serious injury or loss of life
could result while riding in any location other than the operator’s cab.
To prevent injury, wear hardhat, protective glasses and other protective

equipment as required by job conditions.
To ensure future safety, if a safety or instructional sign is on a part that is

replaced, make sure a new sign is installed on the replaced part. Replace
immediately any safety or instructional sign that is not legible. Refer to the
PARTS CATALOG to order replacement signs.
BEFORE welding on any structural members of the machine, refer to FIELD

WELDING PROCEDURES. Serious damage to electrical, electronic, and
engine controls is possible unless precautions described in this
publication are adhered to.
Some of the procedures herein require the use of liquid nitrogen to sub-
cool components. When working with liquid nitrogen, wear protective
clothing, leather gloves, boots, apron and safety glasses.
SERVICE MANUAL
FRONT FRAME STR & LIFT ARM & LINKAGE GP DISASSY & ASSY PROC 1_2

FRONT FRAME STRUCTURE AND LIFT ARM AND LINKAGE
GROUP DISASSEMBLY AND ASSEMBLY PROCEDURES
The front and rear frames are all steel welded structures and the two main structural
components of the machine’s articulating frame.
• The front axle is a structural part of the front frame.
• Ladders and platforms for mounting and dismounting the machine are mounted on both
the front and rear frames.
• Six ball joints are attached to the front frame. Two ball joints are used to anchor the
bucket lift arms. Two ball joints are used to anchor the hoist cylinders. The front and
rear frames are connected by two ball joints at the pivot area.
• The loader bucket and lift arms are mounted to the front frame.
• The automatic lubrication system major components are mounted inside the front frame.
For illustrations of the front frame and rear frame assemblies, see the following table to
determine which figures are appropriate for your machine model.
MODEL FRONT FRAME REAR FRAME

1350 FIGURE 1 FIGURE 21

It is essential to perform periodic inspections of the ball cap and bearing assemblies. Refer to
BALL CAP AND BASE INSPECTION, INSTALLATION AND TROUBLESHOOTING
PROCEDURES.
DISASSEMBLY OF FRONT FRAME PRECEDING REMOVAL FROM REAR FRAME
Refer to WARNINGS AND CAUTIONS before beginning disassembly and

removal procedures.
The front frame may be removed from the rear frame; however, some preliminary disassembly
will be necessary.
The extent of disassembly or removal of components mounted on the front and rear frames will
be dictated by maintenance and repairs to be accomplished.
Move the frame lock to the locked position before beginning disassembly
procedures.
a. Lower the bucket and linkage to the ground or adequate supports.
b. Block each bellcrank so that it will not move, and remove the bucket cylinder rod-eye
pins.
SERVICE MANUAL
FRONT FRAME STR & LIFT ARM & LINKAGE GP DISASSY & ASSY PROC 1_2
A suitable hoisting device should be attached to the bucket cylinders so

that they will not fall when the pins are removed.
c. Attach a suitable hoisting device to the hoist cylinders and remove the hoist rod-eye
pins.
If bucket and hoist cylinders are to be removed, cap all cylinder ports and
lines with plastic caps or plugs to protect components from contamination.
d. Tag and disconnect all grease hose(s) from the bucket level links. Protect all grease
lines and fittings from damage and contamination. Remove the bucket level link pins
from both the bellcrank assembly and the bucket. Hoist the level links to a safe area.
Secure the bell crank assembly to the lift arm structure prior to removing
the bucket and links.
e. Remove the bucket pins from the lift arms and store in a safe area. Attach a suitable
hoist to the bucket and move the bucket to a safe area.
f. Tag and disconnect all grease hoses from the front frame to the lift arm. Protect from
damage and contamination. Attach suitable hoist to lift arm structure and bellcrank
assembly.
g. Remove the lift arm ball cap capscrews, ball cap structures, ball cap spacers and ball
liner bushings and place in safe area. Protect from damage.
h. Make sure that all attachments are disconnected and hoist the lift arm and bellcrank
structures to a safe area and place on blocking. Protect the ball socket structures.
i. Disconnect steering cylinders from the front frame.
SERVICE MANUAL
FT FRAME STR & LIFT ARM & LINKAGE GP DISASSY & ASSY PROC CONT'D 1_2

REMOVAL OF FRONT FRAME FROM REAR FRAME
a. Disconnect and remove batteries or disconnect and tape the (-) negative battery cables.
b. Tag and disconnect all electrical leads interconnected between the front and rear
frames.
c. Tag and disconnect all fluid power hoses or tubes interconnected between the front and
rear frames.
d. Disconnect all hydraulic or air lines that are interconnected between the front and rear
mainframe structures.
The rear frame must be supported so as to prevent it from tipping to either

side as well as fore and aft. Refer to LOADER JACKING INSTRUCTIONS.
e. Disconnect steering cylinders.

f. Block up under the rear frame and oscillating axle to support them during and after
removal of the front frame.
g. Attach a hoisting device with sufficient capacity to the lifting eyes near the top ball joints,
and operate the hoisting device only enough to remove slack from the hoisting chains or
cables.
Make a final check to see that no connections between the front and rear
frames have been overlooked and that no lines are in a position to become
entangled during removal of the front frame.
h. Remove the ball upper pivot cap capscrews, shims, bearing and cap.
Refer to L-1350, L-1850 and L-2350, Rear Frame Illustrations, for location of
ball pivots and mounting hardware.
i. Remove the capscrews securing the cap of the lower ball pivot. Remove the shims,
bearing and cap.
j. Prepare the area with sufficient blocking to support the front frame and be certain that
the route to the receiving area is unobstructed and clear of personnel.
Ensure that the hoisting equipment is manned by a qualified operator.
k. Move the frame lock to the unlocked position.

l. Move the front frame slowly forward enough to clear the upper and lower pivot
connecting points.
SERVICE MANUAL
FT FRAME STR & LIFT ARM & LINKAGE GP DISASSY & ASSY PROC CONT'D 1_2

ASSEMBLY OF FRONT FRAME TO REAR FRAME
a. The procedures for removal and disassembly should be reversed for reassembly. Refer
to CAPSCREW TORQUE CHART for torque values. Refer to BALL CAP AND BASE
INSPECTION, INSTALLATION AND TROUBLESHOOTING PROCEDURES for
installation of hoist cylinder ball cap and bearing.
b. Service all systems and lubricate the machine. Refer to LUBRICATION AND SERVICE
for type and grade of lubricant to be used.
c. When installation, Iubrication and pre-operational checks are complete, remove the
safety link and check all components for correct function and travel limits.
LIFT ARM AND LINKAGE GROUP AND LIFT ARM COMPONENT BORE DIMENSIONS
LIFT ARM AND LINKAGE GROUP - L-1350 PIN AND BUSHING INSTALLATION, LEVEL
LINK TO BUCKET PIN INSTALLATION WITH OPTIONAL COAL BUCKET - L-1350 PIN AND
BUSHING INSTALLATION and LIFT ARM AND LINKAGE GROUP - L-1850-L-2350 PIN AND
BUSHING INSTALLATION (as applicable) illustrates the lift arm and linkage pins and the
procedures for installing them.
SERVICE MANUAL
FIGURE 1 1_2

1. FRAME STRUCTURE
2. GRATING
3. GRATING
4. GRATING
5. BOLT
6. LOCKWASHER
7. BOLT
8. LOCKWASHER
9. CAP
10. HOSE
11. ELBOW
12. BOLT
13. FLATWASHER
14. BUSHING
15. SLEEVE RETAINER
16. O-RING
17. PIN
18. O-RING
19. RETAINING RING
20. BUSHING
21. PLATE
22. LOCKNUT
23. FLATWASHER
24. FLATWASHER
25. LOCKWASHER
26. BOLT
27. DOWEL PIN
28. SEAL
29. SUPPORT STRUCTURE
30. BOLT
31. FLATWASHER
32. LOCKNUT
33. SEAL
34. BOLT
35. FASTENER
36. CAPSCREW
37. COVER ASSEMBLY
38. BOLT
39. FLATWASHER
40. COVER STRUCTURE
41. SEAL
42. BELL WASHER
43. COTTER PIN
44. COVER ASSEMBLY
45. BOLT
SERVICE MANUAL
FIGURE 1 1_2

46. FLATWASHER
47. COVER STRUCTURE
48. SEAL
49. BELL WASHER
50. COTTER PIN
51. FLATWASHER
52. BOLT
53. COVER ASSEMBLY
54. BOLT
55. HANDLE
56. COVER STRUCTURE
57. LOCKWASHER
58. NUT
Figure 1. FRONT FRAME AND AXLE GROUP –
L-1350
7
1 8
9 10
11
12
13
14
15
53 16
54 55 15 17
56
57 58 5 6 16
4
18
19
2 20
19
18
52 51 14
3
21
22
23
24
25
27 28
29 26
30
31
50 32
33
49
48
47
44 36
46 43
45 42
41
34
40 37
35
39
38
TA10060-6
SERVICE MANUAL
FIGURE 2 1_2

1. COVER ASSEMBLY
2. BAFFLE STRUCTURE
3. COTTER PIN
4. RETAINING BAR
5. FLATWASHER
6. SPACER TUBE
7. SPONGE SEAL
8. COVER STRUCTURE
9. LOCKWASHER
10. BOLT
11. BOLT
12. FLATWASHER
13. CAM STRUCTURE
14. FRAME STRUCTURE
15. GRATING STRUCTURE
16. BOLT
17. LOCKWASHER
20. BOLT
21. LOCKWASHER
22. CAP
23. HOSE ASSEMBLY
24. ELBOW
25. BOLT
26. FLATWASHER
27. SAWCUT BUSHING
28. SLEEVE RETAINER
29. O-RING
30. PIN
31. O-RING
32. RETAINING RING
33. BUSHING
34. CAPTURE PLATE
35. LOCKNUT
36. FLATWASHER
37. FLATWASHER
38. LOCKWASHER
39. BOLT
40. ADAPTER RING
41. CAPSCREW
42. AXLE/MOTOR SEAL
43. SEAL RING STRUCTURE
44. BOLT
45. LOCKNUT
SERVICE MANUAL
FIGURE 2 1_2
46. BOLT
47. FASTENER
48. DOWEL PIN
49. CAPSCREW
50. COVER ASSEMBLY
51. BOLT
52. LOCKWASHER
53. FLATWASHER
54. COVER STRUCTURE
55. SPONGE SEAL
56. SPACER TUBE
57. RETAINER BAR
58. COTTER PIN
59. COVER ASSEMBLY
60. SCREW
61. HANDLE
62. COVER STRUCTURE
63. LOCKWASHER
64. NUT
65. BOLT
66. LOCKWASHER
67. SPONGE SEAL
68. O-RING
69. LOCKWASHER
70. BOLT
71. COVER ASSEMBLY
72. BOLT
73. HANDLE
74. COVER STRUCTURE
75 LOCKWASHER
76. NUT
Figure 2. FRONT FRAME AND AXLE
GROUP – L-1850
1 11
8 5 9 10 12
4 5 6 7
2 3
13
20
21
22 23
71 24
72
14 25
73
74 26
75
76
27
28
15
16 29
17
28 30
18 29
70
69 31
32
33
32
19 31
27
34
35
68 40
41 36
67
42 37
66
48 43 38
65
39
64
44
63 58
62 57
45
61 59 53
60 56
49
55
46
54 50
53
52
51
47
TA11013-8
SERVICE MANUAL
FIGURE 3 1_2

1. FRAME STRUCTURE
5. BOLT
6. LOCKWASHER
7. BOLT
8. LOCKWASHER
9. CAP
10. HOSE
11. ELBOW
12. BOLT
13. FLATWASHER
14. SAWCUT BUSHING
15. SLEEVE RETAINER
16. O-RING
17. PIN
18. O-RING
19. RETAINING RING
20. BUSHING
21. PLATE
22. LOCKNUT
23. FLATWASHER
24. FLATWASHER
25. LOCKWASHER
26. BOLT
27. DOWEL PIN
28. MOTOR/AXLE SEAL
30. BOLT
31. LOCKNUT
32. SEAL STRIP
33. BOLT
34. FASTENER
35. CAPSCREW
36. COVER ASSEMBLY
37. BOLT
38. FLATWASHER
39. COVER STRUCTURE
40. SEAL
41. FLATWASHER
42. COTTER PIN
43. COVER ASSEMBLY
44. BOLT
45. FLATWASHER
SERVICE MANUAL
FIGURE 3 1_2
46. COVER STRUCTURE

47. SEAL
48. FLATWASHER
49. COTTER PIN
50. COVER ASSEMBLY
51. BOLT
52. HANDLE
53. COVER STRUCTURE
54. LOCKWASHER
55. NUT
56. BOLT
57. FLATWASHER
Figure 3. FRONT FRAME AND AXLE
GROUP – L-2350
1 8
9 10
11
12
13
14
15
50 16
51 15 17
52 53
54 16
55
6 18
5
4 19
20
2 19
18
56 57 14
3
21
22
23
24
25
27 26
28
29
30
49
31
48
32
47
46
43 35
45
44 42
41
40
39 36 33
38
34
37
TA10558-8
SERVICE MANUAL
FIGURE 4 1_2
REFER TO PIN AND BUSHING INSTALLATION PROCEDURES.
REFER TO BALL CAP AND BASE PREVENTIVE MAINTENANCE TROUBLESHOOTING AND

REPLACEMENT PROCEDURES FOR INFORMATION ON THE LIFT ARM PIVOT
REFER TO LEVEL LINK TO BUCKET PIN INSTALLATION WITH OPTIONAL COAL BUCKET - L-1350 PIN
AND BUSHING INSTALLATION FOR COAL BUCKET PIN INSTALLATION
1. PIN
2. LOCKNUT
3. BUCKET CYLINDER
4. BUSHING
5. RETAINER RING
6. O-RING
7. WASHER
8. BOLT
9. SAWCUT BUSHING
10. BOLT
11. REMOVAL TOOL
12. LIFT ARM STRUCTURE
13. PIN
14. NUT
15. HOIST CYLINDER
16. BUSHING
17. RETAINING RING
18. O-RING
19. WASHER
20. BOLT
21. SAWCUT BUSHING
22. SAWCUT BUSHING
23. NUT
24. BUCKET
25. LEVEL LINK
26. BUSHING
27. RETAINING RING
28. O-RING
29. WASHER
30. BOLT
31. SHIM
32. REMOVAL TOOL
33. SAWCUT BUSHING
34. NUT
35. BELLCRANK
36. BUSHING
Reserved LOADER
SERVICE MANUAL
FIGURE 4 1_2

37. RETAINING RING
38. O-RING
39. WASHER
40. BOLT
41. SHIM
42. PIN RETAINER
43. PIN
44. O-RING
45. SHIM
46. SHIM
47. PIN PULLER CAP
48. BOLT
49. PIN RETAINER CAP
50. SLEEVE
51. O-RING
52. BUSHING
53. SPACER
54. BUSHING
55. BOLT
56. LOCKWASHER
57. COVER PLATE
58. PIN
59. O-RING
60. BUSHING
61. SLEEVE
62. SHIM
63. SHIM
64. SHIM
65. STOP BLOCK
66. LOCKWASHER
67. BOLT
68. SHIM
69. SHIM
70. SHIM
71. LINER
72. O-RING
73. BALL CAP
74. CAPSCREW
Figure 4. LIFT ARM AND LINKAGE GROUP – L-1350 – PIN AND BUSHING
INSTALLATION
Reserved LOADER
SERVICE MANUAL
NOTES
3 4 5 6 12
10 11
44
7
2
43
8 45 46
47
9 48
1
49
42
25 24 54 53 52 51 50
15 16 17
35
18 35
56 55
19 12
14
57
58
13 20 59
21
12 61 62
12
25 36 60
37
25 26 35
32 11 38
24
34 68
27 39
63 69
28
64 70
29 65
23 40
66
33 71
67
41
22
30
72
31
73
74
TA10057-8
SERVICE MANUAL
TABBLANK
SERVICE MANUAL

1. WASHER
2. SHIM
3. SHIM
4. SHIM
5. BOLT
6. LOCKNUT
7. OUTSIDE WASHER
8. PIN
9. BUSHING
10. LEVEL LINK
11. RETAINING RING
12. WASHER
13. BOLT
14. OUTSIDE WASHER
15. SAWCUT BUSHING
16. BUCKET STRUCTURE
17. PIN DEPTH TOOL
LEVEL LINK TO BUCKET STRUCTURE (VIEW C)

ITEM I.D. O.D. LENGTH
BUCKET STRUCTURE 6.750 ± .001 ** **
SAWCUT BUSHING TAPER 6.750 ± .002 2.808 ± .005
PIN ** 6.7378 ± .0005 11.000 ± .005
BALL BEARING 6.7395 ± .0005 10.4993 ± .0007 **
BUCKET – L-1350 PIN AND BUSHING INSTALLATION (SHEET 1 OF 2)
10
11
12
8
17 5
7
6 1
13
17
5
14
4
3
2 2 3
1 4
15
16
TA-10261-8
SERVICE MANUAL

VIEW C
SELF-ALIGNING BUSHING INSTALLATION
(LEVEL LINK TO BUCKET - COAL BUCKET)
1. Do not drive ball bushing (9) into bore because this can damage the outer face of the
bushing.
2. Use a sleeve to press against outer face when installing ball bushing.
3. The outer face of the ball bushing is split, and this split line is to be located 90° to the
centerline of the cylinder or level link.
4. Install a retainer ring (11) into one of the grooves.
5. Press ball bushing into bore from the other side with split positioned 90° to the
centerline of component. Press ball bushing in tight against retainer ring and then check
to see that the center of the ball bushing rotates freely. If the center does not rotate
freely, check that both halves of the outer face are pressed against the retainer. If the
ball bushing cannot be made to rotate freely, it must be pressed out and the ball
bushing O.D. and bore I.D. checked for correct size. See table, this figure, for correct
sizes.
6. Install the second retainer ring (11).
VIEW C
PIN INSTALLATION (COAL BUCKET)
1. Coat both sides of the ball bushing (9) outer face with grease (this grease will help hold
the washer (12) in place while forcing the cylinder or link into place). Align the ball
bushing with the bore as close as possible and install the pin. The pin (8) centerline
must be aligned with the ball bushing (9) centerline. Install the two sawcut bushings (15)
into the bores at each end of the pin. Do not lubricate the bushings or the bore.
2. Install the retaining washers (14) and the through bolt (13). Take measurements with
the measurement rod (17) (see example) to ensure that the pin is centered lengthwise
in the bore. Lubricate (with 6W engine oil only) and torque the nut (6) to 2300 ft. lbs.
while maintaining the pin in the centered position. It is imperative that the pin (8) and
ball bushing (9) remain centered to each other.
3. Install washers (7 & 14) as shown. Use shims (2, 3 & 4) as necessary.
VIEW C
PIN REMOVAL (COAL BUCKET)
1. Unload the pin joint by placing the bucket on the ground and neutralizing the hydraulic
pressure.
2. Remove the nut (6), through bolt (13) and washers (1).
3. Loosen sawcut bushing (15) by striking end of pins. Do not strike end of pin directly, but
use a drift. If the bushings have seized in the bore, bolt the bushing removal tool to the
sawcut bushing and tighten the four bolts evenly. If the bushing does not come out
when bolts are tight, strike center of tool with hammer.
4. With the bushings removed, the pin can be pushed out.
BUCKET – L-1350 PIN AND BUSHING INSTALLATION (SHEET 2 OF 2)
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1350 PIN & BUSHING INSTALLATION PROCEDURE 1_2

L-1350 PIN AND BUSHING INSTALLATION PROCEDURE
VIEW A
A. SPHERICAL BUSHING INSTALLATION – BUCKET CYLINDER
1. Do not drive ball bushing into bore because this can damage the outer face of the
bushing.
3. The outer face of the ball bushing is split and this split line is to be located 90° to the
4. Install a retainer ring into one of the grooves.
centerline of component. Press ball bushing in tight against retainer ring and then
check to see that the center of the ball bushing rotates freely. If the center does not
rotate freely, check that both halves of the outer face are pressed against the
retainer. If the ball bushing cannot be made to rotate freely, it must be pressed out
and the ball bushing O.D. and bore I.D. checked for correct size.
6. Install the second retainer ring.
B. PIN INSTALLATION
1. Coat both sides of the ball bushing outer face with grease (this grease will help hold
the O-ring in place while forcing the cylinder or link into place). The O-rings will
catch on the inside of the bores as they pass by, so they must be forced back into
place with a long screwdriver. Align the ball bushing with the bore as close as
possible and install the pin. Install the two sawcut bushings into the bores at each
end of the pin. Install the through bolt and retaining washers. Lubricate and torque
nut to 2300 ft.-lbs.
C. PIN REMOVAL
1. Unload the pin joint by placing bucket on the ground and neutralizing the hydraulic
pressure.
2. Remove the nut, through bolt and washers.
3. Loosen sawcut bushing by striking end of pins. Do not strike end of pin directly,
but use a drift. If the bushings have seized in the bore, bolt the bushing removal
tool to sawcut bushing and tighten the four bolts evenly. If the bushing does not
come out when bolts are tight, strike center of tool with hammer.
VIEW B
A. SPHERICAL BUSHING INSTALLATION – HOIST CYLINDER TO LIFT ARM
STRUCTURE
bushing.
SERVICE MANUAL
L-1350 PIN & BUSHING INSTALLATION PROCEDURE 1_2

B. PIN INSTALLATION
1. Coat both sides of the ball bushing outer face with grease [this grease will help hold
the washer (item 5) in place while forcing the cylinder or link into place]. Align the
ball bushing with the bore as close as possible and install the pin. The pin (item 8)
centerline must be aligned with the bearing (item 3) centerline. Install the two
sawcut bushings into the bores at each end of the pin. Do not lubricate the bushings
or the bore. Install the retaining washers (item 6) and the through bolt. Take
measurements with the measurement rod (see example) to ensure that the pin is
centered lengthwise in the bore.
Lubricate with 30W engine oil only and torque the nut to 2300 ft.-lbs. while
maintaining the pin in the centered position. It is imperative that items 8 and 3
remain centered to each other.
C. PIN REMOVAL
1. Unload the pin joint by placing bucket on the ground and neutralizing the
hydraulic pressure.
3. Loosen sawcut bushing by striking end of pins. Do not strike end of pin directly,
but use a drift. If the bushings have seized in the bore, bolt the bushing removal
tool to sawcut bushing and tighten the four bolts evenly. If the bushing does not
come out when bolts are tight, strike center of tool with hammer.
SERVICE MANUAL
L-1350 PIN & BUSHING INSTALL PROC...CONT'D 1_2

VIEW C
A. SPHERICAL BUSHING INSTALLATION – LEVEL LINK TO BUCKET
bushing.
B. PIN INSTALLATION
centerline must be aligned with the bearing (item 3) centerline. Install the two sawcut
bushings into the bores at each end of the pin. Do not lubricate the bushings or the
bore. Install the retaining washers (item 7) and the through bolt. Lubricate with 30W
engine oil only and torque the nut to 2300 ft.-lbs. while maintaining the pin in the
centered position. It is imperative that items 3 and 9 remain centered to each other.
C. PIN REMOVAL
pressure.
3. Loosen sawcut bushing by striking end of pins. Do not strike end of pin directly, but
use a drift. If the bushings have seized in the bore, bolt the bushing removal tool to
SERVICE MANUAL

VIEW D
A. SPHERICAL BUSHING INSTALLATION – LEVEL LINK TO BELL CRANK
bushing.
3. The outer face of the bushing is split and this split line is to be located 90° to the
check to see that the center of the ball rotates freely. If the center does not rotate
freely, check that both halves of the outer face are pressed against the retainer. If
the ball bushing cannot be made to rotate freely, it must be pressed out and the
bushing O.D. and bore I.D. checked for correct size.
SERVICE MANUAL
B. PIN INSTALLATION
1. Coat both sides of the ball outer face with grease [this grease will help hold the
washer (item 6) in place while forcing the cylinder link into place]. Align the ball
bushing with bore as close as possible and install pin. The pin (item 9) centerline
must be aligned with the bearing (item 8) centerline. Install sawcut bushings into the
bores at each end of the pin. Do not lubricate the bushings or the bore. Install the
retaining washers (item 7) and through bolt. Lubricate with 30W engine oil only and
torque the nut (item 5) to 2300 ft.-lbs. while maintaining the pin in the centered
position.
C. PIN REMOVAL
pressure.
2. Remove the nut, through bolt, and washers.
use a drift. If the bushing has seized in the bore, bolt-bushing removal tool to
when bolts are tight, strike center of tool with a hammer.
VIEW E
A. BUSHING AND SEAL INSTALLATION IN LIFT ARM
1. The bushing to lift arm bore is a press fit from .002 to .004 tight and can be pressed
in without cooling. The beveled end of the bushing goes toward the center with the
bushing spacer between the two bushings. The thrust bushing lip goes to the
outside. The seal is also pressed in, but first coat the metal seal cup with
Loctite RC635. The seal lip goes to the outside.
B. BUCKET PIVOT ASSEMBLY AND SHIMMING
1. Position bucket to lift arm so that lift arm centerline and bucket boss centerline are
in line and so that gaps are about the same on each side of the lift arm bosses
(placement of shims will improve gaps later).
2. Slide both pins into position (grease pins before installing).
3. Improve centering of pins in bosses if required.
4. Install sleeves into bucket bosses. Use capture plate and two 3/4” UNC all-thread
rods about 6 in. long with two 3/4” UNC nuts to press sleeves into place.
5. Back nuts off on capture plate and screw three bolts in puller plate mounted on
sleeve. Use capture plate to press sleeves in until they bottom against thrust
washer in lift arm bore (this must be done on four sleeves).
6. Look at gaps between lift arm boss and bucket ears. Determine what side has the
smaller gap and start shimming from that side.
7. Start on side with smaller gap and install shims in shim space to completely fill
space. Last shim should extend past face of bolt ring.
8. Install capture plate and tighten bolts.
9. On the other end of pin install shims just short of filling shim space.
11. Repeat Steps "7"-"11" for other arm.
SERVICE MANUAL

12. Grease system until grease comes through capture plate.
C. BUCKET REMOVAL
1. Remove one of the capture plates. Screw three bolts into sleeve puller plate and
jack sleeves out.
2. Remove the capture plate and screw three bolts into sleeve puller plate and jack
sleeve out. If pin moves rather than the sleeve, put capture plate on the other side
to keep pin from coming out while jacking the sleeve out.
3. With both sleeves removed, the pin should come out by hand.
4. Repeat Steps 1-3 for the other side.
SERVICE MANUAL

VIEW F
When working with liquid nitrogen, wear protective clothing, leather gloves,
boots, apron and safety glasses.
A. SLEEVE TO ARM INSTALLATION
1. The sleeve is a press fit into the lift arm bore and must be checked for proper fit.
Check sleeve O.D. and bore I.D. to assure a press fit with 0.007” (0.178 mm)
minimum and 0.009” (0.229 mm) maximum tight fit. Verify the grease hole in the lift
arm will line up with grease groove in sleeve O.D.
2. The sleeve will be submerged in liquid nitrogen (3 to 5 minutes) or surrounded by
nitrogen pellets or nitrogen snow (30 to 40 minutes) to shrink the sleeve so that it
slides into the bore of the lift arm.
3. It is recommended that a tool be made to handle the sleeve during installation. This
should consist of two disks and a length of all-thread rod. Each disk is machined to
fit into the ends of the sleeve bore. One central hole for the all-thread and two
additional openings to allow the coolant to enter the cavity.
4. When the sleeve has cooled, quickly locate it in the bore to the lift arm. Position the
sleeve centrally in the lift arm bore, having an equal amount of the sleeve protruding
from each side.
Check the grease hole in the lift arm lines up with the grease groove in the
sleeve. Adjust position of sleeve to ensure grease hole alignment.
5. When the sleeve has warmed to ambient temperature, measure the overall length of
the sleeve in four locations and average to get a single dimension. This is
“Dimension A”.
SERVICE MANUAL
6. Add the desired endfloat of 0.060” to 0.0100” (1.524 mm to 2.540 mm) to Dimension
A, giving “Dimension B”.
Example: If Dimension A is 7.750” (196.85 mm), plus a desired endfloat of
0.080” (2.032 mm) equals a Dimension B of 7.830” (198.882 mm).
SERVICE MANUAL
SERVICE MANUAL

B. BUSHING TO BELLCRANK INSTALLATION
1. The bushing to bellcrank is a press fit form 0.002” (0.051 mm) loose to 0.002” (0.051
mm) tight and can be pressed without cooling. Check the bushings are installed
with the grease groove to the outside. Coat the outside of the bushing and the bore
of the bellcrank with Loctite RC635 immediately before installation.
The Loctite RC635 will remain fluid for approximately 30 minutes. The following
procedure (Steps “2” to “7”) must be completed within this time.
2. Press both bushings into the bellcrank so they are flush with the inside surface of
the bellcrank.
3. Measure the distance between the two bushings in four locations and average to get
a single dimension. This is “Dimension C”.
4. Calculate the bushing protrusion for each side as follows: Dimension C minus
Dimension B, divided by 2. This is “Dimension D”.
Example: If Dimension C is 7.990” (202.946 mm) and Dimension B is
7.830” (198.882 mm), then 7.990” minus 7.830 equals 0.160”, divided 2 equals
0.080” (202.946 mm – 198.882 mm = 4.064 mm, divided by 2 = 2.031 mm) bushing
protrusion each side.
SERVICE MANUAL

5. Position the pin cover plates on each side of the bellcrank pivot bore and install two
bolts in each cover, tighten to finger tight only – Do no allow bush to move in bore.
(Recheck Dimension C if bushing movement occurs.)
6. Measure gap between pin covet plate and the bellcrank at four points and average
to get one dimension. Subtract Dimension D from this gap and shim to pin cover
plate, then tighten all bolts to push the bushing into its correct position with the
bellcrank.
Example: If the gap between the bellcrank and the pin cover plate is 0.120” (3.048
mm), subtract Dimension D 0.080” (2.031 mm), giving 0.040” (1.016 mm) shim
stack.
7. Repeat Steps “5” and “6” for the opposite pin cover plate.
8. Measure Dimension C again to confirm the shim stacks have been correctly set.
Dimension C must now equal Dimension B ± 0.020” (0.508 mm).
C. BELLCRANK TO LIFT ARM INSTALLATION

1. Lift bellcrank to lift structure and install pins. Lubricate pin, sleeve bore and
bushings.
2. Install O-ring on pin cover plate and install both pin cover plates with shim stack as
set above.
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1350 PIN & BUSHING DIMENSIONS 1_2

L-1350 PIN AND BUSHING DIMENSIONS
LEVEL LINK TO BELLCRANK
BELLCRANK STRUCTURE 8.2353± .003 ----- -----
PIN ----- 6.738 ± .005 11.000 ± .005
BALL BUSHING 6.7395 ± .0005 10.4993 ± .0007
LEVEL LINK TO BUCKET STRUCTURE

BUCKET STRUCTURE .6750 ± .001 ----- -----
SAWCUT BUSHING TAPER .6750 ± .002 2.808 ± .005
PIN ----- 6.7378 ±.005 11.000 ± .005
BALL BUSHING 6.7395 ± .0005 10.4993 ± .0007
HOIST CYLINDER TO LIFT ARM STRUCTURE

LIFT ARM STRUCTURE 8.250 ± .001 ----- -----
PIN ----- 6.738 ± .005 11.000 ±.005
BALL BUSHING 6.7395 ± .005 10.4993 ± .0007
BUCKET CYLINDER
BELLCRANK STRUCTURE 6.753 ± .003 ---- -----
PIN ----- 5.995 ± .001 3.250 ± .005
BALL BUSHING 5.9995 ± .0005 8.7494 ± .0006
BELLCRANK PIVOT
BELLCRANK STRUCTURE 8.0007 ± .001 ----- -----
EAR STRUCTURE 8.000 ± .001 ----- -----
BUSHING 7.005 ± .001 8.007 ± .001 5.110 ± .005
SLEEVE 7.0080 ± .0005 8.0060 ± .0005 7.750 ± .005
PIN ----- 6.9990 ± .0005 18.000 ± .005
SERVICE MANUAL
L-1350 PIN & BUSHING DIMENSIONS 1_2

BUCKET PIVOT
BUCKET STRUCTURE 5.750 ± .001 ----- -----
BUSHING BUCKET THRUST 5.009 ± .001 6.374 ± .001 .500 ± .015
BUSHING BUCKET PIVOT 5.009 ± .001 5.751 ± .001 4.50 ± .03
BUSHING SPACER 5.26 5.50 1.125 ± .031
PIN ----- 4.998 ± .001 19.875 ± .030
SLEEVE 5.0035 ± .0005 5.7455 ± .002 5.125 ± .015
SERVICE MANUAL
REFER TO PIN AND BUSHING INSTALLATION

PROCEDURES
LEGEND REPEATED ON SHEETS 1 AND 2 OF THIS FIGURE FOR

EASIER REFERENCE PURPOSES
1. PIN
2. LOCKNUT
3. BUCKET CYLINDER
4. BUSHING
5. RETAINING RING
6. O-RING
7. WASHER
8. BOLT
9. SAWCUT BUSHING
11. PIN
12. SHIM
13. SHIM
14. SHIM
15. OUTSIDE WASHER
16. LOCKNUT
17. BOLT
18. WASHER
19. WASHER
20. HOIST CYLINDER
21. BUSHING
22. RETAINING RING
23. BOLT
24. SAWCUT BUSHING
25. WASHER
26. SHIM
27. SHIM
28. SHIM
29. BOLT
30. LOCKNUT
31. OUTSIDE WASHER
32. PIN
33. BUSHING
34. LEVEL LINK
35. RETAINING RING
36. WASHER
Reserved LOADER
SERVICE MANUAL

37. BOLT
38. OUTSIDE WASHER
39. SAWCUT BUSHING
41. BELLCRANK STRUCTURE
42. PIN
43. WASHER
44. OUTSIDE WASHER
45. SHIM
46. SHIM
47. SHIM
48. LOCKNUT
49. BOLT
50. WASHER
51. BUSHING
52. RETAINING RING
53. BOLT
54. SAWCUT BUSHING
55. BUSHING REMOVAL TOOL
56. BOLT
57. PIN DEPTH TOOL
59. BUCKET PIVOT PIN
60. SHIM
61. SHIM
62. PIN PULLER CAP
63. CAPSCREW
65. BUCKET PIVOT SLEEVE
66. BUCKET THRUST BUSHING
67. SPACER
68. BUCKET PIVOT BUSHING
69. GREASE SEAL
70. RETAINER RING
72. BOLT
73. LOCKWASHER
74. COVER PLATE
75. SHIM
76. PIN
77. O-RING
78. BUSHING
79. EAR STRUCTURE
80. SLEEVE
81. SHIM
Reserved LOADER
SERVICE MANUAL

82. SHIM
83. STOP BLOCK
84. LOCKWASHER
85. BOLT
86. SPACER
87. SHIM
88. SHIM
89. SEAL
90. BALL LINER
91. BALL CAP
92. CAPSCREW
Figure 6. LIFT ARM AND LINKAGE GROUP – L-1850-L-
2350 -
PIN AND BUSHING INSTALLATION (SHEET 1 OF 2)
Reserved LOADER
SERVICE MANUAL
NOTES
3 4 5 6
33 34
2
35
7
32 36
57
8 31 29
30
25
1 37
57
29
38
9
34
27 28
41 26
26 27
28
25 39
40
10
20 21
55
56
34 51
22
19
18
17 57
17 50
18 52
16
23 49
49
15 48 43
57
44
14
13
12 15
46 53
11 47
12 45
24 13
14
44
10
43
45
46
42 47
54
41
TA9276
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
REFER TO L-1350 PIN AND

BUSHING INSTALLATION FOR
MORE DETAILS ON THE MODEL
L-1350.
REFER TO L-1850-L-2350 PIN AND
BUSHING INSTALLATION FOR
MORE DETAILS ON THE MODELS
L-1850 AND L-2350.
LEGEND REPEATED ON SHEETS 1 AND

2 OF THIS FIGURE FOR EASIER
REFERENCE PURPOSES
1. PIN
2. LOCKNUT
3. BUCKET CYLINDER
4. BUSHING
5. RETAINER RING
6. O-RING
7. WASHER
8. BOLT
9. SAWCUT BUSHING
11. PIN
12. SHIM
13. SHIM
14. SHIM
15. OUTSIDE WASHER
16. LOCKNUT
17. BOLT
18. WASHER
19. WASHER
20. HOIST CYLINDER
21. BUSHING
22. RETAINING RING
23. BOLT
Reserved LOADER
SERVICE MANUAL

24. SAWCUT BUSHING
25. WASHER
26. SHIM
27. SHIM
28. SHIM
29. BOLT
30. LOCKNUT
31. OUTSIDE WASHER
32. PIN
33. BUSHING
34. LEVEL LINK
35. RETAINING RING
36. WASHER
37. BOLT
38. OUTSIDE WASHER
39. SAWCUT BUSHING
41. BELLCRANK STRUCTURE
42. PIN
43. WASHER
44. OUTSIDE WASHER
45. SHIM
46. SHIM
47. SHIM
48. LOCKNUT
49. BOLT
50. WASHER
51. BUSHING
52. RETAINING RING
53. BOLT
54. SAWCUT BUSHING
55. BUSHING REMOVAL TOOL
56. BOLT
57. PIN DEPTH TOOL
Reserved LOADER
SERVICE MANUAL

59. BUCKET PIVOT PIN
60. SHIM
61. SHIM
62. PIN PULLER CAP
63. CAPSCREW
65. BUCKET PIVOT SLEEVE
66. BUCKET THRUST BUSHING
67. SPACER
68. BUCKET PIVOT BUSHING
69. GREASE SEAL
70. RETAINING RING
72. BOLT
73. LOCKWASHER
74. COVER PLATE
75. SHIM
76. PIN
77. O-RING
78. BUSHING
79. EAR STRUCTURE
80. SLEEVE
81. SHIM
82. SHIM
83. STOP BLOCK
84. LOCKWASHER
85. BOLT
86. SPACER
87. SHIM
88. SHIM
89. SEAL
90. BALL LINER
91. BALL CAP
92. CAPSCREW
Figure 6. LIFT ARM AND LINKAGE GROUP – L-1850-L-2350 -
PIN AND BUSHING INSTALLATION (SHEET 2 OF 2)
Reserved LOADER
SERVICE MANUAL
NOTES
Training only! Always use your machine original documentation! 58
10 TA9281
86
59
87
60 61 88
90
89 34
62
91
63
92
41
64
71 70
68 67 66
69 65
10
81 82 83 84 85
41
72
73
74
75
76
77
78
79 80
TA9281
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
L-1850/L-2350 PIN & BUSHING INSTALLATION PROCEDURE 1_2

L-1850-L-2350 PIN AND BUSHING INSTALLATION PROCEDURE
VIEW A
A. SPHERICAL BUSHING INSTALLATION – BUCKET CYLINDER
bushing.
B. PIN INSTALLATION
1. Coat both sides of the ball bushing outer face with grease (this grease will help hold
the O-ring in place while forcing the cylinder or link into place). The O-rings will catch
on the inside of the bores as they pass by, so they must be forced back into place
with a long screwdriver. Align the ball bushing with the bore as close as possible and
install the pin. Install the two sawcut bushings into the bores at each end of the pin.
Install the through bolt and retaining washers. Lubricate and torque nut to 2300 ft.-
lbs.
C. PIN REMOVAL
pressure.
SERVICE MANUAL
L-1850/L-2350 PIN & BUSHING INSTALLATION PROCEDURE 1_2

VIEW B
A. SPHERICAL BUSHING INSTALLATION – HOIST CYLINDER TO LIFT ARM
STRUCTURE
bushing.
B. PIN INSTALLATION
bore. Install the retaining washers (item 6) and the through bolt. Take measurements
with the measurement rod (see example) to ensure that the pin is centered
lengthwise in the bore.
Lubricate with 30W engine oil only and torque the nut to 2300 ft.-lbs. while
maintaining the pin in the centered position. It is imperative that items 8 and 3
remain centered to each other.
SERVICE MANUAL
L-1850/L-2350 PIN & BUSHING INSTALL PROC...CONT'D 1_2

C. PIN REMOVAL
pressure.
VIEW C
A. SPHERICAL BUSHING INSTALLATION – LEVEL LINK TO BUCKET
bushing.
B. PIN INSTALLATION
bore. Install the retaining washers (item 7) and the through bolt. Lubricate with 30W
engine oil only and torque the nut to 2300 ft.-lbs. while maintaining the pin in the
centered position. It is imperative that items 3 and 9 remain centered to each other.
C. PIN REMOVAL
pressure.
SERVICE MANUAL

VIEW D
A. SPHERICAL BUSHING INSTALLATION – LEVEL LINK TO BELL CRANK
bushing.
3. The outer face of the bushing is split and this split line is to be located 90° to the
check to see that the center of the ball rotates freely. If the center does not rotate
freely, check that both halves of the outer face are pressed against the retainer. If
the ball bushing cannot be made to rotate freely, it must be pressed out and the
bushing O.D. and bore I.D. checked for correct size.
SERVICE MANUAL

B. PIN INSTALLATION
1. Coat both sides of the ball outer face with grease [this grease will help hold the
washer (item 6) in place while forcing the cylinder link into place]. Align the ball
bushing with bore as close as possible and install pin. The pin (item 9) centerline
must be aligned with the bearing (item 8) centerline. Install sawcut bushings into the
bores at each end of the pin. Do not lubricate the bushings or the bore. Install the
retaining washers (item 7) and through bolt. Lubricate with 30W engine oil only and
torque the nut (item 5) to 2300 ft.-lbs. while maintaining the pin in the centered
position.
C. PIN REMOVAL
pressure.
2. Remove the nut, through bolt, and washers.
use a drift. If the bushing has seized in the bore, bolt-bushing removal tool to
when bolts are tight, strike center of tool with a hammer.
VIEW E
A. BUSHING AND SEAL INSTALLATION IN LIFT ARM
1. The bushing to lift arm bore is a press fit from .002 to .004 tight and can be pressed
in without cooling. The beveled end of the bushing goes toward the center with the
bushing spacer between the two bushings. The thrust bushing lip goes to the
outside. The seal is also pressed in, but first coat the metal seal cup with
Loctite RC635. The seal lip goes to the outside.
B. BUCKET PIVOT ASSEMBLY AND SHIMMING

1. Position bucket to lift arm so that lift arm centerline and bucket boss centerline are
in line and so that gaps are about the same on each side of the lift arm bosses
(placement of shims will improve gaps later).
2. Slide both pins into position (grease pins before installing).
3. Improve centering of pins in bosses if required.
4. Install sleeves into bucket bosses. Use capture plate and two 3/4” UNC all-thread
rods about 6 in. long with two 3/4” UNC nuts to press sleeves into place.
5. Back nuts off on capture plate and screw three bolts in puller plate mounted on
sleeve. Use capture plate to press sleeves in until they bottom against thrust
washer in lift arm bore (this must be done on four sleeves).
6. Look at gaps between lift arm boss and bucket ears. Determine what side has the
smaller gap and start shimming from that side.
7. Start on side with smaller gap and install shims in shim space to completely fill
space. Last shim should extend past face of bolt ring.
9. On the other end of pin install shims just short of filling shim space.
11. Repeat Steps 7-11 for other arm.
SERVICE MANUAL

12. Grease system until grease comes through capture plate.
C. BUCKET REMOVAL
1. Remove one of the capture plates. Screw three bolts into sleeve puller plate and
jack sleeves out.
2. Remove the capture plate and screw three bolts into sleeve puller plate and jack
sleeve out. If pin moves rather than the sleeve, put capture plate on the other side to
keep pin from coming out while jacking the sleeve out.
3. With both sleeves removed, the pin should come out by hand.
4. Repeat Steps “1” through “3” for the other side.
SERVICE MANUAL

VIEW F
When working with liquid nitrogen, wear protective clothing, leather gloves,
boots, apron and safety glasses.
A. SLEEVE TO ARM INSTALLATION

1. The sleeve is a press fit into the lift arm bore and must be checked for proper fit.
Check sleeve O.D. and bore I.D. to assure a press fit with .007 min. and .009 max.
tight fit.
2. The sleeve must be submerged in liquid nitrogen to shrink sleeve so that it slides
into bore of lift arm.
3. It is recommended that a tool be made to support the sleeve when handling and
installing it. A typical tool is made of two discs held in the sleeve with an all-thread
rod. The disc is stepped to fit down into the sleeve and has three holes drilled in it,
one in the center for the all-thread rod.
4. The sleeve must be installed immediately into the bore and centered from side to
side as soon as it is removed from the liquid nitrogen.
B. BUSHING TO BELLCRANK INSTALLATION

1. The bushing to bellcrank is a press fit from .002 loose to .002 tight and can be
pressed in without cooling. Coat the outside of bushing and the bore in the bellcrank
with Loctite RC635.
2. Press both bushings in so that they are flush with the inside of the bellcrank side
plates. The bushing will be moved farther when the pin cover plates are bolted to the
bellcrank pin bosses. This must be done within 30 minutes after the bushings are
installed and before the Loctite sets up.
C. BELLCRANK TO LIFT ARM INSTALLATION

1. Lift bellcrank to lift arm structure and install pins. Install O-ring over end of brass
bushing and bolt cover plates onto both pin bosses.
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1850/L-2350 PIN & BUSHING DIMENSIONS 1_2

L-1850-L-2350 PIN AND BUSHING DIMENSIONS
LEVEL LINK TO BELLCRANK
BELLCRANK STRUCTURE 6.753± .003 ----- -----
PIN ----- 6.738 ± .0005 11.000 ± .005
BALL BUSHING 6.7395 ± .0005 10.4993 ± .0007
LEVEL LINK TO BUCKET STRUCTURE

BUCKET STRUCTURE .6750 ± .001 ----- -----
SAWCUT BUSHING TAPER .6750 ± .002 2.808 ± .005
PIN ----- 6.7378 ± .005 11.000 ± .005
BALL BUSHING 6.7395 ± .0005 10.4993 ± .0007
HOIST CYLINDER TO LIFT ARM STRUCTURE

PIN ----- 8.49745 ± .00055 11.000 ±.005
BALL BUSHING 8.4994 ± .0006 12.7492 ± .0008
BUCKET CYLINDER
BELLCRANK STRUCTURE 6.753 ± .003 ---- -----
PIN ----- 5.995 ± .001 3.250 ± .005
BALL BUSHING 5.9995 ± .0005 8.7494 ± .0006
BELLCRANK PIVOT
BELLCRANK STRUCTURE 8.007 ± .001 ----- -----
EAR STRUCTURE 8.000 ± .001 ----- -----
BUSHING 7.005 ± .001 8.007 ± .001 5.110 ± .005
SLEEVE 7.0080 ± .0005 8.0060 ± .0005 7.750 ± .005
PIN ----- 6.9990 ± .0005 18.000 ± .005
SERVICE MANUAL
L-1850/L-2350 PIN & BUSHING DIMENSIONS 1_2

BUCKET PIVOT
BUCKET STRUCTURE 5.750 ± .001 ----- -----
BUSHING BUCKET THRUST 5.009 ± .001 6.374 ± .001 .500 ± .015
BUSHING BUCKET PIVOT 5.009 ± .001 5.751 ± .001 4.50 ± .03
BUSHING SPACER 5.26 5.50 1.125 ± .031
PIN ----- 4.998 ± .001 19.875 ± .030
SLEEVE 5.0035 ± .0005 5.7455 ± .002 5.125 ± .015
SERVICE MANUAL
FIGURE 7 1_2
Figure 7. BUCKET PIVOT BORE DIMENSIONS – L-1350-L-1850-L-2350
SERVICE MANUAL
FIGURES 8 & 9 1_2
Figure 8. BUCKET CYLINDER MOUNT PIN BORE DIMENSIONS – L-1350
Figure 9. BUCKET CYLINDER MOUNT PIN BORE DIMENSIONS – L-1850-L-2350
SERVICE MANUAL
FIGURE 10 1_2
SERVICE MANUAL
FIGURE 11 1_2
SERVICE MANUAL
FIGURE 12 1_2
SERVICE MANUAL
NOTES
SERVICE MANUAL
FIGURE 13 1_2
Figure 13. STANDARD LIFT ARM PIN BORE DIMENSION – L-1350
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all relevant data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read and understood all associated information before
performing any work on the machine. It is the responsibility of the mechanic, repairman or inspector to understand all instructions for the specific work being performed.
SERVICE MANUAL
FIGURE 14 1_2
Figure 14. STANDARD LIFT ARM PIN BORE DIMENSION- L-1850
SERVICE MANUAL
FIGURE 15 1_2
Figure 15. HIGH LIFT ARM PIN BORE DIMENSIONS – L-1850
SERVICE MANUAL
FIGURE 16 1_2
Figure 16. STANDARD LIFT ARM PIN BORE DIMENSION – L-2350
SERVICE MANUAL
FIGURE 17 1_2

TA10159-8
TA10159-8
SERVICE MANUAL
FIGURE 18 1_2
Figure 18. STANDARD AND HIGH LIFT LEVEL LINK PIN BORE DIMENSIONS – L-1850
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
FIGURE 19 1_2

TA10488-8
TA10488-8
SERVICE MANUAL
BELLCRANK & BUCKET ROLLBACK STOP BLOCKS INSTALLATION & FIGURE 19.1 1_2

BELLCRANK AND BUCKET ROLLBACK STOP BLOCKS
BELLCRANK STOP BLOCKS REPLACEMENT PROCEDURE
Follow the procedure below for correct bellcrank stop replacement.
a. Install stop blocks with a standard shim pack as indicated in the PARTS CATALOG
(typically 3/8”).
b. Adjust maximum height detent to the following dimension from full hoist cylinder
extension.
L-1350-L-1850-L-2350 = 2” ± 1” (Begin with 2” as adjustment may be required later in
this procedure.)
c. Raise the lift arms until detent is reached.
d. Slowly dump the bucket while observing the stop blocks on both sides until contact is
made on either side. Do not force the bucket down after contact is made.
e. Shim the bellcrank stops so that the bellcrank on each side on the machine
contacts the stop blocks simultaneously. It is preferred that shims be added to the
lowest side as this prevents the bellcrank from entering an over-center condition.
f. Lower the bucket to the ground and install shims determined necessary in Step “e”.
g. Raise the lift arms until detent is reached.
h. Dump the bucket.
i. Lower the bucket to the ground and note the position of the bucket in relation to the
ground. The bucket should be level or in a slight tooth down position. If the bucket is not
in the desired position, the maximum height detent can be adjusted to correct the bucket
position.
A small change in the hoist cylinder extension (height detent) will make a
large change in bucket position when lowered to the ground.
j. To lower the tooth position, increase the dimension from full hoist cylinder extension
(lower the maximum height detent). Do not exceed the maximum specification indicated
in Step “b”.
k. To raise the tooth position, decrease the dimension from full hoist cylinder extension
(raise the maximum height detent). Do not exceed the minimum specification indicated in
Step “b”.
l. If the bucket cannot be adjusted to the desired position by changing the hoist detent, the
bellcrank stop shim packs can be increased or decreased to obtain the desired position.
1. Increasing the number of shims under the bellcrank stops will result in a tooth up
position.
2. Decreasing the number of shims under the bellcrank will result in a tooth down
position.
SERVICE MANUAL
BELLCRANK & BUCKET ROLLBACK STOP BLOCKS INSTALLATION & FIGURE 19.1 1_2

BUCKET ROLLBACK STOP BLOCKS REPLACEMENT PROCEDURE
Incorrect installation of the bucket rollback stop blocks could place excessive stress on the
bucket cylinder rod structure, rod piston and bucket cylinder head stuffing box, which could
cause serious damage. If the bucket rollback stops do not contact the lift arms simultaneously
with full pad contact damage to the lift arms could also occur.
a. Remove the bucket rollback stop blocks and shims.

b. Hoist the lift arms until the bucket/lift arms are above ground level to the applicable
height listed in Table "Bucket Stop Setting Position". Refer to illustration “BELL
CRANK AND BUCKET ROLLBACK STOP BLOCKS INSTALLATION”.
c. Access the LINCS™ maintenance menu and bypass the bucket/motion limits. This
requires service technician level access.
Do not roll bucket back with limits bypassed and stops removed at lower levels or
damage to transducer may occur.
d. SLOWLY roll the bucket back until it stops. The bucket cylinders are fully extended
at this time. DO NOT force the bucket back after contact is made. The bellcrank
linear transducer may be damaged if the bucket is rolled all the way back, lift arms
down and the stops are not in place.
e. Use a permanent marker to place a mark on one of the cylinder rods that is 1” (25.4
mm) from the rod wiper.
f. SLOWLY move the bucket toward the dump position to retract the cylinder until the
mark is flush with the rod wiper 1” (25.4 mm) retracted.
g. Install the stop blocks, with necessary shims, to achieve full contact of both stop
block pads with the lift arms on both sides. The bucket stop pads must make
simultaneous full pad contact with the lift arms EVENLY on both sides.
h. Reset bucket/motion limits.
REFER TO ILLUSTRATION ON PAGE 011A059 (p1)
BUCKET STOP SETTING POSITION TABLE
L-1350 (52-80-57) Tires Std.: 40.500” High: 48”
L-1850 (58/85-57) Tires Std.: 39.250” High: 46.250”
L-2350 (70/70-57) Tires Std.: 44.625"
Figure 19.1. BUCKET ROLLBACK STOP BLOCKS INSTALLATION
TA1
SEE TABLE
ON PAGE 011A059 (d)
FOR "SEE TABLE BELOW" SHOWN ON ILLUSTRATION REFER TO PAGE 011A059 (d)
BUCKET ROLLBACK STOP BLOCKS
SERVICE MANUAL
FIGURE 20 1_2

1. SHIM
2. SHIM
3. STOP BLOCK
4. LOCKWASHER
5. CAPSCREW
Figure 20. BUCKET ROLLBACK AND
BELLCRANK STOP BLOCK
INSPECTION
1 2 3 4 5
TA-9346
SERVICE MANUAL
NOTES
SERVICE MANUAL
REAR FRAME STRUCTURE DISASSEMBLY & ASSEMBLY PROCEDURES 1_2

REAR FRAME STRUCTURE DISASSEMBLY AND ASSEMBLY
PROCEDURES
The electrical control compartment, which contains the major electrical and electronic
components, is mounted on the rear frame.
• The operator’s cab is mounted on the rear frame.
• The fuel tank and power unit (engine and generator) are mounted in the rear frame.
• The engine air cleaner, cooling air system, battery compartment, and oscillating axle
structure are also mounted on the rear frame.
Refer to L-1350 rear frame assembly.
It is essential to perform periodic inspections of the ball cap and bearing assemblies. Refer to
BALL JOINT MAINTENANCE AND INSPECTION PROCEDURES.
DISASSEMBLY OF REAR FRAME COMPONENTS PRECEDING REMOVAL FROM FRONT
FRAME
The extent of disassembly or removal of components mounted on the front and rear frames will
be dictated by maintenance and repairs to be accomplished.
a. Prepare an area with sufficient blocking to support the rear frame and ascertain that the
route to the receiving area is unobstructed and clear of personnel.
b. Move frame lock to the locked position.
c. Block up under the front frame to support it during and after removal of the rear frame.
Refer to LOADER JACKING INSTRUCTIONS for recommended jack stands.
d. Disconnect the battery leads.
e. Remove Roll Over Protective Structure (ROPS) and Falling Object Protective Structure
(FOPS) (ROLLOVER PROTECTIVE STRUCTURE AND FALLING OBJECT
PROTECTIVE STRUCTURE ASSEMBLY).
f. Remove the cab. (CAB ASSEMBLY)
g. Disconnect all electrical connections to the front frame.
h. Release air pressure from hydraulic tank with the manual air release valve, located on
top of the hydraulic tank.
i. Disconnect all hydraulic or air lines that are interconnected between the front and rear
mainframe structures.
Some residual hydraulic fluid will drain from the hydraulic lines when
disconnected, particularly those lines that are not equipped with a quick
disconnected valve. A container should be provided to catch this fluid.
j. Protect all exposed hydraulic ports or lines with plastic caps, plugs, or tape.
If it is necessary to disconnect air conditioning lines, use extreme care as

all air conditioning lines contain freon gas under high pressure.
SERVICE MANUAL
REAR FRAME STRUCTURE DISASSEMBLY & ASSEMBLY PROCEDURES 1_2

k. Disconnect any air conditioning lines that are necessary.
l. Disconnect the steering cylinders from the front frame.
m. Disconnect all lubrication lines interconnected between the automatic and manual
lubrication manifold and the rear frame.
REMOVAL OF REAR FRAME FROM FRONT FRAME
a. Attach a hoisting device with sufficient capacity to the rear frame and operate the
hoisting device only enough to remove the slack from the hoisting chains or cables.
b. Remove the capscrews, cap, shim and bearing from the upper ball pivot.
c. Remove the capscrews, cap, shim and bearing from the lower ball pivot.
d. The necessity for disconnecting air conditioning lines will be determined by the type of
air conditioning installed.
Ensure that the hoisting equipment is manned by a qualified operator.
Make a final check to see that no connections between the front and rear
frames have been overlooked and that no lines are entangled between the
two frames or their components.
e. Block the oscillating axle between the axle housing and the rear frame to ensure rigidity
during hoisting and transport.
f. Move frame lock to the unlocked position.
g. Move the rear frame slowly backward enough to clear the upper and lower pivot
connecting points.
h. Move the rear frame to the receiving area and ensure that it is securely supported.
SERVICE MANUAL
REAR FRAME STR DISASSY & ASSY PROC...CONT'D 1_2

ASSEMBLY OF REAR FRAME TO FRONT FRAME AND BALL CAP SHlMMING
PROCEDURE
a. Support the rear frame on the ground in upright position.
Inspect the ball bases and sockets to make sure they are free of debris or
damage that might impair accurate assembly.
b. Refer to GENERAL DISASSEMBLY AND ASSEMBLY INSTRUCTIONS FOR BALL

JOINTS before beginning assembly procedures of the ball caps.
c. Lightly coat the spherical surfaces of the ball cap and sockets with multi-purpose
grease. Place a ball liner (half) into each ball cap and socket positioned to receive the
balls. Check that the grease holes in the liner align with the grease holes in the ball cap
and the socket.
d. Place the 1/4” spacer, one .018” shim, at least two .007” shims and one .030” shim onto
the clamping face of the ball caps and hold them in place by inserting two capscrews
through the cap. Install the grease seals (halves) in the ball caps and the sockets.
e. Hoist the front frame and insert the balls on the front frame into the sockets on the rear
frame, being careful not to damage the balls, liners or sockets.
f. Hoist the ball caps to the ball bases, being careful not to damage the liners or seals.
Install the capscrews and torque to 1900 ft. lbs., lubricated. Use the torquing sequence
in TORQUE INSPECTION OF BALL CAP CAPSCREWS as a guide. Repeat the torque
sequence to ensure the torque remains constant.
g. To check the steering pivot ball cap shim tolerance, mount a dial indicator to the front
frame structure so the indicator arm contacts the ball cap.
h. Using a floor jack under the front axle, lift the front axle until the rear frame starts to
raise. Zero the dial indicator.
i. Lower the front axle until most of the weight of the front frame is held by the rear frame
pivots. Read and record the dial indicator reading.
j. Repeat Steps “g”, “h” and “i” for the other ball cap (or use two dial indicators, one for
each ball cap in these steps).
k. The tolerance for the steering pivot ball cap is .010” to .018”. If the dial indicator reading
is less than .010”, shims must be added. If the dial indicator reading is greater
than .018”, shims must be removed.
EXAMPLE: Dial indicator reading is .002”. The ball cap is too tight, so
shims must be added. Add one .007” shim to achieve a dial indicator
reading of .009”, which is within this tolerance. (It is recommended that the
shim be measured with a micrometer to ensure the proper shims are used).
l. After shims have been added or removed, check the ball caps again, following Steps
“g”, “h” and “i”.
m. Connect grease lines to ball caps. Lubricate both ball caps and sockets, allowing
grease to slightly pass by the seal.
n. Move frame lock to locked position.
SERVICE MANUAL
REAR FRAME STR DISASSY & ASSY PROC...CONT'D 1_2

o. Reverse removal procedures and complete connection of front and rear main frames.
p. Install any components that were removed.
q. Service all systems that were drained or otherwise depleted of fluids, gases, lubricants,
etc., necessary for normal operation of the machine. Refer to LUBRICATION AND
SERVICE.
r. When installation, Iubrication and preoperational checks are complete, remove the
frame lock and check all components for correction function and travel limits.
s. It is suggested that the steering pivot ball caps bolt torque be checked after the first 250
hours of operation and at intervals of 500 hours thereafter.
t. Make a visual inspection of the ball and sockets for visually detectable movement every
500 hours. Use a dial indicator to check for worn ball liners every 2000 hours or six
months of operation. Follow Steps “g”, “h” and “i” to obtain a dial indicator reading. If the
reading is more than .045”, the liners should be replaced.
SERVICE MANUAL
FIGURE 21 1_2

1. FRAME STRUCTURE
2. ROLL BAR STRUCTURE
3. ROLL BAR PIN KIT
4. TORQUE NUT
5. PLATE STRUCTURE
6. ROLL BAR PIN
7. BOLT
8. SHIM
9. SHIM
10. SHIM
11. SPACER
12. BALL CAP
13. BALL LINER
14. BALL SEAL
15. BALL BASE
16. CAPSCREW
17. BOLT
18. LOCKWASHER
19. STOP BLOCK
20. SHIM
21. SHIM
22. PIN STRUCTURE
23. RETAINER PIN
24. LOCKWASHER
25. BOLT
26. PIN STRUCTURE
27. SAFETY LINK
28. BOLT
29. LOCKWASHER
30. CAP
31. HOSE ASSEMBLY
32. ELBOW
33. BOLT
34. FLATWASHER
35. BUSHING
36. SLEEVE RETAINER
37. O-RING
38. RETAINER RING
39. O-RING
40. RETAINING RING
41. BUSHING
42. PLATE
43. LOCKNUT
44. FLATWASHER
45. FLATWASHER
46. LOCKWASHER
47. BOLT
2
1
4
3 5
8
9
10
11
12
31
13 28
32
33
29
14 34
30
15 35
39
36
40 37
14
38
13 26 41
23 37
25 40
27 36
24 39
35
44
8
9 22 45
10 21
11 46 42
20
12 47
16 18 19 43
17
TA10059-6
SERVICE MANUAL
FIGURE 22 1_2

2. LIMIT SWITCH MOUNT PLATE
3. SWITCH MOUNT BAR
4. LIMIT SWITCH ACTUATOR
5. LIMIT SWITCH
6. LOCKWASHER
7. SCREW
8. LOCKWASHER
9. BOLT
11. ROLL BAR PIN KIT
12. BOLT
13. CAPTURE PLATE STRUCTURE
14. ROLL BAR PIN
15. TORQUE NUT
16. SHIM
17. SHIM
18. SHIM
19. SPACER
20. BALL CAP
21. BALL LINER
22. BALL SEAL
23. BALL BASE
24. CAPSCREW
25. BOLT
26. LOCKWASHER
27. STOP BLOCK
28. SHIM
29. SHIM
30. PIN STRUCTURE
31. PIN RETAINER STRUCTURE
32. LOCKWASHER
33. BOLT
34. SAFETY LINK PIN STRUCTURE
35. SAFETY LINK
36. BOLT
37. LOCKWASHER
38. PIN LUG CAP
39. HOSE ASSEMBLY
40. ELBOW
41. BOLT
42. FLATWASHER
43. SAWCUT BUSHING
44. SEAL RETAINER SLEEVE
SERVICE MANUAL
FIGURE 22 1_2

45. O-RING
46. PIN
47. O-RING
48. RETAINING RING
49. SELF-ALIGNING BUSHING.
50. CAPTURE PLATE
51. LOCKNUT
52. FLATWASHER
53. FLATWASHER
54. LOCKWASHER
55. BOLT
10 documentation!
5
6 3
12
13 2
11 7
1
8
14
9
15
16
17
18
19
20
21
39
36
40
22 41
37
23 42
38
43
22 47
44
48 45
21 34
31 46
33 49
35 45
32 48
44
47
16 43
17 29
30 52
18
19 28 53
20 26 27
54 50
24
25 55
51
TA8569
SERVICE MANUAL
FIGURE 23 1_2

1. FRAME STRUCTURE
3. PIN GUARD
4. TORQUE NUT
5. PLATE STRUCTURE
6. PIN
7. BOLT
8. SHIM
9. SHIM
10. SHIM
11. SPACER
12. BALL CAP
13. BALL LINER
14. BALL SEAL
15. BALL BASE
16. CAPSCREW
17. BOLT
18. LOCKWASHER
19. STOP BLOCK
20. SHIM
21. SHIM
22. PIN STRUCTURE
23. PIN RETAINER
24. LOCKWASHER
25. BOLT
26. PIN STRUCTURE
27. SAFETY LINK
28. BOLT
29. LOCKWASHER
30. CAP
31. HOSE
32. ELBOW
33. BOLT
34. FLATWASHER
35. SAWCUT BUSHING
36. SLEEVE RETAINER
37. O-RING
38. PIN
39. O-RING
40. PIN
41. BUSHING 45. FLATWASHER
42. CAPTURE PLATE 46. LOCKWASHER
43. LOCKNUT 47. BOLT
44. FLATWASHER 48. SHIM
2
1
4
3 5
8
9
10
11
12
31
13 28
32
33
29
14 34
30
15 35
39
36
40 37
14
38
13 41
26
23 37
25 40
27 36
24 39
35
48 44
8
9 22 45
21
10
11 46 42
20
12 47
16 18 19 43
17
TA10562-6
SERVICE MANUAL
NOTES
SERVICE MANUAL
OSCILLATING AXLE ASSEMBLY 1_2

OSCILLATING AXLE ASSEMBLY
The oscillating axle is connected to the rear frame structure by use of two ball socket
assemblies. Both ball base assemblies are welded to the axle structure. Ball liners are
mounted within each ball socket and ball cap and allows the oscillating axle to adjust to ground
irregularities ensuring equal traction on each wheel. The rear frame is connected to the front
frame by two ball pivots. This provides an articulating frame with easier maneuverability and a
shorter turning radius. Refer to L-1350, L-1850 and L-2350 for the applicable Oscillating Axle
Assembly.
REMOVAL OF AXLE FROM VEHICLE
Refer to WARNINGS AND CAUTIONS and to LOADER JACKING

INSTRUCTIONS before beginning removal procedures.
a. Move frame lock to locked position.

b. Jack up the machine and remove the rear wheels. Refer to TIRE REMOVAL AND
INSTALLATION for wheel and tire removal instructions.
c. Disconnect and tape (-) negative battery cables.
d. Disconnect and tag all electrical leads to the oscillating axle and remove the leads from
the axle assembly.
e. Disconnect all lubricating hose assemblies and air brake lines from the axle assembly.
Protect all hose and brake line open ends from damage and contamination.
f. Place heavy timbers beneath the axle structure onto which the axle may be lowered.
g. Remove the traction motors and drivers. Refer to REMOVAL OF TRACTION MOTOR
AND DRIVER ASSEMBLY for removal instructions.
h. Lower the machine onto jack stands previously prepared under the axle.
i. Remove the ball cap capscrews from each ball-socket assembly. Remove the ball cap
and ball cap spacers from each ball base.
j. Attach a suitable hoist with sling to the rear of the main frame. Raise the rear of the
mainframe clear of the ball bases.
k. Install heavy jack stands under the mainframe and lower the main frame onto it.
l. Remove the axle from under the mainframe and place in a safe work area.
m. Remove the ball liners from each of the balls and place in a safe, clean area. Protect
the seals and O-rings.
n. Remove the ball base liner from each ball base and place in a safe area. Protect the O-
rings and seals.
SERVICE MANUAL
OSCILLATING AXLE ASSEMBLY 1_2

INSTALLATION
a. Refer to BALL BASE/SOCKET/CAP SPECIFICATIONS for specific instructions and shim
clearance that must be followed to mount the ball caps to the ball sockets that are
welded to the mainframe.
b. Reverse removal procedure above and complete the installation of the oscillating axle.
REMOVAL, ADJUSTMENT AND INSTALLATION OF BALL BASE LINERS
a. Refer to BALL BASE/SOCKET/CAP SPECIFICATIONS for specific instructions and
clearances that must be followed to mount the ball caps to the ball sockets that are
welded to the mainframe.
SERVICE MANUAL
FIGURE 24 1_2

1. COVER ASSEMBLY
2. BOLT
3. LOCKWASHER
4. FLATWASHER
5. COVER STRUCTURE
6. SEAL
7. SPACER TUBE
8. RETAINER BAR
9. COTTER PIN
10. SEAL
11. BALL LINER
12. SPACER
13. SHIM
14. SHIM
15. SHIM
16. BALL CAP
17. CAPSCREW
18. DOWEL PIN
19. BOLT
20. FLATWASHER
21. LOCKNUT
22. SEAL
24. SEAL
25. CAPSCREW
26. PIPE PLUG
27. AXLE STRUCTURE
1 4
5
6
7
8
10 8
11
12
13
14
15 17
16
18
19
25
23
22
24
21
20
TA10058-6
SERVICE MANUAL
FIGURE 25 1_2

1. COVER ASSEMBLY
2. BOLT
3. LOCKWASHER
4. FLATWASHER
5. COVER STRUCTURE
6. SPONGE SEAL
7. SPACER TUBE
8. RETAINER BAR
9. COTTER PIN
10. BALL SEAL
11. BALL LINER
12. SPACER
13. SHIM
14. SHIM
15. SHIM
16. BALL CAP
17. CAPSCREW
18. ADAPTER
19. CAPSCREW
20. BOLT
21. LOCKNUT
22. SEAL RING
23. AXLE/MOTOR SEAL
24. DOWEL PIN
25. CAPSCREW
26. PIPE PLUG
27. AXLE STRUCTURE
2
3
4
1 5
6
7
4
8 10
12 10
13
14
18
15
17
18
19
24
20
27
26 25
21
2
23
22
TA11014-8
SERVICE MANUAL
FIGURE 26 1_2

1. COVER ASSEMBLY
2. BOLT
3. FLATWASHER
4. COVER STRUCTURE
5. SEAL
6. FLATWASHER
7. COTTER PIN
8. BALL SEAL
9. BALL LINER
10. SPACER
11. SHIM
12. SHIM
13. SHIM
14. BALL CAP
15. CAPSCREW
16. DOWEL PIN
17. BOLT
18. LOCKNUT
19. SEAL RING STRUCTURE
20. AXLE/MOTOR SEAL
21. CAPSCREW
22. PIPE PLUG
23. AXLE STRUCTURE
3
1
4
6
23 8
7
8
10
11
12
13
14
15
16
17
18
21
22
20
19
TA11012-6
SERVICE MANUAL
OPERATOR’S CAB 1_2

OPERATOR’S CAB INSPECTIONS AND REPAIR
Weather protection is provided for the operator in an all-welded steel cab. A full 360° range of
vision is provided from the operator’s station in the cab structure. The glass-enclosed cab is
equipped with a full-length door, fixed windshield and a window that can be used for ventilation
and emergency exit. An electric windshield wiper may be installed on the windshield for use in
inclement weather. Year-round comfort is insured with the thermostatically controlled heater
and air conditioner (optional) mounted in the cab. Refer to operator's CAB ASSEMBLY
illustration.
INSPECTIONS
The operator’s cab and console/seat assemblies should be inspected periodically for the
following items:
a. Glass and weather stripping intact and clean.
Glasses and weather stripping are replaceable items. Window frames may be
purchased for replacement as a complete assembly only. Refer to the PARTS
CATALOG for ordering information.
b. Mounts not cracked or loose.
c. Wiper blades are in good condition and wipers operating properly. The wiper blades
should be replaced annually or more often if required.
d. The operator’s seat/console and seat belt are all in good condition and functioning
properly. Service parts kits are available to repair the air suspension seat (optional).
Refer to the PARTS CATALOG for ordering information.
e. The heater and air conditioning (optional) are functioning properly.
CAB REMOVAL
To avoid serious injury, loss of life or machine damage, refer to WARNINGS

AND CAUTIONS before attempting to remove the operator’s cab.
If a safety or instructional sign is on a part that is replaced, make sure a

new sign is installed on the replaced part. Replace immediately any safety
or instructional sign that is not legible. Refer to the PARTS CATALOG to
order replacement signs.
SERVICE MANUAL
OPERATOR’S CAB 1_2

To remove the operator’s cab from the cockpit of the machine does not require removal of the
control station, deck or instrument panel.
a. Remove the Roll Over Protective Structure (ROPS) and Falling Object Protective
Structure (FOPS) (ROLLOVER PROTECTIVE STRUCTURE AND FALLING OBJECT
PROTECTIVE STRUCTURE ASSEMBLY).
b. Disconnect and tag all electrical leads; i.e., windshield wiper, beacon, heater, air
conditioner, etc.
c. Remove the capscrews securing cab to base.
d. Attach a suitable hoisting device and hoist the cab structure from the cockpit.
CAB INSTALLATION
a. Attach a suitable hoisting device to the cab and hoist the cab structure into the mounting
position on the cockpit.
b. Align mounting bolt holes and install mounting capscrews (refer to CAPSCREW
TORQUE CHART).
c. Recharge air conditioner with R134A Freon, if necessary.
d. Connect electrical leads as tagged or indicated in the electrical schematics.
e. Install ROPS and FOPS ((ROLLOVER PROTECTIVE STRUCTURE AND FALLING
OBJECT PROTECTIVE STRUCTURE ASSEMBLY). Torque retaining nuts to 114 ft. lbs.
(154.6 N.M. per bolt. Recheck torque after the initial 250 hours of operation and every
500 hours thereafter.
SERVICE MANUAL
FIGURE 27 1_2

1. WINDOW ASSEMBLY
2. FOPS STRUCTURE
3. BOLT
4. LOCKWASHER
5. FLATWASHER
6. ROLL BAR STRUCTURE (ROPS)
7. COVER STRUCTURE, ROPS
8. LOCKWASHER
9. BOLT
10. PLATE, ALIGNMENT
11. SCREW
12. LOCKNUT
13. STRIKER BOLT
14. LOCKNUT
15. SEAL, DOOR - CAB
16. PIN, ALIGNMENT
17. LOCKNUT
18. HANDLE, PULL
19. SCREW
20. FLATWASHER
21. LOCKNUT
22. HANDLE, OUTSIDE - DOOR LATCH, WITH SHAFT
23. HANDLE, INSIDE - DOOR LATCH
24. PIN
25. LATCH ASSEMBLY - DOES NOT INCLUDE COVER
26. LOCKNUT
27. FLATWASHER
28. MOUNT, RUBBER
29. FLOOR, CAB ASSEMBLY
30. BOLT,
31. MAT, FLOOR - CAB
32. DOOR ASSEMBLY,
33. LATCH
34. GLASS, DOOR
35. HINGE, CAB DOOR
36. MOUNT, RUBBER - SIDE PANEL GLASS, L.H.
37. GLASS, SIDE PANEL - L.H.
38. MOUNT, RUBBER - FRONT GLASS
39. GLASS, FRONT
40. MOUNT, RUBBER - SIDE PANEL GLASS, R.H.
41. SIDE PANEL-GLASS
42. MOUNT
43. DOOR GLASS
Figure 27. CAB ASSEMBLY – L-1350-L-1850-L-2350
4
5
1
2
8
9
10 12
11 13
45 14
44
15
16
3
17
42
43
41
40
36
39 38 37 20
35 18
21
34 19
22
33
23
24
32
31
27 25
30 26
29
28
TA10521-6
SERVICE MANUAL
FIGURE 28 1_2

1. FALLING OBJECT PROTECTIVE STRUCTURE (FOPS)
2. BOLT
3. LOCKWASHER
4. FLATWASHER
5. ROLLOVER PROTECTIVE STRUCTURE (ROPS)
6. BOLT
7. PIN
8. CAPTIVE PLATE
9. WASHER
10. TORQUE NUT
11. CAPSCREW
12. LOCKWASHER
13. BOLT
14. COVER STRUCTURE
Figure 28. ROLLOVER PROTECTIVE STRUCTURE AND
FALLING OBJECT PROTECTIVE STRUCTURE ASSEMBLY –
L-1350-L-1850-L-2350
1
2
9 12
8 13
11
10
14
15
TA9997-8
SECTION 12
AC GENERATOR
SERVICE MANUAL
NOTES
SERVICE MANUAL
AC GENERATOR DIAGNOSTICS AND ADJUSTMENTS 1

AC GENERATOR
LETOURNEAU, INC.
ROL-2
TABLE OF CONTENTS
“AC GENERATOR DIAGNOSTICS &
ADJUSTMENTS” (Refer to page 020A009A000)
DOCUMENT LOCATED IN SECTION 020 -

LeT PUBLICATIONS
SECTION 13
TRACTION MOTOR AND DRIVER
DIAGNOSTICS, MINOR REPAIR, REMOVAL AND INSTALLATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
Training only! Always useTRACTION

MOTORdocumentation!
AND DRIVER
DIAGNOSTICS, MINOR REPAIR,
REMOVAL AND INSTALLATION
LETOURNEAU, INC.
ROL-3
TABLE OF CONTENTS
DETERMINING THE NEED FOR REPAIR OR REBUILD OF A TRACTION MOTOR
TRACTION MOTOR RECOMMENDED CUSTOMER REPAIRS
DETERMINING THE NEED TO REPAIR OR REBUILD A DRIVER
REMOVAL OF TRACTION MOTOR AND DRIVER ASSEMBLY
SHIPPING MOTOR/DRIVER TO REBUILD FACILITY
SHIPPING MOTOR TO REBUILD FACILITY
SHIPPING DRIVER TO REBUILD FACILITY
INSTALLATION OF TRACTION MOTOR ONTO DRIVER AND INSTALLATION OF
ASSEMBLY INTO AXLE
INSTALLATION OF TRACTION MOTOR ONTO DRIVER
MOTOR SEAL RING AND SEAL INSTALLATION
FRONT AND REAR MOTORS L-1350
FRONT MOTORS L-1850-L-2350
REAR MOTORS L-1850-L-2350
INSTALLATION OF TRACTION MOTOR AND DRIVER ASSEMBLY INTO AXLE
SERVICING REQUIREMENTS AFTER DRIVER REPAIR OR REPLACEMENT
ISOLATING A DC DRIVE MOTOR
“TAKING CARE OF YOUR DC MOTOR – PART 2”
PARTS CATALOG
SERVICE MANUAL
LIST OF
Training only! Always use your machine ILLUSTRATIONS
Figure 1. CRANE ATTACHMENT FOR REMOVAL OF TRACTION MOTOR/DRIVER

ASSEMBLY
Figure 2. LIFTING FIXTURE MODELS 51 AND 57 DRIVERS
Figure 3. USING JACK BOLTS TO UNSEAT DRIVER/TRACTION MOTOR ASSEMBLY
FROM AXLE
Figure 4. HOISTING ASSEMBLY FROM AXLE
Figure 5. VIEW INSIDE AXLE
Figure 6. DRIVER AND TRACTION MOTOR POSITIONED FOR MOTOR REMOVAL
Figure 7. TRACTION MOTOR LIFTING FIXTURE
Figure 8. CHAIN INSTALLATION FOR HOISTING TRACTION MOTOR FROM DRIVER
– ALTERNATE HOISTING METHOD
Figure 9. HOISTING TRACTION MOTOR FROM DRIVER
Figure 10. BLOCKING PLACED BETWEEN DRIVER AND TRACTION MOTOR FOR
DISCONNECTION OF OIL RETURN HOSE
Figure 11. DISCONNECTION OF OIL RETURN HOSE
Figure 12. INSTALLATION OF TRACTION MOTOR LIFTING FIXTURE
Figure 13. TRACTION MOTOR RESTING ON BLOCKING FOLLOWING REMOVAL
FROM DRIVER
Figure 14 DRIVER FOLLOWING REMOVAL OF TRACTION MOTOR
Figure 15. TYPICAL LOCKING PROCEDURE FOR TRACTION MOTOR
Figure 16. DRIVER POSITIONED FOR INSTALLATION OF TRACTION MOTOR
Figure 17. LOCATION OF TOP OF DRIVER FOR INSTALLATION OF TRACTION
MOTOR
Figure 19. CHAIN INSTALLATION FOR HOISTING TRACTION MOTOR – ALTERNATE
HOISTING METHOD
Figure 20. TRACTION MOTOR POSITIONED FOR BLOCKING
Figure 21. APPLICATION OF SILICONE SEALANT TO MOTOR ENDBELL
SERVICE MANUAL
Figure
Training APPLICATION
22. only! OF SILICONE
Always use your SEALANT
machine original TO DRIVER BOLT HOLES
documentation!
CONNECTION OF OIL RETURN HOSE
Figure 24. CONNECTION OF OIL RETURN HOSE
Figure 25. POSITIONING TRACTION MOTOR ONTO DRIVER
Figure 26. TORQUING OF TRACTION MOTOR RETAINING CAPSCREWS
Figure 27. MARKING TRACTION MOTOR RETAINING BOLTS TO INDICATE
TORQUING
Figure 28. MOTOR SEAL RING INSTALLATION
Figure 29. HOISTING ASSEMBLY INTO AXLE
SERVICE MANUAL
NOTES
SERVICE MANUAL
DIAGNOSTICS AND MINOR REPAIR

This publication is provided to assist technicians in the diagnostics, minor repair, removal and
installation of the traction motors and drivers as part of recommended preventive maintenance
procedures or in the event of the need to rebuild.
If the machine is within the warranty period, traction motor or driver repairs
should be referred to a LeTourneau, Inc. distributor. Service, repair or
disassembly of the motor or driver beyond the instructions contained in
this publication could adversely affect the warranty.
Following the warranty period, it is recommended that major motor or

driver repair or component replacement be performed by a LeTourneau,
Inc. authorized distributor or rebuild center (as required by the extent of
needed repair). Therefore, instructions for disassembly and reassembly of
the motor and driver are not provided herein. Distribution of instructions
for customer disassembly and assembly of the motor and driver for major
repair or component replacement is administered by the LeTourneau, Inc.
Product Support Group, in Longview, Texas, USA.
Photographs used for illustrative purposes in this publication are of a

model L-1800 Loader with the J-2 DC motor. However, the instructions
contained herein are applicable to all models of LeTourneau, Inc. loaders.
DETERMINING THE NEED FOR REPAIR OR REBUILD OF A DC TRACTION

MOTOR
DC MOTOR OPERATION AND SERVICE provides instructions for a preventive maintenance
program that is required to meet LeTourneau, Inc. warranty requirements. “TAKING CARE OF
YOUR DC MOTOR - PART 1” deals with the following topics:
1. WHAT YOU SHOULD KNOW FIRST
2. DC MOTOR OPERATION
3. A GOOD PREVENTATIVE MAINTENANCE PROGRAM
4. SEATING BRUSHES AND OTHER ADJUSTMENTS
5. TOOLS AND TEST INSTRUMENTS
SERVICE MANUAL

The DC motor preventive maintenance program requires inspection of the brushes and
commutator every 500 hours of operation. If these inspections reveal excessive brush wear or
a rough commutator surface, the motor must be removed for a more thorough examination and
possible grinding of the commutator surface. If there is a major motor “flashover,” which
disables the motor, it must be removed from the axle and shipped to a LeTourneau, Inc.
authorized rebuild center.
The DC motor and driver must be removed and reinstalled into the machine as an assembly.
A list of LeTourneau, Inc. authorized rebuild centers is provided.
DC MOTOR RECOMMENDED CUSTOMER REPAIRS
“TAKING CARE OF YOUR DC MOTOR - PART 2” provides instructions for inspection and
adjustment generally require removal of the motor from the axle housing. Topics dealt with in
“TAKING CARE OF YOUR DC MOTOR - PART 2” include the following:
1. INSPECTION OF THE COMMUTATOR SURFACE
2. COMMUTATOR SURFACE GRINDING
3. ELECTRICAL TESTING AND OTHER INSPECTION
4. TOOLS AND INSTRUMENTS
5. SETTING THE NEUTRAL PLANE
The only significant repair covered in this publication is the grinding of the commutator surface,
following a careful determination by minute inspection of the surface. This grinding procedure
will require at least partial removal of the motor from the axle housing with the driver still
attached. In addition to the grinding, the electrical condition of the motor also may be
thoroughly checked out while it is removed from the axle housing. It will depend on the results
of the tests as to whether the motor needs to be shipped to a LeTourneau, Inc. authorized
rebuild center for more extensive repair work.
It is recommended that the repairs described in "TAKING CARE OF YOUR

DC MOTOR – PART 2" only be undertaken if the technicians are
experienced in the repair of large DC motors and have the proper lifting
equipment and test instruments to safely and successfully complete the
procedures.
SERVICE MANUAL

DETERMINING THE NEED TO REPAIR OR REBUILD A DRIVER
Detecting impending failure of driver components, and taking immediate action to prevent
catastrophic failure is the best means of lessening the expense of repair and unexpected
downtime. This is best accomplished through an on-going lubricating oil analysis program.
Establishing an on-going lubricating oil analysis program is covered in LUBRICATING OIL
ANALYSIS (page 004AC013 (d).
● Should lubricating oil analysis indicate a metal exceeding the limits provided in the
CLEANLINESS TARGETS (page 004AC015 (d), the driver should be flushed and refilled.
● A particle count of iron or chromium particles on two or more consecutive samples taken
at 500 hour intervals exceeding the limits in the CLEANLINESS TARGETS (page
004AC015 (d), indicates the need for repair or overhaul.
● Examination of the particles collected on the magnetic fill plug is also a good indicator of
the size and origin of metal particles within the driver and an indication of the need for
repair or overhaul.
The decision to pull the driver should be made if the results of lubricating oil analysis and/or
visual inspection of the magnetic fill plug indicate that wear trends are high and unacceptable
and failure may be imminent.
Consultation with either the LeTourneau, Inc. rebuild center or the LeTourneau, Inc.
distributor’s engineering staff or directly with LeTourneau, Inc. Product Support in Longview,
Texas, is recommended prior to pulling the driver.
If the machine is still under warranty, consult with the LeTourneau, Inc.
distributor in your area before removing the driver from the machine.
SERVICE MANUAL
NOTES
SERVICE MANUAL

The following procedures require jacking the machine and hoisting the driver and traction
motor assembly from the axle. It is critically important to understand and adhere to the
warnings listed below. Serious personal injury, loss of life, or damage to equipment could
result if these safety procedures and others within the text are not adhered to. Only qualified
and experienced personnel should be involved in the removal and installation of the traction
motor and driver assembly. These warnings and cautions will not be repeated in the following
text:
NEVER remove the axle access covers unless the machine’s

electrical system has been turned off, locked out and grounded.
Contact with energized terminals inside the axle could cause
serious injury or loss of life.
BE SURE to provide adequate hoists and facilities to jack up the

machine and to remove and reinstall the traction motor and
driver assembly. Refer to LOADER JACKING INSTRUCTIONS for
jacking weights. Refer to the table below for various component
weights.
COMPONENT WEIGHTS
COMPONENT VEHICLE TYPE Lb. Kgs.
Traction Motors B40 (L-1350) 4,000 1,814
Drivers 51” Driver (L-1350) 9,000 4,082
Tire & Wheel L-1350 11,000 4,989
Motor, Driver and Brake Assembly 51” Driver, B40 Motor, Brake 14,000 6,350
NOTE: These are approximate weights. Always allow a safety margin above these
weights.
SERVICE MANUAL
DO NOT attempt to lift the loader with the lift arms. Serious
damage could occur.
Bleed tire air pressure to “0” psi. No tire should be handled that
is fully inflated.
Refer to SERVICE BRAKE MAINTENANCE before attempting to

disassemble or repair the air service brake. Serious injury and
damage to components is possible unless safety precautions
outlined in this publication are adhered to.
SERVICE MANUAL
REMOVAL OF DC DRIVE MTR & DRIVER ASSEM & FIG. 1 1_2

REMOVAL OF TRACTION MOTOR AND DRIVER
ASSEMBLY
The DC motor and driver are removed as an assembly. It is essential to provide adequate
hoisting devices and be familiar with all aspects of the removal procedures before attempting
to remove the assembly. It is also essential to provide adequate personnel to ensure the
assembly is removed safely and no damage is done to the DC drive motor, brake components,
hoses and wiring during the removal. Should you need assistance with the removal beyond
the instructions listed in this manual, contact your distributor.
Refer to WARNINGS AND CAUTIONS before attempting to remove the

driver and DC motor from the machine.
a. Park machine on level ground and set the park brake.

b. Lower bucket to within three to four feet off the ground and place it in full rollback position.
c. Place frame lock in the locked position.
d. Lock out the machine’s starting capability with the Maintenance Lockout Switch (optional).
If the machine is not equipped with the Maintenance Lockout Switch, place a DO NOT
OPERATE sign on the controls and remove the key.
e. Lock out the machine’s electrical system.
f. Block wheels not being removed.
g. Bleed Compressed Air System pressure to 0 psi.
h. Use a suitable jack or crane to hoist Loader sufficiently for removal of the wheel and tire.
Refer to LOADER JACKING INSTRUCTIONS.
i. Remove the wheel and tire per the instructions outlined in WHEEL AND TIRE REMOVAL.
Set wheel and tire aside until ready for reinstallation.
j. Remove the axle access covers.
k. L-2350: Relieve hydraulic tank pressure with Manual Air Release Valve (located on top of
hydraulic tank).
l. Disconnect and tag electrical leads from DC motor.
m. Disconnect the driver oil filtration hoses attached to the motor endbell. Tag hoses with
proper mounting location.
n. Disconnect air or hydraulic lines from brake actuator (as applicable).
o. Attach applicable lifting device to the driver (LIFTING FIXTURE FOR MODELS 51 AND 57
DRIVER). To install the lifting device P/N 421-7211 or 421-7198, to the Models 51 or 57
drivers, perform the following procedure:
z Remove twelve capscrews that secure the driver to the axle (six on each side of the
dowel pin at the top of the axle).
z Release brake.
z Install the lifting device (LIFTING FIXTURE FOR MODELS 51 AND 57 DRIVER). Use
four of the capscrews removed to secure the lifting device against the flange where the
rim was previously mounted.
p. Attach crane to the lifting device with an adequate lifting clevis and support the driver
(ILLUSTRATION).
SERVICE MANUAL
REMOVAL OF DC DRIVE MTR & DRIVER ASSEM & FIG. 1 1_2
Disconnect the traction motor speed sensor connectors at the junction box
inside the axle or damage to the speed sensor will occur when the driver
and traction motor are removed.
Figure 1. CRANE ATTACHMENT FOR REMOVAL OF TRACTION

MOTOR/DRIVER ASSEMBLY
q. Remove capscrews securing driver assembly to axle.
SERVICE MANUAL
FIGURE 2 1_2

Refer TA10424 (51 Driver-Part# 421-7211) for this ILLUSTRATION
1. LIFTING FIXTURE
2. CAPSCREW 1"-8
3. LIFTING CLEVIS
Figure 2. LIFTING FIXTURE FOR MODEL 51
TA10458
3 3
1
1
2
J-2/57
TA-10458-8
TA10458-8
TA10424
3
1
3 1
2
TA10424-8
SERVICE MANUAL
REMOVAL DC DRIVE MTR & DRIVER ASSEM - CONT'D & FIG. 3-5 1_2
Figure 3. USING JACK BOLTS TO UNSEAT DRIVER/TRACTION

MOTOR ASSEMBLY FROM AXLE
r. Threaded holes for installation of capscrews are provided on the rim of the driver hub
structure. These threaded holes are located on either side of the driver and at the top.
Install capscrews which secured the driver to the axle in each of these holes. These
capscrews will serve as pusher or jack bolts. As they are installed, they will contact the axle
to unseat the driver and traction motor (ILLUSTRATION).
Figure 4. HOISTING ASSEMBLY FROM AXLE
SERVICE MANUAL
REMOVAL DC DRIVE MTR & DRIVER ASSEM - CONT'D & FIG. 3-5 1_2

s. Hoist driver and traction motor from axle (ILLUSTRATION). Keep assembly level during
removal procedure.
Figure 5. VIEW INSIDE AXLE
As the assembly is hoisted from the axle, a technician should monitor the
electrical lines and air or hydraulic hoses (as applicable) inside the axle to
ensure none are damaged.
SERVICE MANUAL
REMOVAL DC DRIVE MTR & DRIVER ASSEM - CONT'D & FIG. 6-10
Figure 6. DRIVER AND TRACTION MOTOR

POSITIONED FOR MOTOR REMOVAL
t. Position driver and traction motor onto wooden blocking with the traction motor up. Place
the blocking, such as a sturdy wooden pallet, to protect the driver cover structure and bolts
from damage due to contacting the floor (ILLUSTRATION).
SERVICE MANUAL

u. Preferred Hoisting Method: Install applicable hoisting fixtures with commercially available
lifting clevis to each side of pole ring with four 1 ¾” x 11 UNC Grade 8 bolts. Refer to
ILLUSTRATION and INSTALLATION OF TRACTION MOTOR LIFTING FIXTURE. Lifting
fixtures available through LeTourneau, Inc. under P/Ns listed in INSTALLATION OF
TRACTION MOTOR LIFTING FIXTURE.
Motor hoisting fixtures are for lifting motor only! NEVER attempt to lift
motor and driver! Serious injury and component damage is possible.
Figure 8. CHAIN INSTALLATION FOR HOISTING TRACTION

MOTOR FROM DRIVER – ALTERNATE HOISTING METHOD
v. ALTERNATE HOISTING METHOD: Remove brush covers from motor. Insert hoisting
chain or sling through pole ring assembly on each side of motor (ILLUSTRATION).
SERVICE MANUAL
Figure 9. HOISTING TRACTION MOTOR FROM DRIVER
w. Remove capscrews which secure traction motor to driver unit, then hoist traction motor
from driver unit 8" to 10" (203.2 mm to 254 mm).
Figure 10. BLOCKING PLACED BETWEEN DRIVER AND

TRACTION MOTOR FOR DISCONNECTION OF OIL RETURN HOSE
x. Place protective blocking between the motor and driver as shown.
SERVICE MANUAL
Figure 11. DISCONNECTION OF OIL RETURN HOSE
y. Disconnect the oil return hose, inside the primary gearbox, from the motor endbell.
Figure 12. INSTALLATION OF TRACTION MOTOR LIFTING FIXTURE
TA10877-6
TA10877-6
SERVICE MANUAL
Figure 13. TRACTION MOTOR RESTING ON BLOCKING

FOLLOWING REMOVAL FROM DRIVER
z. Place traction motor onto blocking as shown above.
Figure 14. DRIVER FOLLOWING REMOVAL OF

TRACTION MOTOR
aa. Cover driver spindle to ensure no dirt or debris enters the driver.
SERVICE MANUAL
NOTES
SERVICE MANUAL
SHIPPING MOTOR TO REBUILD FACILITY & FIG. 15

SHIPPING MOTOR/DRIVER TO REBUILD FACILITY
SHIPPING MOTOR TO REBUILD FACILITY
a. Remove disc brake rotor and caliper assembly per the instructions in DISC PAD
REPLACEMENT. Do not remove the brake hub. The brake hub must be sent to the
Rebuild Center with the motor as it is an important part of assembly and testing
procedures.
b. Remove motor seal ring.
c. Hoist the motor onto a shipping pallet and remove hoisting device.
d. Lock armature shaft to prevent bearing brinelling damage during shipment (caused by
excessive vibration). Lock the armature with studs and nuts or bolts (of the appropriate
size and length for your application) between the brake hubs and endbell. The fasteners
should only be tightened enough to remove the end play from the bearing
(ILLUSTRATION).
e. Secure motor onto pallet with metal banding and then construct a plywood box around the
motor.
f. Refer to LeTourneau, Inc. Authorized Rebuild Centers.
SHIPPING DRIVER TO REBUILD FACILITY

a. Drain driver if not drained prior to removal. DO NOT ship driver to rebuild facility full of oil.
Dispose of oil in a proper manner.
b. Place a protective plywood cover over the open spindle structure and secure with bolts or
metal banding.
c. Hoist the driver onto a suitable shipping pallet and secure with metal banding. Construct a
sturdy plywood box around the driver and secure the box to the pallet.
d. Refer to LeTourneau, Inc. Authorized Rebuild Centers.
Figure 15. TYPICAL LOCKING PROCEDURE FOR TRACTION MOTOR
TA10817
ALL THREAD STUD

AND NUTS
TWO LOCATIONS
TA10817
TA10817
SERVICE MANUAL
INSTALL DC MTR ONTO DVR & ASSEM INTO AXLE & FIG. 16-19

INSTALLATION OF TRACTION DRIVE MOTOR ONTO DRIVER AND
INSTALLATION OF ASSEMBLY INTO AXLE
The traction motor and driver are installed as an assembly. It is essential to provide adequate
hoisting devices and be familiar with all aspects of the installation procedures before
attempting to install the assembly. It is also essential to provide adequate personnel to ensure
the assembly is installed safely and no damage is done to the traction drive motor, brake
components, hoses and wiring during the installation. Should you need assistance with the
installation beyond the instructions listed in this manual, contact your distributor.
Refer to WARNINGS AND CAUTIONS before attempting to install the driver

and traction motor into the machine.
INSTALLATION OF TRACTION MOTOR ONTO DRIVER
Figure 16. DRIVER POSITIONED FOR

INSTALLATION OF TRACTION MOTOR
a. Hoist driver with the inner-side up onto blocking placed to protect the cover structure from
damage (ILLUSTRATION).
b. Check inside spindle to be sure there is no dirt or debris before mounting motor.
c. Lubricate primary gears with NLGI #2 lithium based grease.
SERVICE MANUAL
Figure 17. LOCATION OF TOP OF DRIVER FOR

INSTALLATION OF TRACTION MOTOR
d. Note the position of the dowel pinhole and vent tube along the bolt flange of the driver. This
indicates the top of the driver as it is positioned in the axle and the correct alignment of the
motor as it is hoisted onto the driver (ILLUSTRATION).
e. Thoroughly clean the spindle vent tube and breather with LOCTITE 7056 or 7070 solvent
(or equivalent - not oil based) and air dry (ILLUSTRATION).
SERVICE MANUAL

f. Preferred Hoisting Method: Install applicable hoisting fixtures with commercially available
lifting clevis to each side of pole ring with four 1 ¾” x 11 UNC Grade 8 bolts. Refer to
INSTALLATION OF TRACTION MOTOR LIFTING FIXTURE and TRACTION MOTOR
LIFTING FIXTURE. Lifting fixtures available e through LeTourneau, Inc. under P/Ns listed in
INSTALLATION OF TRACTION MOTOR LIFTING FIXTURE.
Figure 19. CHAIN INSTALLATION FOR HOISTING

TRACTION MOTOR – ALTERNATE HOISTING
METHOD
g. ALTERNATE HOISTING METHOD: Insert hoisting device through bushing spring access
ports on each side of pole ring (ILLUSTRATION).
SERVICE MANUAL
INSTALL DC MTR ONTO DVR & ASSEM INTO AXLE-CONT'D & FIG. 20-22
Figure 20. TRACTION MOTOR POSITIONED ON BLOCKING
h. Hoist motor onto its side and place blocking for support.
i. Lubricate teeth of motor pinion with NLGI #2 lithium based grease.
Figure 21. APPLICATION OF SILICONE SEALANT TO MOTOR

ENDBELL
j. Apply LOCTITE Blue RTV silicone sealant (P/N 415-0226) to the O-ring and O-ring groove.
SERVICE MANUAL
Figure 22. APPLICATION OF SILICONE SEALANT TO

DRIVER BOLT HOLES
k. Apply a bead of LOCTITE Blue silicone sealant (P/N 415-0226) around each motor
retaining bolt hole on the driver.
SERVICE MANUAL
CONNECTION OF OIL RETURN HOSE
l. Hoist motor to approximately 8" to 10" (203.2 mm to 254mm) above driver. Place protective
blocking between motor and driver as shown.
Figure 24. CONNECTION OF OIL RETURN HOSE
m. Connect the oil return hose, inside the primary gearbox, to the motor endbell.
SERVICE MANUAL
Figure 25. POSITIONING TRACTION MOTOR ONTO DRIVER

n. Position motor onto driver. As the motor is positioned onto the driver, turn the motor as
required to mesh the motor pinion with first reduction primary gear and align capscrew
holes on the motor with those on the driver.
Figure 26. TORQUING OF TRACTION MOTOR RETAINING CAPSCREWS
o. Apply LOCTITE RC271 Thread Locking Compound to capscrew threads and install
capscrews. Torque capscrews to Grade 8 specifications per the CAPSCREW TORQUE
CHART.
SERVICE MANUAL
It is essential to use a calibrated torque wrench to properly torque the

traction motor retaining capscrews per the CAPSCREW TORQUE CHART.
Use of an air impact wrench alone to install the capscrews in lieu of a
torque wrench could result in later component damage.
SERVICE MANUAL
INSTALL DC MTR ONTO DVR & ASSEM INTO AXLE-CONT'D & FIG. 27
Figure 27. MARKING TRACTION MOTOR RETAINING

BOLTS TO INDICATE TORQUING
p. Use a white paint pen to paint across the bolt heads and onto the driver to indicate the bolts
were torqued (ILLUSTRATION).
q. Install brush covers to pole ring.
MOTOR SEAL RING AND SEAL INSTALLATION
FRONT AND REAR MOTORS L-1350:
The seal is mounted 14.9375” from the endbell (illustration "MOTOR SEAL RING
INSTALLATION").
FRONT MOTORS L-1850-L-2350:
a. Using a tape measure or ruler, measure the distance from the inside flange inside the front
frame to the outside edge of the front frame. Refer to dimension “A” on illustration "MOTOR
SEAL RING INSTALLATION".
b. Take this measurement and measure the distance from the driver spindle flange toward the
brake end of the motor.
c. Take half an inch from the measurement and bolt the metal seal ring around the motor at
this point with the seal ring bolt to the inside. For example, if this measurement was 24
inches, bolt the seal ring 23-1/2” from the driver spindle flange. Refer to Dimension “B” on
illustration "MOTOR SEAL RING INSTALLATION".
Take a measurement for each motor to ensure a proper seal. There could
be a slight difference in the measures.
d. Install the sponge seal up against the outboard side of the seal ring.
SERVICE MANUAL

REAR MOTORS L-1850-L-2350:
a. On the rear axle, measure the distance from the inside flange to the outside surface of the
bolt flange. Refer to Dimension “A” on illustration "MOTOR SEAL RING INSTALLATION".
b. Measure the distance from Dimension “A” on illustration "MOTOR SEAL RING
INSTALLATION" less a half inch and bolt the metal seal ring around the motor. Refer to
Dimension “B” on illustration "MOTOR SEAL RING INSTALLATION".
Take a measurement for each motor to ensure a proper seal. There could
be a slight difference in the measures.
INSTALLATION OF TRACTION MOTOR AND DRIVER ASSEMBLY INTO
AXLE
a. Install the applicable lifting device (Models 51 and 57 drivers-LIFTING FIXTURE FOR
MODELS 51 AND 57 DRIVER) on driver as it was positioned for removal.
b. Attach crane to the lifting device with an adequate lifting clevis and support the driver.
SERVICE MANUAL
FIGURE 28

REFER TA8253-3 FOR THIS ILLUSTRATION
L-1850-L-2350
REFER TA10857 FOR THIS ILLUSTRATION
L-1350 TYPICAL FRONT AND REAR AXLES
Figure 28. MOTOR SEAL RING INSTALLATION
TA8253-3
DIM
"A" DRIVER
DIM.
DC "B"
MOTOR
REAR
AXLE
TA-8253-3 SEAL METAL SEAL BOLT

RING
TA8253CG
TA10857
TA10857
SERVICE MANUAL
Figure 29. HOISTING ASSEMBLY INTO AXLE

c. Hoist traction motor and driver assembly into axle. Keep driver and traction motor in a
horizontal position during installation Refer to illustrations "L-1350 MOTOR SEAL RING
INSTALLATION" or "L-1850-L-2350 MOTOR SEAL RING INSTALLATION" as applicable.
Pay close attention to potential body pinch points when routing hoses
inside the axle during driver/motor installation. Direct communication
between the crane operator and installer and expert control of the crane are
required. Serious injury is possible in the event of an accident.
As the assembly is hoisted into the axle, a technician should monitor the
electrical lines and air hoses inside the axle to ensure none are damaged.
d. Attach driver oil filtration system lines to the motor endbell.

e. Secure driver to axle with capscrews. Torque capscrews to Grade 8 specifications, per the
CAPSCREW TORQUE CHART.
f. If driver was drained prior to removal, refill. If it was not drained, check driver to be sure it
has the correct oil level. Refer to DRIVER MAINTENANCE AND ROTATION for filling
procedures.
SERVICE MANUAL

g. Connect electrical leads to terminal block as tagged.
h. Connect air or hydraulic lines to brake canister (as applicable).
i. Reset brake.
j. Perform procedure for detection of improperly installed speed sensors BEFORE operating
the machine. Refer to MAGNETIC SPEED SENSOR for instructions on performing this
test.
k. Install tire and wheel. Refer to WHEEL AND TIRE INSTALLATION for installation
procedures. Torque to Grade 8 specifications per the CAPSCREW TORQUE CHART.
l. Inflate tire to pressure listed in TIRE INFLATION AND DEFLATION. Follow safety
instructions for tire inflation as outlined in TIRE AND RIM SAFETY HINTS.
m. Install axle access covers.
n. Close Compressed Air System pressure release valve.
o. L-2350: Close Manual Air Release Valve (located on top of hydraulic tank).
p. L-2350: Bleed hydraulic pumps per the instructions in HYDRAULIC PUMP PRIMING.
q. Lower Loader to the ground and remove wheel chocks.
r. Move frame lock to unlocked position.
Verify torque on wheel attaching capscrews after the first 2, 6, 14 and 100
hours of operation and every 500 hours thereafter.
SERVICING REQUIREMENTS AFTER DRIVER REPAIR OR REPLACEMENT

A new or rebuilt driver, or one in which components have been replaced, must have the driver
filtration system strainer cleaned and the filter replaced after the first 500 hours and every 2000
hours thereafter.
Refer to DRIVER MAINTENANCE AND ROTATION for instructions on

draining, flushing and refilling the driver and servicing the driver oil
filtration system.
SERVICE MANUAL
NOTES
SECTION 14
(BUCKET TEETH INSPECTION AND
REPLACEMENT PROCEDURES)
THIS SECTION IS NO LONGER
APPLICABLE TO THIS MACHINE
SECTION 15
(ELECTRICAL SYSTEM TROUBLESHOOTING)
THIS SECTION IS NO LONGER
APPLICABLE TO THIS MACHINE
SECTION 16
SOLID-STATE ELECTRONIC
COMPONENTS
SERVICE MANUAL
NOTES
SERVICE MANUAL
SOLID-STATE ELECTRONIC COMPONENTS
Training only! Always use your machine ELECTRONIC

SOLID-STATE original documentation!COMPONENTS
LETOURNEAU, INC.
ROL-6
TABLE OF CONTENTS
SOLID-STATE POWER CONVERSION SYSTEM
GENERAL DESIGN PHILOSOPHY
INTRODUCTION TO TRACTION SYSTEM
POWER FLOW
CONTROL LOGIC AND SIGNAL FLOW
PANEL AND CARD DESCRIPTION
SOLID-STATE CONTROL SYSTEM DIAGNOSTIC AND REPAIR PROCEDURE
INTRODUCTION
TEST EQUIPMENT REQUIRED
SCREEN DISPLAY OF SIGNALS
CONTROLLER SIGNALS
DIAGNOSTIC AND REPAIR PROCEDURE FOR OPERATOR ALARM AND WARNING
MESSAGES
DIAGNOSTIC AND REPAIR PROCEDURE FOR COMMON PROBLEMS
ACCELERATOR ASSEMBLY
PEDAL ASSEMBLY REMOVAL AND INSTALLATION
POTENTIOMETER REPLACEMENT
SPRING REPLACEMENT
ADJUSTMENTS
ACCELERATOR PEDAL CALIBRATION USING LINCS
LOAD BANK MODE PROCEDURE
PREPARING FOR THE TEST
MEASUREMENT TO BE TAKEN
TESTING PROCEDURES
CALCULATING ENGINE HORSEPOWER
REMOVING LOADER FROM LOAD BANK MODE
SERVICE MANUAL
SOLID-STATE ELECTRONIC COMPONENTS
Training
SCR AND only! Always
DIODE use your machine
INSTRUCTION (LET-3)original documentation!
SPEED SENSOR (LET-11)
POWER SHARE (LET-14)
GROUND FAULT SYSTEM (LET-36)
INTERCONNECTION DIAGRAMS
Figure 1. SCR FIRING VARIATIONS
Figure 2. THREE-PHASE HALF-WAVE CONVERTER
Figure 3. THREE-PHASE FULL-WAVE CONVERTER
Figure 4. LOCATION OF SOLID-STATE SYSTEM ASSEMBLIES IN ELECTRICAL
CONTROL CABINET
Figure 5. CONTROLLER COMPONENTS LOCATION/IDENTIFICATION (SHEET 1 OF
2)
Figure 5. CONTROLLER COMPONENTS LOCATION/IDENTIFICATION (SHEET 2 OF
2)
Figure 6. L-1350 POWER FLOW BLOCK DIAGRAM
Figure 7. L-1850-L-2350 POWER FLOW BLOCK DIAGRAM
Figure 8. L-1350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM
Figure 9. L-1850-L-2350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM
Figure 10. L-1350-L-1850-L-2350 LOGIC DIAGRAM ENABLE SIGNALS AND
OPERATOR ALARM-TRACTION SYSTEM
Figure 11. L-1850-L-2350 VARIABLE GENERATOR VOLTAGE
Figure 12. L-1350 FRONT AND REAR COMMUTATION LIMIT (6-VCLF & 6-VCLR) VS.
SPEED SIGNAL (VN) AND WHEEL MOTOR SPEED (RPM)
Figure 13. L-1850-L-2350 FRONT AND REAR COMMUTATION LIMIT (6-VCLF & 6-
VCLR) VS. SPEED SIGNAL (VN) AND WHEEL MOTOR SPEED (RPM)
Figure 14. L-1350-L-1850-L-2350 FREQUENCY LIMIT SIGNAL (VHL) VS. GENERATOR
FREQUENCY SIGNAL (VH), GENERATOR FREQUENCY AND ENGINE
SPEED
Figure 15. L-1350 FIELD LIMIT (-VFL) VS. SPEED SIGNAL (VN) AND WHEEL MOTOR
SPEED (RPM)
Figure 16. L-1850-L-2350 FIELD LIMIT (-VFL) VS. SPEED SIGNAL (VN) AND WHEEL
MOTOR SPEED (RPM)
Figure 18. CHECKOUT AND REPAIR SEQUENCE
Figure 19. ACCELERATOR ASSEMBLY (POTENTIOMETER)
Figure 20. TESTER READINGS
Figure 21. L-1350-L-1850-L-2350 LOAD BANK CONNECTION
SERVICE MANUAL

LOADER SOLID STATE ELECTRONIC COMPONENTS DIAGNOSTICS AND REPAIR is
provided to assist technicians with the location, operation and troubleshooting of common
problems with the solid state power conversion system on the model L-1350-L-1850-L-2350
Loaders. Primary emphasis will be directed toward identifying electronic malfunctions to the
correct assembly and then to the specific printed circuit card, SCR, fuse, etc. If the failure is
external to the assemblies (i.e., wiring, switches, connectors, etc.), standard continuity
measurement procedures should be used to locate the source. The controller
interconnection diagrams specific to your machine are available for your review.
Instructions and data contained herein are applicable to the Models L-1350,
L-1850 and L-2350 unless individually specified. When individually
specified refer only to the instructions or data applicable to your machine.
NEVER, UNDER ANY CIRCUMSTANCES, OPEN THE ELECTRICAL

CONTROL CABINET OR REMOVE THE AXLE ACCESS COVERS UNLESS
THE MACHINE’S ELECTRICAL SYSTEM IS LOCKED OUT. SERIOUS
INJURY OR LOSS OF LIFE FROM CONTACT WITH HIGH VOLTAGE
TERMINALS IS POSSIBLE!
The diagnostic and repair procedures contained in this publication may

require the removal and installation of controller cards. Place key switch in
the OFF position and wait for the MCM to shut down, indicated by the
display screen going off, before the removal or installation of any card. A
short or arc caused during the removal or installation of a card while power
is applied may ruin the card or damage other cards and components. This
caution must be adhered to without exception to avoid component damage.
SERVICE MANUAL
DO NOT open LINCS® Master, Remote or Translator Modules. There are no

serviceable parts inside these modules. LINCS® modules must be
returned to the factory for repair. Breaking the seal on one of these
modules will void the machine's warranty. Contact your dealer or the
LeTourneau, Inc. Product Support Department for assistance.
Customer installed options that transmit/receive radio frequencies (such as

CB radios) can, in some instances, adversely affect with the machine's
solid state electronic control system. Contact your LeTourneau, Inc.
authorized distributor before installing such equipment.
Troubleshooting procedures for the machine’s electrical system are

located in ELECTRICAL SYSTEM TROUBLESHOOTING.
SERVICE MANUAL
SOLID-STATE POWER CONVERSION SYSTEM & FIGURE 1

SOLID-STATE POWER CONVERSION SYSTEM
GENERAL DESIGN PHILOSOPHY
The advantages of an electric drive system over the conventional drive have been proven by
years of successful service of LeTourneau log stackers, front-end loaders, haul trucks and
other heavy-duty material and container handling equipment. Some of the benefits of electric
drive are:
a. The electric wheel delivers high torque, driving power in either direction with much
shorter reversal times than conventional drives.
b. The electric power delivered to the wheels is more readily controlled than mechanical
power via engine and transmission.
c. The need for transmissions, clutches, torque converters, differentials, and final drives is
eliminated.
d. The electric drive concept allows the diesel engine to run at an optimum rpm that is
governed and relatively constant, contributing to longer engine life and lower fuel.
In electric drive machines, the utilization of solid-state power conversion and control, coupled
with digital management give the following additional advantages:
a. High performance, efficiency, and reliability: Electronic control and power switching
consume less energy than conventional systems that use rheostats and electro-
mechanical switching components. Commands and changes are quick and precisely
controlled. Because they are solid state, there are no moving parts to wear out.
b. Accuracy, minimum adjustment and self-protection: Precision components are used
that maintain accuracy over a wide range of temperature conditions. Closed loop
feedback control minimizes the need for adjustments, and limit and shutdown circuits
maintain protected operational conditions.
c. Capability for increased diagnostics, status and operating information for operator and
maintenance personnel: The digital control and management modules keep track of all
the machine systems, producing controls for the electrical and hydraulic systems,
commands for the engine and traction systems, and feedback, history and status
information for all the systems. A display screen and keypad control allow automatic
and requested information to be displayed.
SERVICE MANUAL
SOLID-STATE POWER CONVERSION SYSTEM & FIGURE 1
Figure 1. SCR FIRING VARIATIONS
SERVICE MANUAL
SOLID-STATE POWER CONV SYS...CONT'D & FIGURES 2 & 3

INTRODUCTION TO TRACTION SYSTEM
Four DC traction motors, one directly driving each wheel, provide propulsion power for the
Loader. By controlling the armature and field currents to each motor, the machine achieves an
efficient and responsive tractive effort. Power for the traction system comes from a diesel
driven AC generator. The engine runs at a constant speed, and the AC generator provides a
power input for six AC to DC converters.
The AC to DC converter converts AC power to controlled amounts of DC power. The basic
unit of the converter is the silicon-controlled rectifier (SCR). The SCR is like a combination
diode-switch. The diode action rectifies the AC or changes it to DC. The switch action
controls the amount of DC power converted. The symbol for the SCR is shown in the
illustration "SCR FIRING VARIATIONS" along with an operation example.
Because of the diode action, current passes only in the forward direction. The SCR also
blocks current in the forward direction until a pulse is applied to the gate. Note that the time at
which the pulse is applied to the gate determines how large the DC output will be. An SCR
fired early in the cycle will have a larger output than one fired late in the cycle.
The solid-state system consists of six converters and one Controller. There is a converter for
each wheel motor armature, one converter for the four motor fields, and one converter for the
AC generator field. Braking diodes on the Armature Converter panels direct regenerative
power to large resistors (grids) during dynamic braking of the machine.
The four Armature Converters receive AC power from the generator and convert it to controlled
DC power for the wheel motor armatures. The Field Converter provides controlled DC for the
motor fields. The motor fields are connected in parallel so each field receives one-fourth of the
total field output. The combination of the field current and armature current causes the DC
motor to produce torque.
The Voltage Regulator self regulates the AC Generator by converting AC power to controlled
DC power for the generator field. The generator field current is controlled so that AC voltage
remains at a specified value during load fluctuation.
The high performance electric drive has now been integrated with LINCS™. LINCS™ stands
for LeTourneau Integrated Network Control System, and represents a complete machine
control and monitoring system. It manages all loader systems including hydraulics, electrics,
drive system, and engine. LINCS features multiple microprocessor-based modules distributed
throughout the machine that communicates over a network. A Master Control Module directs
the entire system and is located in the cab of the loader. Remote Control Modules are located
throughout the machine, each placed near the systems they control, monitor and manage. A
Translator Module provides the interface to the engine and is able to “talk” to all intelligent
engines, sending engine speed commands and receiving engine data. It contains J1587,
J1939, RS422, and RS232 communication ports. The Translator translates all engine input
and output data to make it compatible with LINCS protocol.
The Modules on a LINCS vehicle communicate over a Controller Area Network (CAN) bus.
This robust network was pioneered in the automotive industry and is now overtaking the off-
highway and other mobile equipment markets. It provides users with the flexibility to handle
large quantities of input/output (I/O), using multiple microcontrollers throughout the machine.
SERVICE MANUAL

The Traction System Controller is tied to the Master module through the CAN data bus and
three Remote Module processor cards. These three cards interface with the Controller to
receive the processed operator commands from the Master Module, and to send back various
signal information that reports the state of the Controller. The Controller also interfaces with
each of the converters. With the operator commands, along with machine and converter
feedback signals, it produces triggering pulses that tell each SCR when to switch on, or “fire”.
The Controller maintains safe machine, motor, and converter operating limits. Printed circuit
cards “digest” all the input and feedback information, producing the desired outputs. Trigger
cards on each converter amplify triggering pulses from the Controller into drive pulses that
actually fire the SCRs.
Refer to LINCS for additional information on the LINCS computer system.
The physical arrangement of the solid-state conversion system is shown in LOCATION OF

SOLID STATE SYSTEM ASSEMBLIES IN ELECTRICAL CONTROL CABINET and
CONTROLLER COMPONENTS LOCATION/IDENTIFICATION. The following list identifies
each of the units as they appear in their housing box:
a. VR-P – SCR Panel Assembly Voltage Regulator (AC Generator field).
b. AC-P – SCR Panel Assembly Armature Converter (Left front motor M1).
c. AC-P – SCR Panel Assembly Armature Converter (Right front motor M2).
d. AC-P – SCR Panel Assembly Armature Converter (Left rear motor M3).
e. AC-P SCR Panel Assembly Armature Converter (Right rear motor M4).
f. FC-P – SCR Panel Assembly Field Converter (DC motor fields).
g. AC Fuse Panel Assembly.
h. DC Fuse Panel Assembly.
i. Controller Assembly (CONTROLLER COMPONENTS LOCATION/IDENTIFICATION).
The VR-P and FC-P are half-wave three-phase converters. The illustration "THREE-PHASE
HALF-WAVE CONVERTER" shows this type of converter.
Each SCR conducts current for one-third of the time. While one SCR is conducting, the other
two are blocking. DC output current returns to the generator through the neutral (N)
connection. The accurate timing of the gate firing pulses controls the amount of output voltage
from the converter.
The AC-Ps are full-wave three-phase converters. The illustration "THREE-PHASE FULL-
WAVE CONVERTER" shows this type.
SERVICE MANUAL
Figure 2. THREE-PHASE HALF-

WAVE CONVERTER
Figure 3. THREE-PHASE FULL-WAVE CONVERTER
SERVICE MANUAL

SCR conduction is more complex than in the half-wave converter, but the principle is the
same. The current flows from phase-to-phase rather than from phase-to-neutral. For example,
during a certain period, current would flow from phase A through SCR1 and return to Phase C
through SCR6. The control system determines the proper firing sequence as well as the
proper timing for converter output control.
POWER FLOW
The power flow for the L-1350 is shown in the L-1350 POWER FLOW BLOCK DIAGRAM. The
power flow for the L-1850-L-2350 is shown in the L-1850-L-2350 POWER FLOW BLOCK
DIAGRAM. The solid lines denote power flow from the diesel engine to the traction wheel
motors. The dotted lines denote the reversal of power flow from the wheel motors to the diesel
engine and to the respective braking grids when the machine goes into dynamic braking.
For specific information on the electrical components (AC Generator, traction motors, etc.),
refer to DESCRIPTION OF ELECTRICAL CIRCUITS AND THEIR FUNCTIONS.
The diesel engine is the prime power source. It is coupled directly to the AC Generator. The
battery bank is four 12-volt lead-acid batteries connected in series/parallel to provide a 24-volt
source for engine starting, generator priming, lighting, etc. A separate alternator, driven from
the engine, maintains the charge on the batteries as in an automotive system.
The Engine Select switch in the cab controls engine rpm. The HI throttle position brings the
engine speed to 1980 RPM. With high throttle activated, battery power is fed through the
Controller and Voltage Regulator to prime the field of the AC Generator.
SERVICE MANUAL
FIGURE 4

ELECTRICAL CONTROL CABINET (LEFT SIDE)
ELECTRICAL CONTROL CABINET (RIGHT SIDE)
1. TOP SEAL PANEL
2. VOLTAGE REGULATOR SCR PANEL ASSEMBLY
3. AC SCR PANEL
4. FIELD CONVERTER SCR PANEL
5. INDUCTOR COIL ASSEMBLY PANEL
6. DC FUSE PANEL (NOT SHOWN IN PHOTO MOUNTED ON COMPARTMENT
WALL)
7. REMOTE MODULE #5
8. AC FUSE PANEL
L-1350 – 500V LINE
L-1850 – 600V LINE
L-2350 – 600V LINE
9. AC FUSE PANEL
L-1350 – 309V LINE
L-1850 – 600V LINE
L-2350 – 600V LINE
Figure 4. LOCATION OF SOLID STATE SYSTEM ASSEMBLIES IN ELECTRICAL
CONTROL CABINET
6
3
TA10078-8
7
8
9
TA10066-8
TA10066-8
SERVICE MANUAL
FIGURE 5 SHEET 1 OF 2

1. STANDBY POWER SWITCH
2. FREQUENCY ADJUST
3. VOLTAGE KNOW ADJUST
4. LOAD BANK MODE SWITCH
5. AUXILIARY TESTER SIGNAL SWITCH
6. REAR TRACTION TORQUE ADJUST
7. FRONT TRACTION TORQUE ADJUST
8. OPERATING WHEEL MOTORS SWITCH
9. THROTTLE LOGIC – CARD C1
10. SPEED ERROR – CARD C2
11. SLIP LIMIT/BRAKE MODE – CARD C3
12. VR CONTROL – CARD C4
13. FIELD CONTROL – CARD C5
14. AC COMMAND LIMIT – CARD C6
15. AC CONTROL – CARD C7
16. REFERENCE SIGNAL – CARD C8
17. SPEED – CARD C9
18. SCR TRIGGER SIGNAL – CARD C10
19. SCR TRIGGER SIGNAL – CARD C11
20. I/V FEEDBACK – CARD C13
21. POWER SUPPLY – CARD PS
22. PRIME/GROUND FAULT – CARD C20
23. AC BLOWN FUSE DETECTOR – CARD C21
24. VR/FC FUSE/BRAKING DETECTOR – CARD C22
25. THERMISTOR/TEMPERATURE – CARD C23
26. TRANSDUCER POWER SUPPLY – CARD C24
27. REMOTE/INTERFACE 1, 2, 3 – CARDS RI-1, 2, 3
REFER TO TABLE (ON SHEET 2 OF 2) FOR

DESCRIPTION OF PRIMARY FUNCTION FOR EACH CARD.
ALSO REFER TO ILLUSTRATION ON PAGE 016A007 (p) FOR REMOTE INTERFACE
CARD
Figure 5. CONTROLLER COMPONENTS LOCATION/IDENTIFICATION
SHEET 1 OF 2
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16 17 18 19 19 20
21 22 23 24 25 26 27
TA10086-8
TA2
REMOTE INTERFACE CARD

SERVICE MANUAL

CARD
NAME PRIMARY FUNCTION QTY
NO.
Generates VHC, VH and VHL signals. Puts out NOT
C1 Throttle Logic 1
STANDBY and SLOW SPEED MODE signals.
All related VA and VE signals generated.
C2 Speed Error 1
Commutation Limit signals generated.
Slip Limit, Brake
C3 Slip Limit and Brake Mode signals generated. 1
Mode
VR Enable/Inhibit and VR CTRL signals generated.
C4 VR Control Also, VGEN, Prime Inhibit, VR Op ALM and VR/GEN 1
Temp signals.
All Field Commands and Limit Curves, and FC1 & 2
OP ALM, CTRL, Enable/Inhibit signals are generated.
C5 Field Control 1
The IF, IF Proper, IF POL and LOAD BANK MODE
signals generated.
Receives the VE command and various limit signals.
AC Command Generates the VIAF & VIAR signals, and VIA (1-4)
C6 1
Limit signals. Also generates the Enable and OP ALM
signals for AC 1-4.
The VIA (1-4) signals are ramped. The AC (1-4)
C7 AC Control 1
CTRL and Inhibit signals are generated.
The SCR reference signals (cosine sweep and
C8 Reference Signal endstop) are generated for proper field and armature 1
SCR triggering.
C9 Speed |VN|, VN and Speed Sensor Fail signals are generated 1
SCR Trigger signals are generated for the VR and FC.
C10 SCR Trigger Signal A picket fence oscillator operates during each trigger 1
pulse, which is sent to the panel Trigger Card.
SCR Trigger signals are generated for the AC (1 &2)
on one card and AC (3 &4) on the other. A picket
C11 SCR Trigger Signal 2
fence oscillator operates during each trigger pulse,
which is sent to the panel Trigger Cards.
Motor Voltages (VM 1-4) and Armature Currents (IA 1-
C13 I/V Feedback 4) are generated. Field Current (IF), HP and HP Limit 1
signals are generated.
The 24-volt battery voltage is used to generate the
±15v and the two +12v speed sensor supplies, and the
PS Power Supply 1
+60 volt supply for the SCR Trigger Cards located on
the converter panels.
Prime/Ground Generator priming control, and ground fault detection
C20 1
Fault and shutdown logic are generated.
AC Fuse Proper (1-4) signals are generated. AC
AC Blown Fuse fuses are detected by voltage across them, and DC
C21 1
Detector fuses by an open circuit motor voltage (VM 1-4)
measurement.
SERVICE MANUAL

VR/FC Fuse and VR/FC Fuse Proper signals are generated. Dynamic
C22 1
Braking Detector braking and brake failure are detected.
The panel heatsink thermistor outputs are processed
to generate AC 1-4, FC and VR temperature signals.
Thermistor /
C23 Voltages from the RI 1-3 cards that represent the 1
Temperature
Motors 1-4 and generator thermistor are processed to
generate those temperature signals.
The 24-volt battery voltage is used to generate ±15v
supplies for the VR, FC and AC 1-4 current measuring
Transducer Power
C24 transducers located on the converter panels. The 1
Supply
+15v supply is also used to drive the heatsink
thermistors.
These three card assemblies connect the Master
Module to the Controller via the CAN Bus. It transfers
the Remote Card connections to the other Controller
RI Remote/Interface
cards, buffers and scales signals that go between the 3
1, 2, 3 1, 2, 3
Remote Card and the Controller, inputs the address
connection, and connects the CAN bus to the Remote
Module Card.
Printed Circuit Cards Used in Controller
Figure 5. CONTROLLER COMPONENTS LOCATION/IDENTIFICATION
SHEET 2 OF 2
SERVICE MANUAL
FIGURE 6
Figure 6. L-1350 POWER FLOW BLOCK DIAGRAM
SERVICE MANUAL
FIGURE 7
Figure 7. L-1850-L-2350 POWER FLOW BLOCK DIAGRAM
SERVICE MANUAL
SOLID-STATE POWER CONV SYS...CONT'D

As the AC voltage rises, the Voltage Regulator begins functioning and takes over the
generator field regulation, controlling current in the field so that the generator voltages are
maintained within specified limits during normal operating conditions.
The AC Generator is a three-phase alternator with wye connected output windings providing a
nominal output of:
L-1350: 500-VAC at 66 Hz.
L-1850-L-2350: 350-VAC at 66 Hz when machine speed is less than 2.7 mph.
600-VAC at 66 Hz when machine speed is greater than 6.4 mph.
Linearly variable when machine speed is between 2.7 and 6.4 mph.
Mid-tap connections provide another three-phase output of:
L-1350: 309-VAC.
L-1850-L-2350: 354-VAC.
NOTE: Mid-taps are not used for motor control on L-1850-L-2350.
The Field Converter receives VAC output of:
L-1350: 309-VAC
L-1850-L-2350: 600-VAC
The four armature converters and voltage regulator receive VAC output of:
L-1350: 500-VAC at 66 Hz.
L-1850-L-2350: 600-VAC at 66 Hz.
The Controller also receives VAC generator voltage of:
L-1350: 309-VAC.
L-1850-L-2350: 600-VAC.
Although the Controller draws essentially no power from the above listed voltage, it is used as
a reference voltage feedback for the Voltage Regulator and to establish SCR firing timing for
all the converters.
The Field Converter provides motor field current in either direction. The direction of motor field
current determines the direction of wheel motor torque. Armature current will always be in the
same direction. When the machine is moving and the direction of field current is reversed, the
wheel motors become generators driven by inertia of the machine. The motor torque now
retards the speed of the machine. Power is delivered to large power grids through the braking
diodes and back to the diesel through the Armature Converters acting as inverters driving the
AC Generator as a motor. This action is dynamic and regenerative braking.
CONTROL LOGIC AND SIGNAL FLOW
Troubleshooting and repair of the power conversion system can be accomplished without
knowledge of its inner operation. However, since various signals are brought out to the display
screen, it is very helpful to know where they come from and what they do. It gives the
technician a better “feel” for the cause and effect of problems and a higher degree of
confidence in repair procedure.
SERVICE MANUAL

The signal flow for the system is shown in the illustrations L-1350 BASIC LOGIC AND SIGNAL
FLOW DIAGRAM and L-1850-L-2350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM. When
the operator moves the ENGINE SELECT switch to the HI throttle position, the Master Module
commands the engine to reach operating speed. At the same time, 24 volts DC (battery
voltage) activates the priming circuit, providing an initial current for the AC Generator field.
As the AC Generator voltage builds up, the VR-P converter begins operating, increasing the
generator voltage to its rated value. The priming function is now shut off and the VR-P has
total regulation of the field excitation. As the load on the generator varies, the field current will
adjust so that the proper voltage is maintained. The AC voltage is controlled by the frequency
of the generator. The Controller regulates the field excitation to maintain a voltage ratio of:
L-1350: 8.93 volts per hertz below approximately 56 hertz.
L-1850-L-2350: 10.91 volts per hertz below approximately 55 hertz.
The voltage levels off to:
L-1350: 500 volts above 56 hertz.
L-1850-L-2350: 600 volts above 55 hertz.
The Controller monitors the voltage-frequency relationship and triggers the VR-P to respond
accordingly.
When the key switch is turned on and the Master Module is booted, 24 volts DC is applied to
the power supply card. This voltage is used to generate a +15V and -15V highly regulated
power supply. This supply is used to establish voltage references and provide power for the
whole electronic control. A +60-volt unregulated supply is also generated to provide power for
firing the SCRs, and two 12V supplies provide power to the four-wheel motor speed sensors.
The control system operates on the basis of a “closed loop” system. In other words, a
feedback is used to insure the response meets the command. When the operator depresses
the accelerator pedal, the machine is “commanded” to go a certain speed. Armature and field
current are directed to the four traction wheel motors. Speed sensors on each front wheel
send back information on machine speed. Armature and motor field currents are maintained
and adjusted to bring the machine to and keep the machine at the command speed.
The operator interface to the Controller is through the Master Module and the data bus. The
Direction Select switch, accelerator pedal, park brake switch, ENGINE SELECT switch, etc.
are coupled to a Remote Module in the cab. They are passed as data to the Master Module,
and then passed as data to the Controller. The three Remote Module cards in the Controller
convert this data back into useable signals for the Controller. As the accelerator pedal is
depressed, its output is received as a VAW signal to the Controller. The direction select switch
information converts this signal to VA. It will vary from 0 to +12 volts as the accelerator pedal
is depressed with forward selected; and it will vary from 0 to -12v with reverse selected. When
the direction switch is in neutral, VA is zero.
Two speed sensors measure the wheel speed. They are located on the front axle on opposite
sides. The speed sensor signals are processed by the control system producing the speed
signal, VN. VN is + or - one volt (depending on direction) for every 500 RPM of the wheel
motors. The rear speed sensors are used for monitoring only and are not used in the control
loops.
SERVICE MANUAL

As the operator works the accelerator pedal, differences will exist between VA and VN. This
produces the error signal, VE. It represents the “error” between what the operator has
commanded and the actual speed of the machine. The magnitude and polarity of the error
signal, VE, tells the control system how much torque is required and whether the torque should
be in the forward or reverse direction.
With the machine standing still, VE will depend solely on VA the first instant the accelerator is
depressed, because the speed signal VN is zero. With the machine traveling at some speed,
VE will depend solely on VN the first instant the accelerator is released, because VA now
equals zero. This illustrates the logic of whether the motors are producing power or braking. If
the scaled magnitude of VN is greater than VA, then VN dominates VE and braking torque is
produced.
SERVICE MANUAL
FIGURE 8

Figure 8. L-1350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM
Reserved LOADER
TA10079-8
TA10079-8
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TABBLANK
SERVICE MANUAL
FIGURE 9

Figure 9. L-1850-L-2350 BASIC LOGIC AND SIGNAL
FLOW DIAGRAM
Reserved LOADER
SERVICE MANUAL
NOTES
TA10490-8
TA10490-8
SERVICE MANUAL
TABBLANK
SERVICE MANUAL

The error signal is the command signal for the Field and Armature Converters. The illustrations
"L-1350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM" and "L-1850-L-2350 BASIC LOGIC
AND SIGNAL FLOW DIAGRAM" indicates that VE is split into VE POS (Polarity) and -|VE|.
These two signals together have the same information as VE. However, in the actual control
system circuitry, it is easier to utilize the two signals separately rather than the single VE
signal. -|VE| represents just the magnitude of the error signal (it doesn’t go + and -). VE POS
is digital and represents just the polarity of VE.
The wheel motors have separately excited shunt fields, and the direction of current through the
fields determines the torque direction of the motors. Armature current is always in the same
direction. The FC-P delivers current in either direction depending upon the polarity of VE
POS. If VE POS is negative, the Field Converter gives field current in the direction to produce
forward torque. If VE POS is positive, reverse torque is produced.
-|VE| determines the strength or magnitude of the wheel motor torque. -|VE| is the command
for both field and armature current, which together produce the motor torque. The illustrations
"L-1350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM" and "L-1850-L-2350 BASIC LOGIC
AND SIGNAL FLOW DIAGRAM" shows that -|VE| inputs a circuit which adds 6 volts to it,
producing a signal called 6-|VE|. This is the main input to the front and rear armature
command circuit blocks. The output from these two “command” blocks is combined with the
limit signals for each particular wheel motor. The limit signals adjust the command to limit
converter outputs for proper operation and system protection. These will be explained later.
As the command and limit signals in a particular converter are processed, a “control” signal is
produced that determines just at what point the SCRs should fire. The control signal is used to
generate the trigger pulses for the SCR firing. As the converter produces current, this current
is measured and a signal representing it is produced. These signals IF, IA1, IA2, IA3, IA4,
represent the field current and the four motor armature currents. They are fed back to their
respective “control” circuits, and the control signal then adjusts the triggering pulses. This
again is a closed loop system with the feedback causing the control signal to constantly adjust
so that the converter output will be what it is commanded to be.
Note that the error signals will be constantly changing. This is because the operator will be
working the accelerator, changing VA. Also the machine speed will be varying, changing VN.
Therefore, -|VE| will be commanding different armature and field currents in response to the
operator and machine dynamics. As |VE| and the limit signals vary, the control signals adjust
to the new commands then re-adjust in response to the feedback to insure the new commands
are met. One can see that the whole system is very dynamic in its operation and control.
There are several commands and limits that affect the outputs of the Field and Armature
Converters, and the interaction of these signals provide the desired machine performance
while maintaining prescribed and safe limit conditions.
SERVICE MANUAL

a. FIELD CONVERTER COMMAND AND LIMIT SIGNALS
The field command is separated into two command and feedback stages. These operate
simultaneously, and the actual field command becomes the smaller of the two. The
polarity or direction of field current is determined by VE POS, the polarity of the error
signal. Field Current 1 gives motor torque in the forward direction, and Field Current 2
gives torque in the reverse direction. Voltage and current limits are symmetrical in both
directions.
1. FIRST STAGE: The -|VE| signal gives the initial command for field current. This has
to be present for field current to be commanded. This field current magnitude will be
based on |VE| until limits or a smaller second stage command is imposed. In this
first stage, the field current command will be the smaller of |VE| and the imposed
overall current limit. The field current feedback, IF, adjusts the circuit until this
commanded current is obtained.
(a) FIELD SHAPING: Field current must be reduced as motor speed increases
above base speed to maintain proper motor voltage. The field-shaping curve
provides an approximate maximum level of current needed verses motor speed
for full allowable motor voltage.
(b) FC TEMP – OVER-TEMPERATURE: A thermistor monitors the temperature of
the Field Converter SCR heatsinks. If the temperature rises above safe
operating limits, the output current from the converter is reduced.
This should not occur unless there is some blockage of cooling air over the
heatsinks.
2. SECOND STAGE: A particular level of motor voltage is continually being

commanded, depending on the condition of operation. Until this voltage level is
satisfied by the VM Greatest feedback signal, the Command Motor Voltage is the
greatest of the two field commands. During this time the first stage just described is
the smaller and will be selected as the field command. If this current is more than
needed for the commanded motor voltage, the voltage will start to exceed the
desired level and the second stage will become the smaller command and thus take
over control. The motor voltage level is set by a bias at:
L-1350 - 550 volts for power and at 520 or 420 volts for braking.
L-1850-L-2350 - 650 volts for power and at 600 or 500 volts for braking.
(Refer to DYNAMIC BRAKING MODES). Also, the rate of rise of motor voltage is
limited by a ramp circuit to prevent fast changes, which could stress the system.
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b. ARMATURE CONVERTER COMMAND AND LIMIT SIGNALS
The armature commands and limits are established in two stages. The first stage is
divided into two sections giving VIAF and VIAR, the commands for the front and rear
axles. The first stage operates by selecting the smallest of the inputs. The second
stage takes the VIAF and VIAR commands and further limits them by subtracting the
second stage limit signals from them. After this process, the individual armature current
commands VIA1-4 are formed.
1. FIRST STAGE: The -|VE| gives the initial command for armature current. This has
to be present for armature current to be commanded. The 6-|VE| signal is -|VE| with
6 volts added to it. The added 6 is simply a mathematical method to allow the first
stage to select the smallest signal between -|VE| and the other limit signals to be
described. If any of the limits require a smaller current than -|VE| commands, that
smaller value will become VIAF or VIAR.
(a) MOTOR COMMUTATION SHAPE: As the speed of a DC motor increases, its
ability to transfer current from brushes to commutator decreases. Therefore, a
limit signal is produced that reduces the maximum allowable armature current
as the speed increases. This is called motor commutation shaping. There are
two limits produced: -VCLF limits current to the front motors, and –VCLR limits
current to the rear motors. Six volts is added to each of these signals so they
can be utilized in the “Select Smallest Circuit” producing 6-VCLF and 6-VCLR.
(b) HORSEPOWER LIMIT: This circuit operates by setting a current ceiling based
on a curve that maintains the product of motor voltage times current at a
prescribed horsepower level.
(c) IF PROPER: Whenever the machine goes from power to braking mode or vice
versa, the VE signal changes polarity, commanding the field current to also
change polarity. Since the field cannot change polarity instantaneously, there
is a small amount of time in which the commanded field is opposite the actual
field current. During this time, until the field current changes polarity, all four
armature currents are limited to zero. Armature currents are also limited to
zero at all times the field current is zero.
(d) TORQUE ADJUST: Two traction or torque control potentiometers also allow
reduction of maximum currents. As they are adjusted counterclockwise, the
maximum allowable currents are reduced. This allows independent reduction
of maximum torque on the front or rear axles to accommodate various
underfoot conditions. To adjust traction controls, set part brake, select forward
direction and fully depress accelerator pedal. Adjust front traction until VIA1
and VIA2 are at desired level and rear traction until VIA3 and VIA4 are at
desired level.
(e) ACCELERATION LIMIT: The acceleration rate of the machine is limited to
control the initial power surge and make overall acceleration smooth. Also in
braking the deceleration rate is controlled.
2. SECOND STAGE: The -VIAF and -VIAR signals are current commands for the front
two and rear two armatures, respectively. The second stage limit signals subtract
from these commands to form VIA1-4.
(a) VR TEMP/GEN TEMP - OVER-TEMPERATURE: A thermistor monitors the
temperature of the Voltage Regulator SCR heatsinks. Another thermistor
monitors the iron temperature of the generator. If either of these goes beyond
safe limits, the control system reduces the load on the generator and Voltage
SERVICE MANUAL

Regulator by limiting all four armature currents.
(b) VGEN LIMIT: If the AC voltage drops too low, this is an indication that too
much current is being taken from the AC Generator or that the generator field
hasn’t had time to respond to a sudden surge of AC current. When this occurs,
armature current is limited to all four wheels until the generator can recover.
(c) VH (GREATER THAN 68.0 HZ OR LESS THAN 63.0 HZ): The solid state
system and DC motors can demand more horsepower during acceleration or
hill climbing than the diesel can deliver. When this occurs, the diesel begins to
lug down to 1890 rpm (63.0 Hz on the generator); VHL starts to limit the
armature current, decreasing the load on the engine. Armature currents will be
maintained so that the diesel is delivering full rated horsepower without
excessive droop. VHL will completely unload all armature current if the engine
should lug below 1876 rpm. This would indicate an engine-related problem.
During dynamic braking, power is fed back into the engine via the generator
acting as a motor. This tends to over-speed the engine. If engine speed
reaches 2040 rpm (68.0 Hz), VHL will again start to limit armature current.
Armature current to the converters will be completely shut off if engine speed
reaches 2080 rpm.
(d) SLIP LIMIT: Since each wheel has a common base command (VE), there is a
tendency for a wheel to spin excessively if it should break traction while the
others are pulling. The control system continuously monitors the CEMF of
each wheel and compares it to the smallest CEMF of all four wheels when in
the power mode and the largest CEMF when in braking. For a specific field
current, CEMF, like motor voltage, relates to motor speed. Therefore, if the
CEMF of one wheel rises above the others, this indicates that the wheel is
slipping or spinning and armature current is cut back to that wheel. The effect
of slip limit is reduced as machine speed increases and when making a turn, to
keep from reducing tractive effort to the outside wheels when steering.
(e) ARMATURE CONVERTER/MOTOR TEMP – OVER-TEMPERATURE: A
thermistor monitors the temperature of an Armature Converter heatsink. Also a
thermistor monitors the temperature of each motor winding. If any of these go
beyond safe limits, the control system reduces the output of the appropriate
converter until a safe temperature is reached. Over-temperature condition can
happen if the machine is “overworked” even though the cooling system
(blower) is operating properly.
(f) RAMP LIMIT: As the four current command signals VIA1-4 are generated, their
rate of rise or fall is limited by a ramp circuit to insure that best motor
commutation. The ramp limits the rate of fall to approximately:
L-1350: 400 amp/sec for motor speed above 600 rpm and 1500 amp/sec below
600 rpm.
L-1850-L-2350: 680 amp/sec for motor speed above 600 rpm and 2500
amp/sec below 600 rpm.
SERVICE MANUAL
FIGURE 10

Figure 10. L-1350-L-1850-L-2350 LOGIC DIAGRAM ENABLE

SIGNALS AND OPERATOR ALARM-TRACTION SYSTEM
Reserved LOADER
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NOTES
TA10080-8
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TABBLANK
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c. DYNAMIC BRAKING MODES
There are two modes of Dynamic Braking available on the Loader. These are called
Reduced Voltage Braking and Normal Voltage Braking. Whenever the control system
determines that braking is required to maintain machine speed and the accelerator pedal
is not fully released, the Reduced Voltage Braking Mode is active. The field control limits
the highest motor voltage to:
L-1350: 420 volts.
L-1850-L-2350: 500 volts.
If full braking effort is required, either to stop the machine (accelerator pedal released) or
to reverse direction of travel, or if maximum travel speed has been exceeded, then the
Normal Braking Mode will be active and motor voltage can go to:
L-1350: 520 volts for maximum braking effort.
L-1850-L-2350: 600 volts for maximum braking effort.
d. LOGIC SIGNALS:
Discussion so far has assumed that all the proper logic signals are present. Before the
system can even begin to operate, it has to have several digital logic signals that allow
the various converters to enable. Each converter requires a +13-volt enable signal for
operation. VEVR, VEFC, VEAC1, VEAC2, VEAC3 and VEAC4 are called the enable
signals. If any of these signals are -13 volts, the SCR triggering pulses to that converter
are inhibited. NOTE: These are digital signals and can vary from +12 to +15 volts
and from -12 to -15 volts.
A diagram of the logic sequence is shown in the illustration "L-1350-L-1850-L-2350
LOGIC DIAGRAM ENABLE SIGNALS AND OPERATOR ALARM-TRACTION
SYSTEM". The blocks represent “gates”. The gates give true or false (hi or lo) outputs
depending on the type of gate and status of the inputs.
To activate the generator prime circuit, the (1) key switch must be on, (2) Master Module
booted, (3) high throttle switch on, and (4) VGEN less than 2.0 volts (AC voltage less
than 200 volts). If these four conditions occur, the generator will prime.
For the Voltage Regulator to enable (VEVR = +13V), three conditions must be proper:
(1) ENGINE SELECT switch in the HI throttle position, (2) VH proper when in the standby
power mode, and (3) ground fault circuit must be proper.
If any one or more of these three conditions is missing, the Voltage Regulator will not
enable (VEVR = -13V). If any of these conditions occur during operation, VEVR will go
low, shutting down the AC voltage.
For the Field Converter to enable (VEFC = +13V), three conditions must be proper: (1)
VGEN signal greater than 3.0 volts (1.2 volts for L-1850-L-2350), (2) FC fuses proper. If
any of the power fuses are blown, or any of the phases is missing, the FC Fuse Proper
signal will not be there. (3) Load bank mode must not be active. If any one or more of
these three conditions is missing, the Field Converter will not enable (VEFC = -13V).
For an Armature Converter to enable (VEAC1, etc. = +13V), six conditions must be
proper: (1) VGEN signal greater than 3.0 volts (1.2 volts for L-1850-L-2350), (2) Park
Brake released or Load Bank Mode, (3) Power Supply proper. If the ±15-volt supplies
are missing or significantly out of tolerance, this signal will not be proper. (4) Card
interlock. If any of the interlocked cards are not properly inserted in the Controller, this
signal will not be proper. (5) Controller reference fuses, and (6) Power fuses. If any
power fuses or reference fuses are blown, or if any of the phases are missing, the AC
Fuse Proper signal will not be there. If any one or more of these six conditions are
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missing, the particular Armature Converter will not enable (VEAC1, etc. = -13V). Note
that the first five conditions are common to all four Armature Converters while the sixth
condition will pertain only to the converter that has the fuses in question.
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e. OPERATOR ALARM LIGHTS
There are three operator alarm lights in the cab display. The blue light indicates
maintenance alerts and operational information. It is not connected with any of the
Controller functions. The yellow light indicates a “warning” condition, and the display
screen will read out a description of the condition. An over-temperature or over-current
would be examples of “warning” displays. The red light indicates an “alarm” condition.
Again, the display screen reads out the description and location of the condition. The
red light means the condition needs immediate attention, and requires the machine be
shut down as soon as it is safe to do so.
f. OTHER SAFETY AND OPERATION FUNCTIONS
Since motor speed information is so important to proper control, a failsafe circuit looks at
the output of both speed sensors. VM1 and VM2 are brought in to determine whether or
not the speed sensors are operating properly. If the wheel motor voltages (VM1 and
VM2) exceed a certain amount with no speed information being received from that
motor, then the speed sensor fail is activated. It is also activated if the speed sensor
direction signals do not agree. If the speed sense fail condition is indicated, the
speed/torque command (VA) is disabled. If one speed sensor has failed, the machine
can travel about 2 mph before the failsafe will activate.
The operator has available a dynamic brake boost switch (pedal). When the accelerator
pot is released and the machine begins to slow down, the error signal VE decreases.
This reduces the command to the field and armature converters, reducing the braking
effort. When the Brake Boost Pedal is depressed, the field is boosted to about 60% of
its maximum value (although any existing limits will still apply). It also multiplies VN by
four that will also boost VE by that amount. This will keep armature currents up longer.
The combined effect boosts the braking effort at slower speeds.
The Operating Wheel Motors switches on the Controller allow machine operation with
less than four motors. The procedure is to completely isolate the faulty motor(s) (field
and armature) and place the appropriate switch in the DOWN position. These switches
scale the field current signals and disable the CEMF signal (-VG1, etc.) so the control
system operates properly with the reduced number of motors.
The Controller also has built in circuitry that monitors the operation of the power
components of the dynamic braking system. Such things as braking diodes becoming
shorted or open or grid resistors or cables becoming open will be detected. This is
indicated by a warning message on the display screen. It is suggested that the machine
only be moved to a safe place for checking out the braking system and correcting the
fault.
g. GROUND FAULT OPTION
The ground fault option consists of a 100-ohm power resistor assembly that is
connected between generator neutral and machine frame. The Prime/Ground Fault
Detector card contains circuitry that measures the voltage across the resistor and hence
the current through it. It measures both AC and DC current. Since both the generator
and converter outputs are referenced to neutral, any leakage to frame will flow through
the resistor to neutral. The C20 card gives a ground fault alarm when fault current
reaches 0.5 amps (50V across the resistor). If a generator phase goes directly to
ground, the fault current is limited to:
L-1350: 2.8 amps
L-1850-L-2350: 3.46 amps
SERVICE MANUAL

The alarm and shutdown process is described in C-20 PRIME/GROUND FAULT
PROTECTOR. Neutral is tied to frame if the ground fault option is not used.
h. SPECIAL OPERATIONAL MODES
The Load Bank Mode allows the Armature Converter outputs to be connected to the
braking grids and used to load the engine to check engine horsepower. The Load Bank
Mode is activated by energizing the Load Bank switch located on the Controller and
setting the park brake. In this mode, the FC Enable signal is held low (VEFC = -13V),
which disables the Field Converter. Also, the Speed Sense Fail signal is not allowed to
activate since in this condition there is motor voltage but no speed, and the IF Proper
signal is held proper even though field current is zero. With the above conditions set,
horsepower is determined by selecting forward or reverse direction and fully depressing
the accelerator pedal. Allow a few seconds for the system to stabilize and read the HP
output on the display screen. Actual engine horsepower is the readout divided by
generator and system efficiency plus parasitic losses.
A Standby Power Mode is available on the Controller to allow operator setting of the
generator voltage and frequency (engine speed) to use the Loader as a standby
engine/generator. Power can then be taken from the generator to operate other
electrical equipment. The Standby Power Mode is activated by energizing the Standby
Power switch located on the Controller. The voltage adjust pot can then be rotated to
adjust the generator voltage between approximately:
L-1350: 300 to 500-VAC.
L-1850L-2350: 300 to 600-VAC.
The frequency adjust pot regulates the command to the engine governor. The engine
speed can be adjusted between 1410 to 1980 rpm (47 to 66 Hz). If engine rpm varies
between +10% or –15% of set values, the generator output will shut down. The Standby
Power switch and key switch will then have to be cycled to re-enable the Voltage
Regulator. A Standby Power option is available that includes a junction box with a fused
output buss to facilitate connections.
SERVICE MANUAL
SOLID-STATE CONV SYS...CONT'D

PANEL AND CARD DESCRIPTION
The location and general description of the solid-state panels, power flow and signal flow have
been given in INTRODUCTION TO TRACTION SYSTEM. This section will describe more
specifically the functions of each card and panel.
a. CONTROLLER
The Controller performs the logic and command functions that control and regulate the
output of the six converters. This is done on printed cards that are serviceable at the
front of the Controller. the 309-VAC input provides Feedback for voltage regulation and
phase information for SCR triggering is provided by a six-phase control transformer
receiving voltage of:
L-1350: 309-VAC
L-1850-L-2350: 600-VAC
Two torque control pots allow reduction of front wheel and rear wheel maximum torque.
Operating Wheel Motors switches rescale certain voltage to allow operation with less
than four traction motors (CONTROLLER COMPONENTS
LOCATION/IDENTIFICATION).
The Load Bank and Standby Power switches allow the system to be put in the Load
Bank Mode and Standby Power Mode, respectively. The Auxiliary Tester Signals switch
directs the indicated signal to the VAUX input of the display screen.
1. C1 – THROTTLE LOGIC CARD: C1 generates the Frequency command (VHC),
Frequency Feedback (VH), and Frequency limit (VHL) signals. The VHC signal is
used to set the start points for the VHL signal and to adjust engine rpm when in the
Standby Power Mode. At low throttle the VHC signal is set at 2.3V (700 rpm) but is
not active. When the Hi throttle position is selected, VHC is set at 6.6v (1980
rpm/66 Hz) that corresponds to the speed command given to the engine. When the
Hi throttle position is selected and the Shop Mode switch is turned ON, VHC is
reduced to 5.0V (1500 rpm/50Hz) and the engine also is commanded to run at that
speed. This mode limits speed and performance and is designed to be used around
the shop area to reduce noise.
The VH signal is derived from counting generator frequency and indicates the
frequency or speed of the generator (and engine). In the Hi throttle and Shop
modes, a VHL signal is produced if the VH signal varies a certain amount below or
above the VHC signal. This indicates the engine is being loaded or overdriven
beyond its capability, and the VHL signal reduces motor armature current to
compensate.
The Standby Power switch on the Controller enables the loader generator to be
used as an auxiliary power source. When this is turned ON, the Frequency pot on
the Controller adjusts the VHC signal from 4.7V to 6.6V (1410 to 1980 rpm/47 to
66HZ) and this in turn tells the Master Module to run the engine at that speed. This
mode also allows the Voltage adjust pot on the Controller to set the generator
voltage (See C4).
2. C2 – SPEED ERROR CARD: The C2 card receives direction and speed command
information from the operator and speed information from C9 (VN, |VN|) and
generates the error (VE) signal.
The accelerator and direction select information comes to the Controller via the CAN
bus and to C2 through the Remote Module/Interface card RI2. From these the
SERVICE MANUAL
SOLID-STATE CONV SYS...CONT'D

speed command VA is generated. From VA and VN, the speed error signal VE and
its counterparts -|VE|, 6-|VE| and VE POS are formed. VN is shaped so that a
maximum VA of 12 volts allows a machine speed of about:
L-1350: 10 MPH
L-1850-L-2350: 10.5 MPH
In the “shop mode”, a “slow speed” mode signal inputs this card. This limits VA to
7.9 volts and VN is shaped so a machine speed of about:
L-1350: 5.4 mph is allowed.
L-1850-L-2350: 5.7 mph is allowed.
The brake boost switch comes into this card. This will multiply the effect of VN by
four for better dynamic braking.
The commutation curves are shaped on this card. These are 6-VCLF and 6-VCLR.
The front and rear “torque controls” also come in to reduce the maximum value of 6-
VCLF and 6-VCLR. A Brake Mode input signal releases effects of the torque
controls when the machine is in dynamic braking to insure maximum braking torque
is always available.
The acceleration limit also comes into the commutation circuit to reduce torque if the
acceleration rate exceeds a prescribed limit.
The VA+ and VA- signals are generated to indicate which direction is commanded.
SERVICE MANUAL

3. C3 – SLIP LIMIT/BRAKE MODE CARD: C3 receives the calculated Motor Voltage
signals (VM 1, 2, 3, 4) and Armature Current signals (IA1, 2, 3, 4) and generates the
CEMF signals (VG 1, 2, 3, 4). The four Slip Limit signals (VS1, 2, 3, 4) are
generated by comparing individual VG signals with the average of four. The steer
pot position information comes in through RI1 to reduce the slip limit effect as the
machine is steered. The slip limit effect also reduces as the VG signals increase.
The Operating Wheel Motors switches re-scale the circuit to give a proper average
when operating on less than four motors. The slip limits go to C6 to reduce
armature currents to slipping wheels.
The Brake Mode and Power Mode signals are generated on C3 to indicate the
status of the system. The logic signals VA+, VA-, VN POL and the |VN| signal input
this card to produce the NOT RED BRKG signal, which reduces motor voltage when
the system is in a reduced braking condition (Refer to DYNAMIC BRAKING
MODES).
4. C4-VR CONTROL: Card C4 generates the enable, command, control and alarm
signals for the Voltage Regulator.
C4 receives VCA, VCB and VAB from the six-phase control transformer and
generates the VGEN signal that indicates the generator output voltage. VGEN is
used to create the VGEN>3 (VGEN >1.2 on L-1850-L-2350) and Prime Inhibit logic
signals. When VGEN>3 is high (+13V), the field and armature converter enable
signals (C5 and C6) can go high if the other conditions for these circuits are met.
The Prime Inhibit goes high (+13V) and shuts down the priming circuit on C20 when
VGEN reaches 2 volts.
If the VR Fuse Proper signal (C22), Voltage Enable (C20) and Standby Enable
signal are high (+13V), then the Voltage Regulator Enable Signal (VEVR) will be
high, enabling the SCRs to trigger as soon as there is enough generator output to do
so. The VR Inhibit output inhibits the SCR trigger pulses on C10 when VEVR is low
(-13V). If the Fuse Proper circuit on C22 indicates a blown fuse, a Converter
warning message and a Blown Fuse message will be displayed on the screen.
The VH signal creates a VR CMD signal at the ratio of:
L-1350: 8.93V per hertz up to 500-VAC.
L-1850-L-2350: 10.91V per hertz up to 600-VAC.
The L-1850 and L-2350 are variable generator voltage machines. Generator
voltage will be 350-VAC when machine speed is less that 2.7 mph, 600-VAC
when machine speed is greater than 6.4 mph and linearly variable when the
machine speed is between 2.7 and 6.4 mph. Generator voltage will always
be 600-VAC when in braking and above 2.7 mph (L-1850-L-2350 VARIABLE
GENERATOR VOLTAGE).
VGEN nulls with the VR CMD to produce the VR Control signal, which goes to C10 to
establish SCR trigger timing. The Not Standby signal allows the Voltage Adjust pot
located on the Controller to vary the generator voltage from:
L-1350: 300 to 500-VAC when in the Standby Power Mode, as long as the 8.93V/Hz
ratio is not exceeded.
L/1850L-2350: 300 to 600-VAC when in the Standby Power Mode, as long as the
SERVICE MANUAL

10.91V/Hz ratio is not exceeded.
The Standby Enable signal will go low as VH drops below 15% or goes higher than
10% of the VHC input when in Standby Power Mode. The Load Bank Mode boosts
the normal generator output to:
L-1350: 550-VAC.
L-1850-L-2350: 700-VAC.
SERVICE MANUAL

5. C5 – FIELD CONTROL: Card C5 generates the Enable, Command, Control, Inhibit
and Alarm signals for the Field Converter. The FC Fuse Proper signal from C22 and
VGEN>3 from C4 input this card to create VEFC. If VEFC is low, the Field
Converter is not enabled and inhibited from triggering. This will create a converter-
warning message that will be displayed on the screen unless the Controller is set to
the Load Bank mode. In the Load Bank mode the Field Converter is purposely
disabled. If a fuse is blown, a blown fuse message will also be displayed on the
screen.
A field-shaping curve (VFL) is generated from the absolute speed signal (-|VN|) that
comes from C9. The FC Temp signal from C23 combines with VFL to establish an
overall field limit curve. The |VE| signal is the base command for field current, but
the actual field command is the smallest value between it and the overall limit. This
signal is called VIF.
Field current feedback (IF) is formed from scaling the transducer signals on C13. IF
is nulled with VIF to satisfy “current” section of the Field Command. A second
section of the Field Command asks for a prescribed motor voltage:
L-1350: VML (550V in power, 520V in braking, and 420V in reduced braking).
L-1850-L-2350: VML (650V in power, 600V in braking, and 500V in reduced
braking).
The four motor voltages input this card, and the greatest one serves as a feedback
for this section. Therefore, if a motor voltage begins to exceed the prescribed limit,
field current will be controlled to prevent this. To do this, the Motor Voltage section
and the Field Current section of the Field Command are brought together, and the
smallest is selected for the actual command. Whenever the system goes into
braking mode, the motor voltage command sets to 200 volts and ramps up to the
maximum of:
L-1350: 550V to control rate of current rise.
L-1850-L-2350: 600V to control rate of current rise.
Also, if generator voltage dips below a prescribed level, the line limit signal (VLL)
comes in to reduce the VML signal, preventing SCR problems. The command
signal, along with the voltage and current feedbacks, generates FC CTRL1 and FC
CTRL2, which go to C10 to establish the SCR trigger timing for the “on” bank.
IF is also used to generate a signal that tells the polarity of IF, and when it is equal to
zero. This sets the parameters for inhibiting and enabling the two banks of SCRs.
IF polarity is compared with VE POS to form IF Proper. This signal indicates if IF2 is
not the proper polarity or is equal to zero, and limits the armature currents to zero
during this time. This signal is held “proper” during the Load Bank Mode.
The FC-P Converter Panel has two banks of SCRs, one for forward torque and one
for reverse torque. The IF Polarity signal indicates which bank is active. The FC
Inhibit signals are FC Inhibit 1 and FC Inhibit 2. They are both activated if VEFC
enable signal is low, inhibiting the SCR trigger pulses on C10. Also, if one FC-P
bank is on, the other is inhibited. When opposite torque is commanded, the off SCR
bank will remain inhibited until the field current is reduced to zero plus an additional
0.1 second. Then the off bank will be allowed to come on and the other bank is now
inhibited.
The Load Bank switch input creates the Load Bank Mode if the Park Brake is set.
This shuts off field current, prevents Field alarms, and boosts generator voltage for
this condition.
SERVICE MANUAL

6. C6 – AC COMMAND LIMIT: The C6 card receives all the signals that can limit and
enable (or disable) the four Armature Converters. Each Armature Converter has its
own limit and enables circuits although some inputs are common to all.
The VGEN>3.0 (VGEN >1.2 on L-1850-L-2350), Power Supply Proper, Load Bank
Mode, and Park Brake Release signals input the four enable circuits. Also the fuse
proper signals from the AC Blown Fuse (C21) card comes into its respective enable
circuit. The Card Interlock signal inputs all four enable circuits to disable the
Armature Converters if any of the interlocked cards are not properly inserted in the
Controller. The enable circuits put out the VEAC 1, 2, 3, 4 signals. If the Park Brake
or the Load Bank Mode is high and all the other signals are proper, these will be
“high” and the Armature Converters will be enabled. If any of the inputs are
improper, the affected VEAC signal will be “low” and the converter(s) will be disabled
(The SCRs cannot fire).
The 6-|VE| signal is the Initial Armature Command. This is compared to 6-VCLF,
and the smallest is selected to give the Front Armature Command, VIAF. 6-|VE| is
also compared to 6-VCLR, and the smallest is selected to give the rear Armature
Command, VIAR. These signals are also compared to IF NOT PROPER from C5
and HP LIM from C13, and if these are smaller, they will become VIAF and VIAR.
VIAF input the two front commands, VIA1 and VIA2; and VIAR input the two rear
commands, VIA3 and VIA4. Additional limits input the individual command circuits
to subtract from VIAF and VIAR. A limit signal reduces all currents if VGEN drops
below a prescribed level. The VHL signal limits all currents as engine rpm drops to
its full power point or over-speeds beyond a prescribed point. VR/GEN TEMP limits
all armature currents if these temperatures exceed maximum levels. The Slip Limit
signals (VS 1, 2, 3, 4) limit the current command to the offending motor. If the
converter heatsinks or motor armature exceeds the prescribed level, the current to
the offending motor is limited. The VIA 1, 2, 3, 4 commands go to C7 where the
control signals are formed for SCR triggering.
If any of the VEAC signals go low when a normal operating status is in place, the
display screen will indicate a converter-warning message. An additional blown fuse
message will appear if the “not-enable” is caused by a blown fuse.
SERVICE MANUAL

7. C7 – AC CONTROL: Card C7 generates four AC (Armature Converter) control
signals that establish when the armature SCRs are to fire. There are four identical
circuits for the armatures.
The individual Armature Command signals (VIA 1, 2, 3, 4) input this card and are put
through a ramp circuit. This limits the rate of rise of current command to 400
amp/sec when motor speed is greater than 600 rpm and 1500 amp/sec when motor
speed is less than 600 rpm. The Armature Control circuits receive these ramped
commands and sums them with the Current Feedback signals (IA 1, 2, 3, 4) to
generate the individual Armature Control signals (AC 1, 2, 3, 4 CTRL). These go to
C11 to establish the time to trigger the SCRs. In addition, the Armature Converter
Enable signals (VEAC 1, 2, 3, 4) input the card to produce four inhibit signals.
These signals will not allow the respective Armature Converter SCRs to fire if the
enable is low (not enable). Also, as the enable signals go from low to high, the
control signals are released on a “ramp” to prevent them from being full on when the
enable signals go high.
8. C8 – REFERENCE SIGNAL: The C8 card generates twelve reference signal curves
used for SCR triggering and twelve reference signals that establish end stops or
limits on the period of time in which a SCR can fire.
The reference signal curves VC (1-6) are derived from the six-phase control
transformer and are 60 electrical degrees apart. One signal is used for each SCR,
giving a capability of setting up a firing sequence for six SCRs. This is the number
of SCRs used in a full-wave bridge such as the Armature Converters. For a half-
wave bridge such as the Voltage Regulator and the two banks of the Field
Converter, three of the reference signal curves are used.
The other six reference signals VES (1-6) are also derived from the control
transformer and are 60 electrical degrees apart. They are digital signals that
establish a period of time in which the SCR is to fire and must fire.
9. C9 – SPEED SIGNAL: The C9 card directly receives speed and direction
information from the speed sensors (pulse tachs) mounted on the two front wheel
motors and processes it to produce the speed signal |VN|. |VN| represents the faster
of the two front motors and is used in forming the commutation and field shaping
curves. VN is produced from |VN| and is negative in forward direction and positive in
reverse direction. The polarity of VN is determined by the directional signals from
the speed sensors and from a direction calculated from Brake Mode and IF POL. To
minimize the effect of failure of any direction information signal, two out of the three
signals are used to determine speed signal polarity. VN DIFF signal is an indication
of a difference in front wheel motor speeds.
VM1 and VM2 are brought in to determine whether or not the speed sensors are
operating properly. If wheel motor voltage (VM1 or VM2) exceeds a certain amount
with no speed information being received from that wheel motor, then the speed
sense fail is activated. The speed sense fail signal is also activated if the speed
sensor direction signals do not agree and motor speed is greater than 600 rpm. If
the speed sense fail condition is indicated, the VA signal is disabled, which prevents
a speed command from being generated. A VN>1.2 signal is generated to indicate
when motor speed is greater than 600 rpm.
SERVICE MANUAL

10. C10 – C11 – TRIGGER SIGNAL: C10 and C11 generate the trigger pulses to fire
the SCRs in the six converter panels. The C10 and C11 cards are each composed
of two identical sections giving capability of triggering for two sets of six SCRs. The
four Armature Converters utilize the two C11 cards. The C10 card uses one
section to trigger the two Field Converters banks of three SCRs each and one-half
section to trigger the three Voltage Regulator SCRs.
Six reference signal curves from C8 come into each card. The reference signal
curve makes a sweep from approximately +6 volts to -6 volts in 180 electrical
degrees. At some point during this sweep, the “control signal” will match (the
“control signals are the final control for establishing when the converter SCRs are
to fire) (refer to C4, C5 and C7). When the reference signal curves and the control
signal match, a trigger pulse is generated and sent to the appropriate converter.
Another six reference signals from C8 establish end stops. The end stops
determine the earliest time a SCR can fire during the reference curve sweep, and
they determine the latest point during the sweep that the SCR must fire.
The inhibit signals (refer to C4, C5 and C7) also come in to prevent generating
triggering pulses for a converter that is not enabled.
An oscillator circuit on each half of this card takes a trigger pulse and divides it into
a string of pulses 40 microsecond wide with a 200 microsecond off time. This is
referred to as “picket fence” string and it matches the pulse transformer
requirements on the trigger cards located on the converter panels. Those pulses
are sent directly to the panels.
11. C13 – I/V FEEDBACK CARD: C13 receives the measured motor voltage MV- and
MV+ from the voltage divider board on each Armature Converter panel and
generates the four Motor Voltage signals (VM 1, 2, 3, 4). The transducer outputs
for field and armature current feedback are processed on this card. From these,
the field outputs are sent to C5 to produce the IF signal. The four armature current
signals (IA 1, 2, 3, 4) are produced on this card. The armature currents and motor
voltages are summed and multiplied to produce HP, a signal representing the
electrical output of the four converters. A HP LIM signal is produced that goes to
C6 to limit current so that no more than:
L-1350: 400 horsepower per motor can be commanded.
The HP LIM signal is defeated in braking and Load Bank Mode.
12. PS – POWER SUPPLY CARD: This card receives the 24-volt battery voltage when
the Master Module is booted and running. This 24-volt generates the +15V and -
15V highly regulated power supplies. These power all the Controller cards and set
reference voltages. Also, 12 VDC for the speed sensors is provided.
A +60-volt non-regulated supply is also generated. This goes to the Panel
Interface cards on the six converter panels that use it to provide trigger power for
the SCRs.
The Power Supply card generates the Power Supply Proper signal. It disables the
Armature Converters (C6) if the +15 and -15-volt supplies are missing or
significantly out of tolerance.
SERVICE MANUAL

13. C20 – PRIME/GROUND FAULT DETECTOR: Card C20 supplies priming current
to the generator field in order to bring the voltage output of the generator up to
where the Voltage Regulator can take over. Also, circuitry to monitor and detect
ground faults and shut the machine down in a logical order is provided. The
ground fault function is only meaningful if the ground fault option is installed on the
machine.
Priming current from the 24-volt battery is inverted, isolated and fed through a small
SCR to the VR panel. A Prime Inhibit signal (from C4) deactivates this circuit when
priming is complete. When the ENGINE SELECT switch is turned to the LO throttle
position or when a ground fault has been detected and the appropriate shut down
procedure has sequenced, the Voltage Enable signal goes low and is fed back to
C4, disabling the Voltage Regulator. This shuts down the AC voltage output from
the generator.
If the ground fault option is installed so that a fault can be detected, the machine is
shut down in the following sequence. First, a one-second delay occurs to insure
the fault is real. Then a signal is sent to the RI-3 card, which passes the condition
status to the Master Module. The red alarm light is energized and a ground fault
alarm message is displayed on the screen. At the same time, the accelerator pot is
disabled (VA Enable goes low) putting the machine into a braking mode. When the
machine speed is below ½ mph, the Voltage Enable signal goes low shutting down
the generator excitation and AC voltage.
14. C21 – AC BLOWN FUSE DETECTOR: The outputs of the three power phase
fuses for each AC-P located on the AC Fuse Panel are reduced through a divider
circuit on the Panel Interface card located on each converter panel. On AC-P1,
another set of reference fuses is reduced through its Panel Interface card. This set
is the reference for all the armature converter fuses. C21 receives the reference
set and compares the individual signals with the reference. If a fuse output is
missing when compared to the references, the amber light will activate and a blown
fuse warning message will be displayed. If a reference is missing, a blown fuse
message will be displayed for all the armature converters.
When a DC output fuse is blown, the armature converter circuit opens. When a
command is given, the output voltage (VM) goes to its peak value, which is above
the normal operating level. If VM1, 2, 3 or 4 reaches this level for more than 2 ½
seconds, a blown fuse indication is given that is latched in. This couples to the
phase blown fuse circuit that will activate the warning and message. A blown fuse
condition will disable the offending converter.
The converter and motor temperatures from C23 are combined on this card to form
the AC/M TEMP signals that go to C6 to limit armature current for over-temperature
conditions.
15. C22 – VR/FC FUSE/BRAKING DETECTOR: Card C22 monitors the three power
input fuses to VR-P and the three power input fuses to the FC-P. These voltages
are reduced through a divider circuit on the Panel Interface cards, which are
located on the VR-P and FC-P converter panels.
The VR-P fuse detection uses a balance circuit that becomes unbalanced if one or
two of the fuses are blown. The VR Fuse Proper signal goes low for this condition.
The FC Panel Interface card also receives the control fuse outputs that feed the
Controller through connector I-1. These set up a reference for the FC fuse
detection. C22 compares the Power Fuse signals with the reference. If a fuse
SERVICE MANUAL

output is missing, the FC Fuse Proper signal goes low.
If a blown fuse condition occurs, the amber light will activate and a blown fuse
warning message will be displayed. Because the FC uses the phase inputs to the
Controller as a reference, a blown fuse indication for the FC can also mean a
Controller fuse has blown.
C22 also monitors the voltage at the braking diode on each Armature Converter. If
the diode is open or shorted, or the grid is open, a Retard Fail warning will be
displayed on the screen. The failure indication is prevented on a motor if the
Operating Wheel Motors switch is turned down.
SERVICE MANUAL

16. C23 – THERMISTOR/TEMPERATURE: Card C23 handles the scaling for all the
thermistors of the control system. The converter panel thermistors are brought in
through the respective Panel Interface cards. These are scaled to give TEMP
output voltages that are used to reduce converter outputs when heatsinks get too
hot. These are also sent to the Remote/Interface cards (RI1, 2, 3) that pass them
to the Master Module so temperatures can be read on the display screen. When
the temperatures reach the point at which converter outputs begin limiting, a
warning message will be displayed on the screen. A second warning message will
be displayed if the temperatures continue to climb to a maximum limit. The various
Remote Modules on the machine read the motor and generator temperatures,
which also can be read on the display screen. The warning messages react in the
same manner as for the heatsinks. The Master Module sends the motor and
generator temperatures to the RI1, 2, 3 cards, which then go to C23. C23 scales
these to give TEMP output voltages that are used to reduce armature converter
outputs when a motor or the generator is too hot.
17. C24 – TRANSDUCER POWER SUPPLY CARD: This card supplies the +15VDC
and -15VDC power to the six Panel Interface cards. This power is directed to the
current transducers, which supply current feedback signals. The +15 volt is also
used to provide the supply for the heatsink thermistors.
18. RI1, RI2, RI3 – REMOTE/INTERFACE CARD: These three card assemblies
connect the Master Module to the Controller via the CAN Bus. The CAN Bus is a
communication link that ties all the machine systems together. Each card
assembly consists of Remote card and an Interface card. These two cards are
mechanically assembled with standoffs with ribbon cable electrically tying them
together. The Remote card contains a microprocessor that controls 24
programmable I/O points and communicates with the CAN. The Interface card
contains the standard Controller connector that attaches to the card rack. It makes
the connection with the CAN bus, inputs the 24V and ±15V supplies, inputs the
address connection, transfers any direct Remote Card connection to the other
Controller cards, and buffers and scales signals that go between the Remote card
and the Controller. The address connection specifies to the Master Module what
configuration program each Remote Card should have, and that will be
automatically loaded. Therefore, these cards can be swapped to any of the three
locations and they will automatically be programmed correctly.
Remote/Interface Card 1 (RI1):

Outputs from the Master Module that commands Controller action and give operational
information:
Hi Idle Slow Speed Brake Boost
M1 Temp M2 Temp Steer Pot
SERVICE MANUAL

Outputs from the Controller that give the Master Module signal status and information for
alarms, warning, feedback messages, and control:
VIA1 VIA2 VE
IA1 IA2 VE POS
Fu Prop AC1 Fu Prop AC2 IF
Op Alarm AC1 Op Alarm AC2 Op Alarm FC
Freq LF Spd Freq RF Spd Standby Mode

information:
FWD VA Enable Front Reduction
REV VAW GEN Temp

VHC VIF Fu Prop VR
VH Fu Prop FC OP Alm. VR
VHL VAUX VR Temp
VML FC Temp RTD FAIL
VM1 VN POL LT RTD
VM2

information:
Prk Brk Rel M3 Temp M4 Temp
1100 Rpm Idle Rear Reduction
AC3 Temp VIA3 VIA4
AC4 Temp IA3 IA4
HP VM3 VM4
I Rotor FU Prop AC3 FU Prop AC4
OP Alm GF OP Alm AC3 OP Alm AC4
Load Bank Md Freq LR Spd Freq RR Spd
SERVICE MANUAL

b. VOLTAGE REGULATOR – VR-P: This converter panel provides DC power to the AC
Generator field. The converter is a half-wave bridge (3 SCRs) and is operated off:
L-1350: 500-VAC generator main taps (A, B, C).
L-1850-L-2350: 600-VAC generator main taps (A, B, C).
The inputs are fused with three 200-amp power fuses. Power flow is from the output
terminal (labeled “7”), through the generator field, and returned to neutral (N). A snubber
network is across each SCR, and a MOV is across the output for transient suppression.
The priming output from C20 enters the VR-P at the Panel Interface card. It goes to a
terminal strip marked “P”, is jumpered to the terminal strip marked “P2”, goes through a
10 ohm resistor to the converter output (“7”). Priming current ceases when the VR-P
begins functioning.
When the Standby Power option is installed, relay contacts are inserted between “P” and
“P2”. The relay is driven by an output from C20 called “Relay Drive”. When priming is
complete, the relay opens isolating generator field connection from the Controller. Since
the load for the Standby Power output is unknown, this is done to prevent possible
transients from causing damage to the Controller.
A thermistor is embedded in one of the SCR heatsinks. It senses the heatsink
temperature and limits armature converter outputs when an over-temperature condition
occurs.
A transducer, external to the panel, measures the current output. It receives excitation
power from the Controller through the Panel Interface card, and sends the measured
current output back. This is generator rotor current.
The Panel Interface card forms the connecting junction between the Controller and the
VR-P panel. It receives the three trigger pulses, the ±15V supplies for the current
transducer and thermistor, the 60V supply for SCR triggering, and the prime and relay
drive outputs. It also sends back the thermistor output, transducer output, and the fuse
status voltage through a divider arrangement.
There are three SCR Trigger/Snubber cards, one for each SCR. The trigger portion
provides an amplified and isolated trigger pulse to the gate/cathode of the SCR. The
snubber portion connects a RC circuit across the anode/cathode of the SCR to suppress
switching transients.
c. FIELD CONVERTER – FC-P: The FC-P panel provides DC power for the four motor
fields, which are connected in parallel. The FC-P is actually two half-wave converters,
referred to as the positive bank and the negative bank. The positive bank provides field
current in the direction for forward torque, and the negative bank provides it in the
direction for reverse torque.
The FC-P operates off:
L-1350: 309-VAC mid taps of the generator (A19, B19, C19).
L-1850-L-2350: 600-VAC main taps of the generator (A, B, C).
The inputs are fused with three 400-amp power fuses. Power flow is from the output
terminal (labeled “44”), through the four fields, returning to neutral (N). Two sets of three
inductor coils give some isolation between the three phase inputs to the two converter
banks. This is so the “on” bank will not cause the “off” bank to false fire, creating a short
circuit between the two banks. The circuitry in the Controller insures that only one bank
will be enabled at a time (refer to C5). A MOV and a RC network are across the output
(44 to N) to suppress transients caused by the varying and changing directions of the
high inductance fields.
A transducer on each bank measures the current output of that bank. They receive
SERVICE MANUAL

excitation power from the Controller through the Panel Interface card, and they send the
measured current output back.
temperature and limits field current when an over-temperature condition occurs.
The Panel Interface card forms the connecting junction between the Controller and the
FC-P panel. It receives the six trigger pulses, the ±15v supplies for the current
transducers and thermistor, and the 60v supply for SCR triggering. It also sends back
the thermistor output and transducer outputs. The status of the power fuse voltage and
the control fuse voltage to the Controller are fed through a divider arrangement for fuse
detection.
There are three dual SCR Trigger/Snubber cards. Each one connects to the upper and
lower SCR for each phase. The trigger portion provides amplified and isolated trigger
pulses to the gate/cathode of the two SCRs on that phase. The snubber portion
connects a RC circuit across the anode/cathode of each SCR to suppress switching
transients.
d. ARMATURE CONVERTER – AC-P: Each of the four AC-P converter panels provides
DC power to the armature of one traction wheel motor.
The AC-P operates off:
L-1350: 500-VAC main taps of the generator (A, B, C).
L-1850-L-2350: 600-VAC main taps of the generator (A, B, C).
The inputs are fused with three 900-amp (1250 amp on the L-1850-L-2350) power fuses
for each converter. Power flow is from the output terminal (55), through the armature,
and back to the output terminal (58). There is a 1000-amp/1000-volt (1200-amp/1000-
volt on the L-1850-L-2350) fuse in line between terminal (55) and the DC motor, located
on a panel to the right of the converters. A RC network is across the outputs (55 to 58)
for transient suppression.
During braking, the polarity of the motor voltage reverses, and the DC motors, now
acting as generators put power back into the system. Part of this goes back into the
generator, and part into the grid resistor system located on the back of the loader. The
power diode on the panel becomes forward biased during this time, allowing current to
flow to the braking grid. The braking resistors are connected between terminals 58D and
58 on the panel.
A transducer measures the current output of the converter. It receives excitation power
from the Controller through the Panel Interface card, and it sends the measured current
output back.
temperature and limits armature current when an over-temperature condition occurs.
The Panel Interface card on each converter forms the connecting junction between the
Controller and the AC-P panel. It receives the six trigger pulses, the ±15v supplies for
the current transducer and thermistor, and the 60v supply for SCR triggering. It also
sends back the thermistor and transducer outputs. The converter voltage output (motor
voltage), status of the power fuse voltage and the diode voltage are fed through a divider
arrangement to the Controller. The main generator voltage is fused and sent back as a
reference measurement on the AC-P1 Interface card.
There are three dual SCR Trigger/Snubber cards. Each one connects to the upper and
lower SCR for each phase. The trigger portion provides amplified and isolated trigger
pulses to the gate/cathode of the two SCRs on that phase. The snubber portion
connects a RC circuit across the anode/cathode of each SCR to suppress switching
transients.
SERVICE MANUAL
SOLID-STATE CONTROL SYS DIAGNOSTIC & REPAIR PROC

SOLID-STATE CONTROL SYSTEM DIAGNOSTIC AND
REPAIR PROCEDURE
INTRODUCTION
The purpose of this Diagnostic and Repair procedure is to provide a systematic method of
identifying failed or defective assemblies, printed circuit cards, electrical components, etc. The
proper use of this procedure and associated schematics should enable the service technician
to quickly isolate and correct the difficulty.
Primary emphasis will be directed toward identifying electronic malfunctions to the correct
assembly and then to the specific printed circuit card, SCR, fuse, etc. If the failure is external
to the assemblies (i.e., wiring, switches, connectors, etc.) standard continuity measurement
procedures should be used to locate the source.
Checkout and repair procedures follow a systematic method of isolating failed or defective
components. This is done by trying to determine which card or component is the cause for an
improper or missing signal. A signal will be generated on a particular card, so therefore a
probable cause for that signal being improper is a failure of that card. However, it could also
be improper because an input from another card, used to generate this signal is improper, or
another card that uses this signal is loading it improperly.
NEVER, UNDER ANY CIRCUMSTANCES, OPEN THE ELECTRICAL

CONTROL CABINET OR REMOVE THE AXLE ACCESS COVERS UNLESS
THE MACHINE’S ELECTRICAL SYSTEM IS LOCKED OUT. SERIOUS
INJURY OR LOSS OF LIFE FROM CONTACT WITH HIGH VOLTAGE
TERMINALS IS POSSIBLE!

SERVICE MANUAL
SOLID-STATE CONTROL SYS DIAGNOSTIC & REPAIR PROC

TEST EQUIPMENT REQUIRED
A digital multimeter and a portable oscilloscope may be needed from time to time to achieve
some of the more complex trouble-shooting issues. In general, the intelligent replacement of
cards and panels is the simplest way to correct a faulty condition. A working knowledge of the
signal and power flow will help to pinpoint the suspected component. However, there will be
times when a more invasive procedure is needed to determine what the problem is. This may
include tracing out circuit connections, measuring inputs and outputs to cards, and measuring
component values on the panels. An extender board is provided so a Controller card can be
measured while it is active in the system. A multimeter and a portable oscilloscope are useful
to measure card signals, and a multimeter for tracing circuit connections.
SCREEN DISPLAY OF SIGNALS
The log browser feature of the LINCS display screen allows viewing of several of the Controller
control signals. The Controller interfaces with the display screen via the three internal Remote
Module cards, the data bus and the Master Module. The following are the signals that come to
the Controller as operator and machine functions, and the signals that the Controller sends
back for display.
SERVICE MANUAL
SOLID-STATE CTL SYS DIAGNOSTIC & REPAIR PROC...CONT'D

Controller Remote Module 1 (L-1350)
Controller Sig Value Display Reading
HI IDLE Open / +24v (Not) / Hi-Idle
SLO SPD Open / +24v (Not) / Slow Speed
BRK Boost Open / +24v (Not) / Brake Boost
AC1 TEMP -12 to +6 AC1 OC
VGEN 0 to +7v 0 to 700-VAC
VIA1 0 to +6v 0 to 900 amp
IA1 0 to -6v 0 to 900 amp
VE POS -12 to +12v Fwd Torque / Rev Torque
VE -7 to +7v -7 to +7v
IF -5 to +5v -250 amp to +250 amp
FUPropAC1 -12 to +12v AC1BloFu / AC1Fuse Prop
STD BY MD -12 to +12v Not Standby / Standby Mode
OPAlm AC1 Sw to Grd AC1 Conv Warning / OK
OPAlm FC Sw to Grd FC Conv Warning / OK
Freq LF Spd 0 to +6v Sq M1 rpm
Freq RF Spd 0 to +6v Sq M2 rpm
M1 TEMP PWM M1 O
F
M2 TEMP PWM M2 O
F
STEER POT PWM + / – Degrees
SERVICE MANUAL

FWD Open / +24v (Not) / Forward
REV Open / +24v (Not) / Reverse
FRNT RED Open / +24v (Not) / Front Torque Reduction
FC TEMP -12 to +6 FC OC
VR TEMP -12 to +6 VR OC
VHC 0 to +8v 0 to 2400 rpm
VH 0 to +8v 0 to 2400 rpm
VHL 0 to +8v 0 to +8 volts
VIF 0 to -5v 0 to 250 amp
VML 0 to -8v 0 to 800 volts
VAUX -10 to +10v -10 to +10v
VM1 -8 to +8v -800 to +800v
VM2 -8 to +8v -800 to +800v
FUProp FC -12 to +12v FU BloFu / FU Fuse Prop
FUProp VR 0 to +15 VR BloFu / VR Fuse Prop
RTD FAIL -12 to +12v Retard Fail / Retard ok
VN POL -12 to +12v Fwd Speed Dir / Rev Speed Dir
LT RTD Sw to Grd Retard / Not Retard
OPAlm VR Sw to Grd VR Conv Warning
--- Not used
--- Not used
VAW PWM 0 to 10 volts
GEN TEMP PWM Gen OF
--- Not used
SERVICE MANUAL

Controller Remote Module 1 (L-1850-L-2350)
HI IDLE Open / +24v (Not) / Hi-Idle
SLO SPD Open / +24v (Not) / Slow Speed
BRK Boost Open / +24v (Not) / Brake Boost
VGEN 0 to +7v 0 to 700-VAC
IA1 0 to -6v 0 to 1500 amp
IA2 0 to -6v 0 to 1500 amp
VE POS -12 to +12v Fwd Torque / Rev Torque
VE -7 to +7v -7 to +7v
IF -5 to +5v -250 amp to +250 amp
STD BY MD -12 to +12v Not Standby / Standby Mode
OPAlm FC Sw to Grd FC Conv Warning / OK
Freq LF Spd 0 to +6v Sq M1 rpm
Freq RF Spd 0 to +6v Sq M2 rpm
M1 TEMP PWM M1 O
F
M2 TEMP PWM M2 O
F
STEER POT PWM + / – Degrees
SERVICE MANUAL

Controller Remote Module 2 (L-1850-L-2350)
FWD Open / +24v (Not) / Forward
REV Open / +24v (Not) / Reverse
FRNT RED Open / +24v (Not) / Front Torque Reduction
FC TEMP -12 to +6 FC OC
VR TEMP -12 to +6 VR OC
VHC 0 to +8v 0 to 2400 rpm
VH 0 to +8v 0 to 2400 rpm
VHL 0 to +8v 0 to +8 volts
VIF 0 to -5v 0 to 250 amp
VML 0 to -8v 0 to 800 volts
VAUX -10 to +10v -10 to +10v
VM1 -8 to +8v -800 to +800v
VM2 -8 to +8v -800 to +800v
FUProp FC -12 to +12v FU BloFu / FU Fuse Prop
FUProp VR 0 to +15 VR BloFu / VR Fuse Prop
RTD FAIL -12 to +12v Retard Fail / Retard ok
VN POL -12 to +12v Fwd Speed Dir / Rev Speed Dir
LT RTD Sw to Grd Retard / Not Retard
OPAlm VR Sw to Grd VR Conv Warning
--- Not used
--- Not used
VAW PWM 0 to 10 volts
GEN TEMP PWM Gen OF
--- Not used
SERVICE MANUAL

Prk Brk Rel Open / +24v (Not) / Park Brake Release
1100 Rpm Idle Open / +24v (Not) / 1100 Rpm Idle
REAR RED Open / +24v (Not) / Rear Torque Reduction
HP 0 to +7v 0 to 1400 HP
IA3 0 to –6v 0 to 900 amp
I Rotor 0 to +10v 0 to 333 amp
VM3 -8 to +8v -800 to +800v
VM4 -8 to +8v -800 to +800v
Load Bank Md -12 to +12v Not Loadbank / Loadbank Mode
OPAlm GF Sw to Grd Ground Fault Alarm / GF OK
Freq LR Spd 0 to +6v Sq M3 rpm
Freq RR Spd 0 to +6v Sq M4 rpm
M3 TEMP PWM M3 O
F
M4 TEMP PWM M4 O
F
--- Not used
SERVICE MANUAL

Controller Remote Module 3 (L-1850L-2350)
Prk Brk Rel Open / +24v (Not) / Park Brake Release
1100 Rpm Idle Open / +24v (Not) / 1100 Rpm Idle
REAR RED Open / +24v (Not) / Rear Torque Reduction
HP 0 to +9.5v 0 to 1900 HP
IA3 0 to –6v 0 to 1500 amp
IA4 0 to -6v 0 to 1500 amp
I Rotor 0 to +10v 0 to 333 amp
VM3 -8 to +8v -800 to +800v
VM4 -8 to +8v -800 to +800v
Load Bank Md -12 to +12v Not Loadbank / Loadbank Mode
OPAlm GF Sw to Grd Ground Fault Alarm / GF OK
Freq LR Spd 0 to +6v Sq M3 rpm
Freq RR Spd 0 to +6v Sq M4 rpm
M3 TEMP PWM M3 O
F
M4 TEMP PWM M4 O
F
--- Not used
SERVICE MANUAL

Some of the signals are displayed in volts, while others have been converted to their
representative number. For example, an armature current signal of -4.0vdc represents:
L-1350: 600 amps of armature current.
L-1850-L-2350: 1000 amps of armature current.
The IA signal on the card will read -4.0vdc while the display shows it as:
L-1350: 600 amps of armature current.
L-1850-L-2350: 1000 amps of armature current.
CONTROLLER SIGNALS
The Controller signals that are brought to the display screen serve as a check that will assist in
determining where a possible failure or fault is located within the Controller. The objective is to
rapidly find where the fault is located, so that card or component can be replaced and the
machine downtime minimized. There may be times when a more extensive search is
necessary. An extender card, part no. 407-6038, is available so card signals can be measured
while the card is active in the system. This will give the technician access to more signals, and
will also allow verification of readings on the display screen, should an inconsistency be
suspect. The following is a description of the main Controller signals that can be measured
and are useful is trouble-shooting. The card pin numbers for these signals can be found on
the Controller Interconnection diagram, which is appended to this publication.
a. CONTROLLER POWER SUPPLIES: The +15v and -15V supplies can be measured
using the extender card. They are generated on the Power Supply card and go to each
of the Controller cards. They should be between +14.9V to +15.1V and -14.9V to -
15.1V. There are two +12V supplies that feed the speed sensors located in the two
axles. They should be between +11V and +13V. The +60V supply provides power to
fire the SCRs. It is unregulated but should be greater than 60V during normal operation.
b. VHC – FREQUENCY (HERTZ) COMMAND: This signal represents the engine speed
command. Under normal operation the actual engine speed is adjusted directly by a
command from the Master Module. The VHC signal should correlate with the command
given to the engine governor control since the VHL signal operation points are set based
on VHC. This regulates the traction system so that it will not load the engine beyond its
capability. 1 volt of VHC represents 300 rpm. At Hi throttle VHC should be 6.6v (66 Hz
and 1980 rpm). With Slow Speed mode VHC should be 5.0V (50 Hz and 1500 rpm).
When the Standby Mode switch is activated, the actual engine speed will be determined
by VHC. This can be set by the FREQUENCY ADJUST POT. The switch and the pot
are located on the face of the Controller.
SERVICE MANUAL
SOLID-ST CTL SYS DIAG & REPR PROC...CONT'D & FIG 11

c. VH – GENERATOR FREQUENCY SIGNAL: This signal represents the generator
frequency. 1 volt of VH represents 10 Hz and 300 rpm. At Hi throttle VH should be
approximately 6.6v (66 Hz and 1980 rpm). It is used to command the generator voltage
at a ratio of:
L-1350: 8.93 volts per hertz. At 56 hertz the command levels so voltage remains at 500
volts above that frequency.
L-1850-L-2350: 10.91 volts per hertz. At 55 hertz the command levels so voltage
remains at 600 volts above that frequency.
VH is also used to generate the VHL signal. When VH drops to a certain amount below
VHC, the traction system is regulated so that it will not load the engine beyond its
capability. When the system is in dynamic braking and regenerating power back to the
generator and engine, VH may increase. When VH increases to a certain amount above
VHC, the traction system regulates (begins unloading) to keep engine from over-
speeding.
d. VGEN – GENERATOR VOLTAGE SIGNAL: This signal is the voltage feedback used for
voltage regulation. It represents the generator voltage at a scale of 1V = 100V. The
normal reading on the display screen for Hi throttle is:
L-1350: 500-VAC. The VGEN signal at the Controller will be 5.0V ± 0.1 for this
condition.
L-1850-L-2350: 350-VAC. The VGEN signal at the Controller will be 3.5V ± 0.1 for this
condition.
The L-1850 and L-2350 are variable generator voltage machines. Generator
voltage will be 350-VAC when machine speed is less that 2.7 mph, 600-VAC
when machine speed is greater than 6.4 mph and linearly variable when the
machine speed is between 2.7 and 6.4 mph. Generator voltage will always
be 600-VAC when in braking and above 2.7 mph (ILLUSTRATION).
Figure 11. L-1850-L-2350 VARIABLE GENERATOR VOLTAGE
Variable Generator Voltage TA11208
700
650
VGEN FOLLOWS THIS CURVE IF IN BKG.
AND IVn 1 > 1.2v (600RPM)
600
550
500 VGEN FOLLOWS THIS GEN VOLTAGE

CURVE OTHERWISE MOTOR VOLTAGE PROPEL
450 MOTOR VOLTAGE BRAKING
400
350
300
250
200
150
100
50
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Speed (rpm) TA11208
Vn iv=500RPM
TA11208
SERVICE MANUAL
SOLID-STATE CTL SYS DIAG & REPR PROC...CONT'D

L-1350 – STANDBY MODE
Generator Generator
VH Engine Speed
Frequency Line Voltage
(Volts DC) (RPM)
(Hz) (VAC)
0 0 0 0
4.5 45 1350 402
5.0 50 1500 447
5.6 56 1680 500
6.6 66 1980 500
6.9 69 2070 500
L-1850-L-2350 – STANDBY MODE

Generator Generator
VH Engine Speed
Frequency Line Voltage
(Volts DC) (RPM)
(Hz) (VAC)
0 0 0 0
4.5 45 1350 491
5.0 50 1500 546
5.5 55 1650 600
6.6 66 1980 600
6.9 69 2070 600
e. FWD – FORWARD SIGNAL: This signal is sent from the Master Module to the
Controller on the data bus and is translated to a +24 input at the Controller Remote
Module 2. This goes to the #2 card as a forward direction input.
f. REV – REVERSE SIGNAL: This signal is sent from the Master Module to the
Controller on the data bus and is translated to a +24 input at the Controller Remote
Module 2. This goes to the #2 card as a reverse direction input.
g. VAW – ACCELERATOR WIPER VOLTAGE: This signal represents the wiper voltage
of the accelerator pot. It is sent from the Master Module to the Controller on the data
bus and is translated to a 0 to 10v signal at the Controller Remote Module 2. This
goes to the #2 card as a VAW input.
h. VA – SPEED COMMAND: This signal represents the speed commanded to the
system by the operator (the position of the accelerator pot). VA is derived from the
VAW signal and will vary in magnitude from 0 to approximately ±12 volt as the
accelerator pedal is depressed. The voltage will be positive in the forward
direction, negative in the reverse direction, and zero in neutral. Readings will be ±12v,
± 0.6, with the accelerator pedal fully depressed. This signal is not on the cab display
screen but can be checked on the #2 card via the extender board.
i. VN – SPEED SIGNAL: This signal represents the fastest speed of the two front wheel
motors. It is derived from the two speed sensors located on the front two wheel
motors. VN will be negative for forward and positive for reverse rotation. This serves
as a feedback signal in the calculation of VE. The below table shows the relation
between VN, motor speed and machine speed at selected points.
SERVICE MANUAL
SOLID-STATE CTL SYS DIAG & REPR PROC...CONT'D
L-1350
Machine VN Motor Speed Speedometer
Direction (Volts) (RPM) (MPH)
Stop 0 0 0
Forward -1 500 2.3
Forward -2 1000 4.5
Reverse +4.1 2050 9.3
Forward -3 1500 6.8
Forward -4.4 2200 10.0
Reverse +1 500 2.3
Reverse +2 1000 4.5
Reverse +3 1500 6.8
L-1850-L-2350
Machine VN Motor Speed Speedometer
Direction (Volts) (RPM) (MPH)
Stop 0 0 0
Forward -1 500 2.3
Forward -2 1000 4.5
Forward -3 1500 6.8
Forward -4.6 2300 10.4
Reverse +1 500 2.3
Reverse +2 1000 4.5
Reverse +3 1500 6.8
Reverse +4.2 2100 9.5
This signal is not on the cab display screen but can be checked on the #2 and #9
cards via the extender board. The display does show the independent motor speeds.
There is also a sensor on each of the rear wheels. The frequencies of all four sensors
are given to the Master Module through the data bus and can be viewed on the
display screen in units of rpm.
SERVICE MANUAL

j. VE – SPEED ERROR SIGNAL: This signal represents the difference or “error” between
the speed command (VA) and the speed feedback (VN). VE follows the general
relationship of VE = -[VA + VN]. This is not an exact equation since scaling and gain
change factors affect the actual VE number. VE is limited to a ±6.9v ±5% magnitude.
VE will be negative for forward torque (forward acceleration and reverse braking) and
positive for reverse torque (reverse acceleration and forward braking). This signal can
be viewed on the cab display.
k. VIF – FIELD COMMAND: This signal represents the magnitude of the field current
command. VIF follows VE in magnitude until it is limited by one of the field limit signals.
The Brake Boost will add a set command at about 2/3 maximum value. Any limit
constraint will always override a given command level. VIF represents current at the
ratio of:
L-1350-L-1850-L-2350:1v = 50 amps, or –5v = 250 amps, which is the maximum
output.
If a motor is disabled, taking the corresponding “Operating Motor” switch to the down
position will re-scale the command so the total current will be a multiple of the number of
operating motors. The signal range is:
L-1350-L-1850-L-2350: 0 to-5V.
The cab display will show the signal as a total field current value. There is no change of
polarity so this signal does not indicate the direction of the command.
l. IF – FIELD CURRENT SIGNAL: This signal represents the total current in all four motor
fields. It provides feedback information to control the Field Converter output. IF
represents current at the ratio of 1V = 50 amps or:
L-1350-L-1850-L-2350: 1v = 50 amps, or 5V = 250 amps, which is the maximum output.
Individual motor field level is one-fourth the total. Positive IF is field current giving torque
in the forward direction. Negative IF is field current giving torque in the reverse
direction. IF is limited to:
L-1350-L-1850-L-2350: ±5V in magnitude.
m. VIA (1,2,3,4) – OVERALL ARMATURE CONVERTER (S) COMMAND: These signals
represent the armature currents that are being commanded at any given instant. Their
purpose is to maintain safe and proper system and motor operation. Each converter
has its own signal, VIA (1&2) are derived mainly from the VIAF signal on the #6 card,
which contains the 6-VCLF commutation limit (ILLUSTRATION). VIA (3&4) are derived
mainly from the VIAR signal on the #6 card, which contains the 6-VCLR commutation
limit (ILLUSTRATION) They are further reduced by motor and converter over-
temperature, engine under speed and over speed (VHL), low generator voltage, and slip
limit. They are sent to the #7 card where they are ramped to prevent sudden changes
of command. VIA (1,2,3,4) are scaled at a ratio of:
L-1350: 1V = 150 amp, with 5.27V (790 amp) being the maximum allowed.
L-2350: 1V = 250 amp, with 5V (1250 amp) being the maximum allowed.
The cab display will show the signal as a “current” value.
SERVICE MANUAL
Figure 12. L-1350 FRONT AND REAR COMMUTATION LIMIT (6-VCLF & 6-VCLR) VS.
SPEED SIGNAL (VN) AND WHEEL MOTOR SPEED (RPM)
SERVICE MANUAL
SOLID-ST CTL SYS DIAG & REPR PROC...CONT'D & FIGS 13-16
Figure 13. L-1850-L-2350 FRONT AND REAR COMMUTATION LIMIT (6-VCLF & 6-
VCLR) VS. SPEED SIGNAL (VN) AND WHEEL MOTOR SPEED (RPM)
Figure 14. L-1350-L-1850-L-2350 FREQUENCY LIMIT SIGNAL (VHL) VS. GENERATOR

FREQUENCY SIGNAL (VH), GENERATOR FREQUENCY, AND ENGINE SPEED
SERVICE MANUAL
Figure 15. L-1350 FIELD LIMIT (-VFL) VS. SPEED SIGNAL (VN) AND WHEEL
MOTOR SPEED (RPM)
Figure 16. L-1850-L-2350 FIELD LIMIT (-VFL) VS. SPEED SIGNAL (VN) AND WHEEL
MOTOR SPEED (RPM)
SERVICE MANUAL

n. IA (1,2,3,4) – ARMATURE CURRENT(S): These signals represent the armature current
in each wheel motor. They provide feedback information to control the Armature
Converter output. IA (1,2,3,4) are scaled at a ratio of:
L-1850-L-2350: 1V = 250 amp, with 5V (1250 amp) being the maximum allowed.
The cab display will show the signal as a “current” value.
o. VM (1,2,3,4) – MOTOR VOLTAGE SIGNAL(S): These signals represent the voltages
present at the terminals of the traction motors. They are scaled so that 1V = 100 volts of
actual DC voltage. Maximum voltage is limited to:
L-1350: +5.5 and -5.2
L-1850-L-2350: +6.5 and -6.0
The cab display will show the signal as an actual voltage value. The signal is positive
when the system is in power and negative when in braking.
p. VML – MOTOR VOLTAGE LIMIT: This signal represents the command limit for motor
voltage. When the greatest motor voltage reaches this level, the field current is
controlled so that this level is not exceeded. These levels are set as follows:
L-1350: -5.5v (Power)

-5.2v (Braking)
-4.2v (Reduced Braking)
L-1850-L-2350: -6.5v (Power)
-6.0v (Braking)
-5.0v (Reduced Braking)
SERVICE MANUAL
SOLID-ST CTL SYS DIAG & REPR PROC...CONT'D

q. VHL – FREQUENCY (HERTZ) LIMIT SIGNAL: This signal unloads the four armature
converters if frequency (and hence engine rpm) is out of range. The relationship
between VHL and generator frequency (VH, Frequency & Engine rpm) is shown in L-
1350-L-1850-L-2350 FREQUENCY LIMIT SIGNAL (VHL) VS. GENERATOR
FREQUENCY SIGNAL (VH), GENERATOR FREQUENCY, AND ENGINE SPEED.
r. HP – HORSEPOWER SIGNAL: This signal represents the electrical output of the four
armature converters. One volt equals 200 HP. Output depends on size and
conditions of engine and parasitic loads. The cab display will show the signal as a
horsepower reading.
s. VAUX: This signal will be whatever the Auxiliary Tester signal switch is set to. The
cab display will read this as a voltage. The meaning will be as described below in the
auxiliary signal descriptions. Two banana jacks located on the front of the Controller
allow the selected signal to be read by an external meter or oscilloscope.
Switch Pos 1
VEVR – Enable Voltage Regulator: This signal shows whether or not the conditions
are proper to allow operation of the Voltage Regulator.
+12v to +15v (enable)
-12v to -15v (not enable)
Switch Pos 2.
VEFC - Enable Field Converter: This signal shows whether or not the conditions are
proper to allow operation of the Field Converter.
Switch Pos 3, 4, 5, 6.
VEAC(1,2,3,4) Enable Armature Converter(s): This signal shows whether or not the
conditions are proper to allow operation of the Armature Converter(s). Each converter
has its own signal.
Switch Pos 7.
Speed Sensor Left Front: A squarewave signal representing the speed sensor output
on the left front motor. It has a low level of 0V (less
than 0.6V) and a high level of 4 to 5V. A one hertz signal from the speed sensor
represents one RPM of motor speed. If an oscilloscope is not available, a DC voltage
reading of 2 to 2.5 volts is a rough indication the sensor is functioning properly.
Switch Pos 8.
Speed Sensor Right Front: A squarewave representing the speed sensor output on
the right front motor. It has a low level of 0V (less than 0.6V) and a high level of 4 to
5V. A one hertz signal from the speed sensor represents one RPM of motor speed. If
an oscilloscope is not available, a DC voltage reading of 2 to 2.5 volts is a rough
indication the sensor is functioning properly.
SERVICE MANUAL
SOLID-ST CTL SYS DIAG & REPR PROC...CONT'D

Switch Pos 9.
VA – Speed Command: This signal represents the speed commanded to the system
as described in paragraph “h”.
Switch Pos 10.
VN – Speed Signal: This signal represents the fastest speed of the two front wheel
motors, as described in paragraph “i”.
Switch Pos 11, 12, 13, 14.
IA (1,2,3,4) – Armature Current(s): These signals represent the armature current in
each wheel motor, as described in paragraph “n”.
Switch Pos 15, 16.
TP1 and TP2: These are two open terminals located on the right side of the lower
Controller card rack. Any desired DC signal of less that 12 volts if connected to these
terminals can be read on the cab display.
A second terminal strip contains the following signals which can be jumpered to the
TP1 and TP2 terminals for external monitoring: +15V supply; -15V supply; Front
Speed Sensors +12V supply; Rear Speed Sensors +12V supply; Speed Sensor Signal
Left Rear; Speed Sensor Signal Right Rear.
SERVICE MANUAL
DIAGNOSTIC & REPAIR PROC FOR OP ALARM-WARNING MESSAGES

DIAGNOSTIC AND REPAIR PROCEDURE FOR OPERATOR
ALARM AND WARNING MESSAGES
The display screen will show various alarm and warning messages when said conditions occur
(COMPUTER MONITOR AND COMPUTER KEYPAD PANEL). The messages are basically
self-explanatory. An amber light will accompany a “warning” message and a red light will
accompany an “alarm” message. The appearance of a red light and subsequent alarm
message is a serious condition requiring quick stopping of the machine and shutdown of the
engine. Alarms require immediate attention, but the type of attention depends on the warning.
For example, an over-temperature may be solved by operator intervention, or may require a
technician (refer to “OVER-TEMPERATUARE WARNINGS”).
a. CONVERTER WARNING VOLTAGE REGULATOR: This will be activated for various
out-of-tolerance or failed conditions within the Voltage Regulator, Controller or generator.
1. Blown VR power fuses. This also gives a “Blown Fuse” warning.
2. Loss of generator phase voltage to VR panel.
3. Low generator voltage.
4. Certain PC card failures.
b. CONVERTER WARNING - FIELD: This will be activated for various out-of-tolerance or
failed conditions within the Field Converter or Controller.
1. Blown FC power fuses or Controller control fuses. This also gives a “Blown Fuse”
warning.
2. Loss of generator phase voltage to FC panel.
c. CONVERTER WARNING – ARMATURE (1,2,3,4): These will be activated for various
out-of-tolerance or failed conditions within the Armature Converter(s) or Controller. Each
of the four converters has its own alarm, represented by the following number and
location.
Left Front: AC1 or Motor 1.
Right Front: AC2 or Motor 2.
Left Rear: AC3 or Motor 3.
Right Rear: AC4 or Motor 4.
1. Blown AC power fuses or Controller control fuses. This also gives a “Blown Fuse”
warning.
2. Loss of generator phase voltage to the indicated Armature Converter panel.
SERVICE MANUAL
DIAGNOSTIC & REPAIR PROC FOR OP ALARM-WARNING MESSAGES

d. OVER-TEMPERATURE WARNINGS: The display screen can be selected to give a
continuous temperature reading for the generator, and various motors and converter
heatsinks. When one of these components reaches a temperature that will initiate
system cutbacks, an over-temperature warning appears on the screen. This warning will
indicate which component is the offending one. If a temperature warning occurs it may
be due to extended periods of high duty cycle, especially in high ambient temperature
conditions. If this is the case, then a few minutes of “letting up” or easing the activity will
bring the system back into tolerance. If this does not solve the problem, then the blower
and blower hoses and connections should be checked. If the temperature continues to
climb, another warning screen will appear indicating the maximum allowable temperature
has been reached. At this point, full cutback of the offending system should be in place.
Again blowers and hose connections should be checked, but also a faulty thermistor is
suspect.
e. VARIOUS OUT-OF-TOLERANCE CONDITIONS: When certain signals indicate an out
of tolerance condition for a set period of time, an alarm or warning will appear.
SERVICE MANUAL
FIGURE 17

1. P.M. ALERT LIGHT (BLUE)
4. KEYPAD
6. KEY SWITCH
7. MONITOR
4
TA10087-8
SERVICE MANUAL
DIAGNOSTIC & REPR PROC FOR OP ALARM-WARNING MSGS...CONT'D

DIAGNOSTIC AND REPAIR PROCEDURE FOR COMMON PROBLEMS
For any incorrect signal, perform the following checks in the order given until the problem is
corrected. Proceed to the next step only if the previous one does not correct the problem. The
checkout and repair sequence is provided on a quick reference chart in the CHECKOUT AND
REPAIR SEQUENCE. Some of these signals can be viewed on the display screen in the cab.
These signals are representations of the actual Controller signal. They have been “digitized”
and sent to the screen as data. If this is at all suspect, the actual signal will need to be
accessed. The primary signals are brought out to the tester plug. This plug can be accessed
to bring out those signals for viewing. Occasionally, the extender board, 407-6038 will need to
be used to view a particular control signal. The Auxiliary Tester Switch and banana jacks,
located on the front of the Controller, also allow access to several key signals. An external
meter or oscilloscope will be needed to view signals on the extender board and banana jacks.
Whenever a card is removed or replaced, observe the following caution.

a. +15v – Controller Power Supply Voltage: This can be read on the tester box. If
improper:
1. With the key switch on and the Master Module booted, check for 26v (nominal
battery voltage at I1-14, 15 or 20 to machine ground (I1-16, 17 or 21). If battery
voltage is not present, the problem is in the wiring, switches or battery. Refer to
main schematic to begin troubleshooting.
2. Reconnect I1 and remove all cards except RI1, RI2, RI3 and PS from the Controller.
If +15v is still improper, replace the PS card.
3. If +15 is proper, replace cards one at a time, checking the +15v each time. Remove
cards, which when replaced, cause a +15v problem. Put the other cards back in the
Controller. Replace problem cards with good ones.
4. Replace Controller.
b. -15v – Controller Power Supply Voltage: Follow the same procedure as with +15v.
SERVICE MANUAL
DIAGNOSTIC & REPR PROC FOR OP ALARM-WARNING MSGS...CONT'D

c. VEVR – Enable Voltage Regulator: This SIGNAL can be read on the front banana
jacks or the cab display screen by turning the Auxiliary Tester Switch on the Controller
to VEVR, and reading the VAUX signal. It should read >+12v when the generator is
priming or operating. The following checks should be made if the generator does not
prime and activate.
The VEVR, VH and VGEN signals are interdependent, and ALL should be
checked before attempting to repair any one.
1. With the key switch off, check the Voltage Regulator power fuses. If any are blown,
check for a shorted SCR or generator field problem.
(a) SCR Checkout: Remove the three 200 amp fuses from the fuse panel. Make
ohmmeter checks from the phase terminals to No. “7” of the VR-P panel.
Readings should be infinity. A zero or low ohm reading would indicate a
shorted SCR, which must be replaced. A low ohm reading could also indicate
a suppression capacitor short, so check the SCR suppression networks that
are on the individual Trigger cards located between the SCR mounts. These
can be physically checked by looking for leaks or case deformation on the
capacitor, and burnt or damaged areas on the resistor. If any of these are
suspect, remove the component for further checking or replace it. Replace the
200-amp fuses and check the generator field circuit.
(b) Generator Field Circuit Checkout: Measure resistance from terminal No. “7”
on the Voltage Regulator to generator Neutral (refer to main schematic). The
reading should be:
L-1350: approximately 0.4 - 0.9 ohms at 20°C.
L-1850-L- approximately 0.6 ohms at 20°C.
2350:
An incorrect reading would indicate a generator field circuit problem.
Disconnect the two generator field wires (“7” and “neutral”). Meg one of them
to machine ground. The reading should be 3 megohms or greater. An
incorrect reading would indicate a generator field circuit problem. Visually
inspect the slip rings, brushes and connections. Reconnect the generator field
wire.
SERVICE MANUAL
DIAG & REPR PROC FOR OP ALARM-WARNING MSGS...CONT'D

2. With the engine running, check Generator Voltage on the display screen
immediately after going to High Throttle. If greater than 150-VAC, go on to Step “3”.
If less than 100-VAC, the Priming function is not operating properly. Refer to main
schematic for connection of priming circuit. Also, machines with the Standby Power
option have a relay that interrupts the priming circuit. If this has failed or is not
connected properly, priming may not occur.
(a) With the key-switch on, Master Module booted and engine not running, turn
the throttle switch to “HI ENGINE SELECT”. Check the voltage at the P & P2
terminal of the VR-P panel to ground. P & P2 should be jumpered together if
the Standby Power option is not installed. If it is installed, P will go through
the relay contacts and back to P2. Both should be at battery voltage (24vdc)
for approximately 10 seconds.
(b) If the relay is installed and battery voltage is present at P but not at P2, insure
the relay is operating properly. 24v should be present at the “Relay Drive”
terminal during priming to energize the relay coil.
(c) If battery voltage is not present at P, check continuity back through the Panel
Interface card, through the harness to the FC/VR connector pin 37, to card
C20 pin 43-45.
(d) If battery voltage is not present at “Relay Drive”, check continuity back
through the Panel Interface card, through the harness to the FC/VR
connector pin 36, to card C20 pin 33.
(e) If continuity is correct put the C20 card on to the extender board.
Repeat step (a) above and observe pin 16. 24 VDC should appear on this
pin when the High Throttle switch is enabled. Also check pin 35-37 which
should have 24 VDC whenever the key-switch is on and the Master Module is
booted. If the 24V is correct as stated above but does not appear on pins 33
and 43-45 during priming, replace card C20.
(f) If 24V is not present on pins 16 and 35-37, there is a problem with the
Controller wiring or 24V input to the Controller.
3. Replace card C4.
4. Replace card C20.
6. Check for correct connections of FC/VR pins 32, 33, 34 to A phase, B phase, and C
phase respectively through the divider card on the VR-P panel.
7. Replace the Controller.
8. Replace the VR-P panel.
9. If the problem still exists, the malfunction is within the wiring connections.
SERVICE MANUAL

d. VHC Frequency (Hertz) Command: This signal can be read on the cab display screen
and the tester plug on the back of the Controller. The cab display will read the
representative frequency in Hertz, while the actual signal will be volts dc, 1v = 10 Hertz.
1. Replace card C1.
2. Replace card C4.
3. Check for proper position of STANDBY POWER switch on Controller.
4. RI1-1 sends 24v to C1-26 when Hi-Throttle switch is activated. Insure this occurs. If
not, replace card RI1.
5. RI1-2 sends 24v to C1-26 when Shop Mode switch is activated. Insure this occurs.
If not, replace card RI1.
6. If the above conditions are correct, refer to the main schematic to correct wiring
problems.
SERVICE MANUAL
FIGURE 18

21 VN u
VM
20 t
1,2,3,4
IA
19 s
1,2,3,4
VIA
18 r
1,2,3,4
17 VHL q
VEAC
16 p
1,2,3,4
15 IF o
14 VML n
13 VIF m
12 VEFC l
11 VE k
10 VA j
9 VAW i
8 REV h
7 FWD g
6 VGEN f
5 VH e
4 VHC d
3 VEVR c
2 -15v b
1 +15v a
Repair Sequence Incorrect Signal Diag. And Rep. Proc. For Common Problems P.40 Paragraph Designations
Figure 18. CHECKOUT AND REPAIR SEQUENCE
SERVICE MANUAL

e. VH-Generator Frequency Signal (via RI2): This signal can be read on the cab display
screen and the tester plug on the back of the Controller. The cab display will read the
representative frequency in Hertz, while the actual signal will be volts dc, 1v = 10 Hertz.
1. Check engine rpm signal on cab display. It should be 1960 – 1980 rpm at high
throttle. The corresponding VH signal should be 65.3 to 66 Hertz (30 rpm per
Hertz). If VH does not read the proper frequency but agrees with the engine rpm,
the problem is engine or engine command related, and not a VH concern.
2. Replace card C1.
3. Replace card C4.
4. Replace card C8.
5. Replace RI2.
6. If problem still exists, the malfunction is within the wiring interconnections.
f. VGEN-Generator Voltage Signal (via RI1): This signal can be read on the cab display
screen and the tester plug on the back of the Controller. The cab display will read the
representative generator voltage in volts ac, while the actual signal will be volts dc, 1v =
100-VAC.
1. Replace card C4.
3. Replace card C6.
4. Replace card RI1.
g. FWD – Forward Signal: This signal is sent as a data message to the Controller. It
originates as input to a cab Remote Module from the direction select switch on the
operator joystick. The Remote Module sends it as data to the Master Module, which
sends it to the Controller RI2, where it is turned back to a 24v switched input (FWD, C2-
19) to card C2. This signal can be observed on the tester plug on the back of the
Controller.
1. Pull out card C2 and insert extender board. Measure pin 19 (with card C2 not
connected). It should be 24v when FWD is selected and 0V when not. If 24v is not
present, replace card RI2. If this does not correct problem, the data bus
connections, data bus itself, and other cab Master Module, Remote, joystick switch
and cab connections will have to be checked. If 24V changes with direction select
switching, then signal coming into the Controller is good.
2. Plug C2 into extender board. Again, toggle selector switch. If 24V does not toggle,
replace card C2.
h. REV – Reverse Signal: This signal is sent as a data message to the Controller. It
originates as input to a cab Remote Module from the direction select switch on the
operator joystick. The Remote Module sends it as data to the Master Module, which
sends it to the Controller RI2, where it is turned back to a 24V switched input (REV, C2-
18) to card C2. This signal can be observed on the tester plug on the back of the
Controller.
connected). It should be 24V when REV is selected and 0V when not. If 24V is not
SERVICE MANUAL

present, replace card RI2. If this does not correct problem, the data bus
connections, data bus itself, and other cab Master Module, Remote, joystick switch
and cab connections will have to be checked. If 24V changes with direction select
switching, then signal coming into the Controller is good.
2. Plug C2 into extender board. Again, toggle selector switch. If 24V does not toggle,
replace card C2.
SERVICE MANUAL

i. VAW – Accelerator Wiper Voltage: This signal is sent as a data message to the
Controller. It originates as input to a cab Remote Module from the accelerator pedal
potentiometer. The Remote Module sends it as data to the Master Module, which sends
it to the Controller RI2, where it is turned back to a 0 to +10v signal that is sent to card
C2 (C2-20). This signal can be observed on the tester plug on the back of the Controller.
Turn key switch off before removing or replacing any card.
connected). It should vary from 0 to +10v as the pedal is depressed. If it does not,
replace card RI2. If this does not correct problem, the data bus connections, data
bus itself, and other cab Master Module, Remote, accelerator pedal and cab
connections will have to be checked. If the signal does vary correctly with pedal
movement, then signal coming into the Controller is good.
2. Plug C2 into extender board. Again, check signal with pedal movement, and if now
incorrect, replace card C2.
j. VA – Speed Command: This signal can be read on the front banana jacks by turning the
Auxiliary Tester Switch to VA. It can also be observed on the tester plug on the back of
the Controller, or on card C2 pin 34.
1. If signal is not proper, replace card C2.
2. Pull out card C2 and insert extender board and plug C2 into it. Measure pin 31
(Speed Sense Proper). It should be greater than +12v. If it measures negative,
VA is held to zero because of a speed sensor problem or a defective card C9.
Replace card C9. If this does not correct problem, confirm proper operation of
VN and related speed sensor signals, as indicated in “VN – Speed Signal”.
3. With card C2 still inserted into the extender board, measure pin 32 (VA Enable).
It should be greater than +7v. If it measures zero or negative, VA is held to
zero. This signal comes from card C20, pin 4. Replace card C20. If this does
not correct problem, the data bus connections, data bus itself, and other cab
Master Module or Remote connections or software will have to be checked.
k. VE – Speed Error Signal: This signal can be read on the cab display screen and the
tester plug on the back of the Controller. The units on the cab display will be in volts dc.
1. Replace card C2.
2. Confirm proper operation of VN and related speed sensor signals, as indicated in
“VN – Speed Signal”.
3. Check for proper operation of brake boost circuit, since it will multiply VN
feedback and cause exaggerated gain if activated in power mode. Pull out card
C2 and insert extender board. Measure pin 21. It should be approximately 0V.
If it is +24v and the brake pedal is not depressed, replace card RI1. If this does
not correct problem, the front or rear air pressure transducers and their circuitry
and the data bus connections, data bus itself, and other cab Master Module,
SERVICE MANUAL

Remote, and cab connections will have to be checked. If the signal does switch
from 0v to +24v as the brake pedal is depressed, then the signal coming into the
Controller is good.
l. VEFC – Enable Field Converter: This signal can be read on the front banana jacks or
the cab display screen by turning the Auxiliary Tester Switch on the Controller to VEFC,
and reading the VAUX signal. It should read >+12V when the generator has reached
300-VAC (120-VAC on L-1850-L-2350), and Load Bank Mode is not enabled and FC
fuses are proper. In the Load Bank Mode, VEFC is purposely held low (<-12V). Low
generator voltage will also give a Converter Warning on the display screen. In addition, a
blown fuse or open phase will give a Blown Fuse Warning on the screen. The following
checks should be made.
1. With the key switch off, check the Field Converter power fuses. If any are blown,
check for a shorted SCR or motor field problem.
(a) SCR Checkout: Remove the three 400 amp fuses from the fuse panel. Make
ohm-meter checks from the phase terminals to terminal No. “44” of the FC-P
panel. Readings should be infinity. A zero or low ohm reading would indicate
a shorted SCR, which must be replaced. A low ohm reading could also
indicate a suppression capacitor short, so check the SCR suppression
networks which are on the dual Trigger cards located between the SCR
mounts. These can be physically checked by looking for leaks or case
deformation on the capacitor, and burnt or damaged areas on the resistor. If
any of these are suspect, remove the component for further checking or
replace it. Replace the 400-amp fuses and check the motor field circuit.
(b) Motor Field Checkout: Disconnect each motor field in the axle and measure
the resistance. The reading should be about
L-1350: 2.4 ohms at 20°C
L-1850-L-2350: 1.8 ohms at 20°C.
Meg each motor field to ground. The reading should be 3 megohms or
greater. Reconnect motor field wires and replace fuses.
2. Ensure LOAD BANK switch is off.
3. Replace card C5.
4. Replace card C4.
5. Replace FC-P panel.
SERVICE MANUAL

m. VIF – Field Command Signal: This signal can be read on the cab display screen and
the tester plug on the back of the Controller. The cab display will read the representative
current in total amps dc, while the actual signal will be volts dc, 1V = 50 amps total field
current. The individual motor field current will be the total divided by the number of
wheel motors (four).
1. Replace card C5.
n. VML – Motor Voltage Limit: This signal can be read on the cab display screen and the
tester plug on the back of the Controller. The cab display will read the representative
voltage command in volts dc, while the actual signal will be volts dc, 1v = 100v.
1. Replace card C5.
o. IF – Field Current Signal: This signal can be read on the cab display screen and the
tester plug on the back of the Controller. The cab display will read the representative
current in total amps dc, while the actual signal will be volts dc, 1v = 50 amps total field
current. The individual motor field current will be the total divided by the number of
wheel motors (four).
1. Replace card C5.
2. Check for proper operation of brake boost circuit. Pull out card C5 and insert
extender board. Measure pin 4. It should be approximately 0v. If it is +24v and
the brake pedal is not depressed, replace card RI1. If this does not correct
problem, the front or rear air pressure transducers and their circuitry, the data bus
connections, data bus itself, and other cab Master Module, Remote, and cab
connections will have to be checked. If the signal does switch from 0v to +24v as
the brake pedal is depressed, then the signal coming into the Controller is good.
3. Check Operating Wheel Motors switches on Controller front.
5. Replace FC-P panel.
7. Check motor field circuits for opens, shorts, or shorted turns.
p. VEAC (1,2,3,4) – Enable Armature Converter: These signals can be read on the front
banana jacks or the cab display screen by turning the Auxiliary Tester Switch on the
Controller to VEAC (1,2,3,4) and reading the VAUX signal. They should read >+12V
when the generator has reached 300-VAC (120-VAC on L-1850-L-2350), and Power
Supply Proper signal is high, and Card Interlock sequence is proper, and the respective
power and reference fuses are proper. Low generator voltage, Power Supply Not
Proper, Card Interlock sequence open will also give a Converter Warning on the display
screen. In addition, a blown fuse or open phase will give a Blown Fuse Warning on the
screen. The following checks should be made.
1. With the key switch off, check all Armature Converter power fuses. Check for
shorted SCRs and motor armature circuit problems if any:
L-1350: 900-amp line fuse(s) or 1000-amp output fuse is blown.
L-1850-L-2350: 1250-amp line fuse(s) or 1200-amp output fuse is blown.
SERVICE MANUAL

(a) SCR Checkout: From the fuse panel, remove all three:
L-1350: 900-amp fuses of the AC-P panel from which any are
blown.
L-1850-L-2350: 1250-amp fuses of the AC-P panel from which any are
blown.
Make ohmmeter checks from the phase terminals to terminal No. “55X” and to
terminal No. “58X” of the suspect AC-P panel (X can be 1-4 and will be
connected to M1 – M4 respectively). Readings should be infinity. A zero or
low ohm reading would indicate a shorted SCR, which must be replaced. A low
ohm reading could also indicate a suppression capacitor short, so check the
SCR suppression networks which are on the dual Trigger cards located
between the SCR mounts. These can be physically checked by looking for
leaks or case deformation on the capacitor, and burnt or damaged areas on the
resistor. If any of these are suspect, remove the component for further
checking or replace it. Replace the 900-amp fuses and check the motor
armature circuit.
(b) Motor Armature Circuit Checkout: Disconnect wires “55X” and “58X” from
the AC-P panel. Meg the “55X” or “58X” wire to machine ground. The reading
should be 3 megohms or greater. Inspect the motor in question. It may be
necessary to clean it up to reach the minimum megohm requirements. The
resistance from “55X” to “58X” cannot be accurately read with a standard
ohmmeter but should be:
L-1350: approximately 0.1 ohms
L-1850-L-2350: less than 0.1 ohms
If shorted coils are suspected, the motor will need to be removed and taken to
a shop for accurate inspection.
(c) Braking Grid Checkout: Disconnect the “55XB” and “58XD” wires from the
suspect AC-P panel. Measure the grid resistance between “55XB” and “58XD”.
The resistance should be about 1.81 ohms. Meg one of the wires to machine
frame. The reading should be 3 megohms or greater.
(d) IA Checks: Check to verify that the individual armature current (IA) signals are
as shown in “IA 1,2 (via RI1) 3,4 (via R13) – Armature Current Signals”.
2. If all four VEAC signals are incorrect, check the three 2-amp phase fuses located in
the compartment behind the Controller. These form the reference inputs to which
the power fuses are compared. These fuses should not blow unless there is a wiring
problem, or a fault in the Panel Interface card located on the AC-P1 panel to which
these fuses are connected. Replace Interface card if the three resistor strings
connected to these fuses is suspect.
3. Check the display screen for release of the Park Brake. The VEAC signals remain
low when the Park Brake is set. Refer to main schematic for trouble-shooting the
Park Brake circuit.
4. Ensure that all cards are properly seated in the card rack of the Controller.
5. Replace card C6.
6. Replace power supply card PS.
7. Replace Panel Interface card located on suspect AC-P panel.
SERVICE MANUAL

q. VHL (via RI2) Frequency (Hertz) Limit Signal: This signal can be read on the cab
display screen and the tester plug on the back of the Controller. The units on the cab
display will be in volts dc.
1. Replace card C1.
2. Replace card C4.
3. Replace RI2.
r. VIA 1,2 (via RI1); VIA 3,4 (via RI3) Armature Converter Command: These signals can
be read on the cab display screen and the tester plug on the back of the Controller. The
cab display will read the representative current in amps dc, while the actual signal will be
volts dc, 1v = 150 amps armature current (250 amps for L-1850-L-2350).
1. Replace card C6.
2. Replace card C7.
3. Replace card C4.
4. Replace card C3.
5. Replace card C2.
6. Replace card C5.
7. Replace RI11 if VIA 1 or 2 is incorrect. Replace RI3 if VIA 3 or 4 or incorrect.
s. IA 1,2 (via RI1); IA 3,4 (via RI3) Armature Current Signal(s): These signals can be
read on the front banana jacks by turning the Auxiliary Tester Switch to the desired IA
position. They can also be read on the cab display screen and the tester plug on the
back of the Controller. The cab display will read the representative current in amps dc,
while the actual signal will be volts dc:
L-1350: 1v = 150 amps armature current.
L-1850-L-2350: 1v = 250 amps armature current.
1. Check the IA signal waveform with an oscilloscope. The ideal waveform for an
armature current signal is shown below. The “Inspector” program can be used to
display the IA signal on the display screen, however, the speed and resolution of the
program will not give the required display view the oscilloscope will. The signal can
be viewed as shown below with a scope set at a horizontal sweep rate of 2
milliseconds per division.
SERVICE MANUAL
The waveform will have a negative DC component and a ripple component with six
equal peaks in a .015 second time period as shown above. Missing or excessively
unequal peaks or a distorted waveform indicates control system problems.
2. Replace card C11A for IA(1,2) or card C11B for IA(3,4) problems.
3. Replace AC-P panel of offending signal. Or swap panels to see if problem follows
panel. There is one Interface Card and three Trigger Cards on each AC-P panel.
These can be replaced as part of the trouble shooting procedure. When replacing,
be sure connections are returned to their proper place. Also the current transducer
and SCRs themselves are possible failure items. The current transducer can be
replaced, again noting connections. The SCRs should be checked as described in
Publication LeT 3, SCR and Diode Installation Procedure, included in this section of
the manual. If needed, replace as described in Publication LeT-3.
4. Replace card C7.
5. Replace card C3.
6. Replace RI1 if IA 1 or 2 is incorrect. Replace RI3 if IA 3 or 4 is incorrect.
t. VM 1, 2 (via RI2); VM 3, 4 (via RI3) – Motor Voltage Signal(s): These signals can be
read on the cab display screen and the tester plug on the back of the Controller. The
cab display will read the representative motor voltage in volts dc, while the actual signal
will be volts dc, 1v = 100v motor voltage.
2. Replace the Interface card located on the suspect AC-P panel.
3. Replace card C3.
4. Replace card C5.
6. Replace card C9 (for VM1 and VM2).
7. Replace RI2 if VM 1 or 2 is incorrect. Replace RI3 if VM 3 or 4 is incorrect.
9. Motor voltages should be equal for a straight run at constant speed. If one voltage is
significantly different from the rest, check for:
(a) Unequal tire or wheel size.
(b) Motor problem especially in the field circuit.
Both of these can also affect the slip limit control and cause reductions in IA.
10. If the problem still exists, the malfunction is within the wiring interconnections.
SERVICE MANUAL

u. VN – Speed Signal: This signal can be read on the front banana jacks by turning the
Auxiliary Tester Switch to VN. It can also be read on the tester plug on the back of the
Controller.
An improper VN signal requires more careful observation than most other

signals and may require an oscilloscope to properly troubleshoot.
1. If machine top speed is limited to about 2.5 MPH, or speed oscillates between zero
and about 2.5 MPH, then the speed sense fail circuit is operating. This indicates
that a speed sensor has failed or is improperly installed, or that the 12V supply to
the sensor has failed. Note: only a failure of one of the front speed sensors will
cause this effect. The two rear sensors are for monitoring purposes only and do not
input the speed feedback circuitry.
Observe the 12V sensor supply outputs by viewing the cab display screen, or by
reading them directly on card PS pin 44 and 45 respectively by using the Extender
board. If in error:
(a) Replace card PS.
(b) Check for faulty wiring between Controller and speed sensor junction box in
front axle.
(c) Replace the filter card in the sensor junction box.
(d) Replace Controller.
2. If the 12V supplies are okay, check SEN DIR1 and SEN DIR2 on card C9 pin 32
and pin 43 respectively using the Extender board. They should be between 0 and
0.6V when the machine is moving forward, and between +4V and +6V when the
machine is moving backward. When the machine is stopped, it can be either value.
If in error:
(a) Check speed sensor for proper installation. If voltage switches from 0 to +6V
with direction change, but is opposite than indicated above, rotate the sensor
180º.
(b) Read Step “3” below.
(c) Replace speed sensor.
(d) Replace filter card in sensor junction box. Replace card C9.
(e) Replace Controller.
SERVICE MANUAL

3. A missing frequency signal can also cause an improper direction signal as well as
an improper VN signal. Check SEN LF and SEN RF frequency signals by
connecting an oscilloscope to the front banana jacks and turning the Auxiliary
switch to that position. These signals input card C9 pin 7 and pin 28 respectively
and can be viewed using the Extender board. With the machine moving at about 1
MPH, the signal should be approximately a squarewave (refer to picture below) with
a low level of 0V (less than 0.6V) and a high level of 4 to 5V. The frequency should
be about 250 hertz, which can be viewed with a scope set at a horizontal sweep
rate of 2 milliseconds per division. If an oscilloscope is not available, a DC voltage
reading of 2 to 2.5 volts is a rough indication the sensor is functioning properly.
The DC meter will average the reading, giving roughly the average between the high
reading and low reading of the squarewave. Note: a one hertz signal from the
speed sensor represents one RPM of motor speed.
If the signal is missing or in error:
(a) Check speed sensor for proper wiring.
(b) Replace speed sensor.
(c) Replace filter card in sensor junction box.
(d) Replace card C9.
(e) Replace Controller.
4. If the 12V supplies, sensor frequency, and direction signals are proper, but VN is in
error:
(a) Replace card C9.
(b) Replace card C3.
(c) Replace Controller.
(d) If the problem still exists, the malfunction is within the wiring
interconnections.
SERVICE MANUAL
NOTES
SERVICE MANUAL
Training only! AlwaysACCELERATOR

use your machine original ASSEMBLY
documentation!
The pedal to the right of the steering column is the accelerator pedal. The accelerator pedal
contains a 5K-ohm potentiometer. The pedal assembly contains a microswitch that is not
utilized for these functions.
Periodic adjustments may be required as the pedal wears.
Numbers in parentheses refer to the illustration "ACCELERATOR ASSEMBLY
(POTENTIOMETER)" unless otherwise noted.
PEDAL ASSEMBLY REMOVAL AND INSTALLATION
a. Remove the two front bolts (1) and loosen the rear bolt. Lift the pedal assembly out.
b. Disconnect the electrical cable connector.
c. To reinstall, reverse the removal procedures. When installing a new pedal assembly, it
may be necessary to clean out the cast housing mounting holes with a rat-tail file.
POTENTIOMETER REPLACEMENT
a. Remove the side cover (24).
b. Unsolder the wires on the potentiometer (30).
c. Loosen three screws (17) and rotate the three servo pot clamps (23) so flats are toward
the potentiometer. Remove potentiometer (30) and pinion gear (32).
d. Loosen two setscrews (31) in pinion gear and separate the gear from the potentiometer
shaft.
e. Place the pinion gear on the new potentiometer shaft, allowing about 1/16 inch (1.6 mm)
spacing between pinion and potentiometer body. Tighten the two setscrews.
f. Install the potentiometer and gear assembly in the pedal housing (13), and secure with
the three servo pot clamps (23).
g. Re-solder wires to potentiometer. Refer to the wiring diagram on the illustration
ACCELERATOR ASSEMBLY (POTENTIOMETER) for proper connections.
h. Proceed to ADJUSTMENTS and adjust the potentiometer and stops as instructed.
i. Replace the cover (24) and gasket (25) and secure with screws (11).
SPRING REPLACEMENT
a. Remove the bottom cover (14) and the rear mechanical stop bolt (10) from the pedal
housing (13).
b. Wedge a piece of cardboard between the pinion gear (32) and the housing wall to hold
the pinion stationary when the pedal gear (39) is removed.
c. Drive out roll pin (12) in end of shaft (36). Remove setscrews (20) from pedal gear (39)
and microswitch trigger (26).
d. Push shaft (36) through until spring (6) and mandrel (38) can be removed.
e. To install a new spring, reverse the removal procedure. When reassembling, be careful
not to drive the microswitch trigger (26) into the microswitch (28).
f. Replace the bottom cover (14) and gasket (13) and secure with screws (11).
SERVICE MANUAL

ADJUSTMENTS
The rear mechanical stop bolt (10) and jamnut (9) must not be adjusted
from the factory setting. The top of the bolt head should be located 27/32” ±
1/32” (21.4 mm ± .8 mm) above the top of the pedal housing (13).
a. With the pedal in the upright position and released, rotate potentiometer until it measures
500 to 600 ohms between pins B and C of receptacle (19). Then tighten the three servo
pot clamp screws (23) and depress and release the pedal a number of times to verify
that the potentiometer stays within 500 to 600 ohms.
b. Adjust the front mechanical stop setscrew and jamnut (8) and (9) so resistance
measurement with the pedal upright and fully depressed will be in accordance with the
following table.
c. Again, depress and release the pedal a number of times to verify that the potentiometer
stays within the given range.
d. Slowly depress the pedal (until it hits the front end stop) and observe the ohmmeter to
verify that there is no loss of continuity (open circuit) within the potentiometer. If an open
occurs, install a new potentiometer.
e. When final adjustments are made, replace the covers.
f. Prior to returning machine to service, the new accelerator pedal must be calibrated using
LINCS™ system. Failure to do so will result in unpredictable machine performance.
IF RESISTANCE THEN RESISTANCE

(OHMS) PINS A TO C: (OHMS) B TO C
SHOULD BE:
4500 to 4599 3850 to 3975
4600 to 4699 3910 to 4035
4700 to 4799 3970 to 4095
4800 to 4899 4030 to 4155
4900 to 4999 4090 to 4215
5000 to 5099 4150 to 4275
5100 to 5199 4210 to 4335
5200 to 5299 4270 to 4395
5300 to 5399 4330 to 4455
5400 to 5499 4390 to 4515
5500 4450 to 4575
SERVICE MANUAL
Training only! Always

ACCELERATOR PEDALuse your machineUSING
CALIBRATION originalLINCS
documentation!
It is very important to carefully follow each calibration step when calibrating the accelerator
pedal. Failure to do so will create an improper calibration that could result in a speed command
without depressing the accelerator pedal.
Confirm proper operation and adjustment of the pedal as per potentiometer adjustment
1.
procedure in the service manual.
2. Turn the key switch on and let the LINCS™ system boot all the way up.
Calibrations can not be performed with the engine running.

Ensure that none of the red or yellow alarm lights are on. If red or yellow alarm lights are
3.
on, repair fault immediately.
4. Using your “I” Button, sign in to the Maintenance Level access.
SERVICE MANUAL
5. Press “5” for the Maintenance Menu, “4” for Calibrations Menu, “2” for Joystick Pot
Training only!Menu
Calibrations Always
anduse
“1” your machine original
for Accelerator documentation!
Foot Pot Calibration Menu. The screen should
look like the one below:
6. Carefully read and follow the calibration instructions on the screen. With this first step
(shown above), make sure that the pedal is fully released (completely up) and then press
the “Enter” button. The next screen will appear as shown below:
7. In the second step, fully depress accelerator pedal and hold. While it is held depressed,
press “Enter” button. Pressing the “Enter” button will complete the calibration of the
accelerator foot pedal.
This step to be performed with engine not running and park brake set.
SERVICE MANUAL
8. To confirm proper operation of the accelerator foot pedal, from the Main Screen press “1”
Training
for only! Always
Main Menu, use
then “3” foryour machine
Browse original
Channels documentation!
Menu, then use right-arrow key to scroll all
the way to the right to select the Machine Menu, then press “2” to select the submenu and
use the right-arrow key to scroll all the way to the right, until Operator Controls Menu is
displayed. Under the Operator Controls Menu, locate the Foot Pot Command Channel.
LINCS™ screen should look like the one shown below using the down-arrow key.
Foot Pot Command Channel should read 0% when the pedal is fully released and 200%
9.
when the pedal is fully depressed.
DC Drive Machines: 0% when the pedal is fully released and 100% when the pedal is fully
depressed.
SR Drive Machines: 0% when the pedal is fully released and 200% when the pedal is fully
depressed.
SERVICE MANUAL
FIGURE 19

1. BOLT
2. TUBING
3. WIRE
4. SCREW
5. LOCKWASHER
6. SPRING
7. RUBBER STOP
8. SETSCREW
9. JAMNUT
10. COVER
11. SCREW
12. PIN
13. HOUSING
14. COVER
15. GASKET
16. PEDAL
17. SCREW
18. LOCKWASHER RECEPTACLE
19. SETSCREW
20. NUT
21. INSULATOR
22. CLAMP
23. COVER
24. GASKET
25. TRIGGER
26. BEARING
27. MICROSWITCH
28. ACTUATOR
29. POTENTIOMETER
30. SETSCREW
31. GEAR
32. BUSHING
33. PEDAL GEAR ASSEMBLY
34. SHAFT
35. SHAFT
36. WASHER
37. SPRING
38. MANDREL
39. GEAR
40. LOCKNUT
41. SETSCREW
Figure 19. ACCELERATOR ASSEMBLY (POTENTIOMETER)
4 5
3
7 6
10
11
33 34 35 36 37 16 12
13
38
32
14
38 40 15
41
31
20 21
26
30 29 28 27
17 18 19 20 21
24
25
22
11 23 17 18
TA11401
SERVICE MANUAL
NOTES
SERVICE MANUAL

The retard (braking) grids can be used to obtain a horsepower reference for the engine. This
method is not intended to accurately measure engine horsepower. The measurement taken is
the summation of the four converter outputs to the grids. To this number, system efficiencies
and parasitics are added to obtain an estimate of engine horsepower output. Since there can
be significant variations due to temperature and altitude differences, the numbers presented in
this procedure should serve as a reference only.
The loader’s braking grid system may not be capable of absorbing full engine horsepower
continuously and, therefore, testing time is limited to 20 seconds to avoid damaging the
grids. Grids should be monitored during the test so possible overheating can be detected.
The HP can be read on the cab display, giving the total converter horsepower output to the
grids. This can also be obtained by multiplying each voltage and current together, summing the
four, dividing by 746 to obtain horsepower, and multiplying by 1.06 to account for form factor.
The 1.06 number corrects the difference between average values of current and voltage and
RMS values due to the ripple in the SCR converter outputs. The HP reading on the display
multiplies the four currents and voltages and scales in the 1.06 form factor.
For obtaining the estimated engine horsepower, the grid HP, which is shown on the grid
display screen, is multiplied by 1.05 to account for generator and converter efficiency. Then an
estimated parasitic load is added to account for the loads that cannot be electrically measured.
This includes hydraulic loads to circulate fluid and operate fan blower loads, air compressor,
battery charger, air conditioner, etc. This is estimated to be:
L-1350: 360 HP at HI fan speed.
L-1850-L-2350: 380 HP at HI fan speed.
This load can vary with hydraulic pressure setting, temperature, and other factors governing
hydraulic performance
PREPARING FOR THE TEST
These tests must be conducted only by authorized persons who know the
hazards of high voltage AC. High Voltage can shock, burn or cause death
(when engine is at high throttle).
DO NOT ENTER THE ELECTRICAL CABINET UNTIL THE ENGINE HAS
STOPPED ROTATING!
Park the machine with the radiator facing downwind, in an open area. Rest bucket on ground
and shut engine down.
SERVICE MANUAL

a. Put LOAD BANK switch, located on Controller up (ON). Turn FRONT and REAR
TRACTION controls to maximum (HI position).
b. Select the “Maintenance Menu” on the display screen and activate the option to “Force
Engine Fan HI”.
Fan speed is set by using the maintenance menu option of the LINCS
computer system. From the maintenance menu, choose the bypass limits
option. The bypass limits option provides a limits menu. Choose item “3”
to force fan speed to high. Pressing the “3” key again will reset the fan to
normal speed.
For this test, the AC voltage will be:

L-1350: approximately 550-VAC.
L-1850-L-2350: approximately 700-VAC.
Refer to the illustration "L-1350-L-1850-L-2350 LOAD BANK
CONNECTION" for wire connections.
c. Armature Converter panels: On each panel, remove the large 58 wire and insulate it.
Move the large 58D wire to where the 58 wire was. Remove the 55 wire and insulate it.
Move the 55B wire to where the 55 wire was.
d. Lights, A/C, etc. must be turned off for this test. Make sure that readings are taken at HI
fan speed. Park brake must remain set.
SERVICE MANUAL
LOAD BANK MODE PROC...CONT'D & FIGURE 20

MEASUREMENT TO BE TAKEN
a. Measure horsepower delivered to the grids by reading HP on the display screen. This
can be double-checked by reading the individual armature currents and motor voltages
from the display and performing the calculations previously described.
b. Note the VGEN, VH and VHL total signals. VGEN should remain at approximately:
L-1350: 5.5 (550-VAC generator voltage) throughout the test.
L-1850-L-2350: 7.0 (700-VAC generator voltage) throughout the test.
VH should stabilize at about 6.3 (63 Hz). Frequency can also be checked by using a
frequency meter or a digital multimeter with a frequency mode at the cab receptacle or
between a phase and neutral. VHL has to be greater than zero. A zero VHL indicates the
engine is not fully loaded.
TESTING PROCEDURES
Perform the following steps for the LOAD BANK TEST procedures.
a. Close the cabinet doors.
b. Start engine and allow to warm up at LO throttle.
c. Ensure park brake is set.
d. Place engine at HI throttle. Select “Forward” direction and depress accelerator pedal
enough to verify that the four armature currents are
approximately equal. If armature currents are suspect check IA waveforms with an
oscilloscope as described in “IA 1,2 (via RI1); IA 3,4 (via RI3) ARMATURE CURRENT
SIGNAL(S)” under DIAGNOSTIC AND REPAIR PROCEDURE FOR COMMON
PROBLEMS.
e. Ensure engine fan is at HI speed.
f. Place engine at HI throttle, select FORWARD, and fully depress the accelerator. Have
someone monitoring grids to signal a shutdown if grids overheat (begin to glow dull red).
g. At first, the volts and amps will surge to high values while the kinetic energy of the
rotating mass of the engine and generator is dissipated, and then the readings will
stabilize at a lower value. Record the stabilized horsepower reading, frequency (VH) and
VHL.
h. Return the accelerator to minimum position and select neutral. Keep engine at high
throttle for 3 to 5 minutes to allow grids to cool.
• Engine fan must stay on at HI speed.

• Visually monitor grids during test to detect overheating.
• Park brake must be set.
SERVICE MANUAL

CALCULATING ENGINE HORSEPOWER
The following EXAMPLE for an L-1350 should be used to calculate engine horsepower when
performing a load bank test:
The control system generates an analog signal called HP. This represents electrical
horsepower at a ratio of 1VDC per 200 horsepower.
LINCS processes the HP signal by multiplying it by 200 to display an electrical horsepower
reading. For example:
HP signal LINCS display
4VDC 800 horsepower
5VDC 1000 horsepower
6VDC 1200 horsepower
The above does not account for efficiencies or parasitic losses when trying to determine
engine horsepower. Use a factor of 1.05 to account for efficiencies. L-1350 Parasitics = 325 hp
at high fan speed. Therefore:
Engine horsepower = (LINCS display X 1.05) + Parasitics
Typically an L-1350 produces the following numbers.
HP signal = 6.37
LINCS display = 1274 horsepower
Engine horsepower = (1274 X 1.05) + 325 = 1662.7 horsepower.
The engine was rated at 1600 hp by Cummins.
For a 1600 hp engine, a LINCS display of 1214 horsepower during load bank test would be
good. Anything less would indicate the engine could not produce 1600hp.
i. Refer to the following chart for Tester Readings.
SERVICE MANUAL
TESTER READINGS
HP ___________
VH ___________ (6.3 – 63 Hz Approx.)
VHL __________ (must be greater than zero)
VGEN __________(L-1350 – ~550-VAC) (L-1850-L-2350 – ~700-VAC)
Grid HP = ____________
Calculation of HP using IA and VM:
IA1 ______________ X VM1 _______________ = ______________Watts
IA2 ______________ X VM2 _______________ = ______________Watts
IA3 ______________ X VM3 _______________ = ______________Watts
IA4 ______________ X VM4 _______________ = ______________Watts
______________Watts Total
(____LINCS DISPLAY) X (1.05 efficiency) + (parasitics) = ____ Engine Horsepower
Estimated parasitics: HI Fan Speed (L-1350 -325 HP) (L-1850-L-2350-367 HP)
Test result should be within 5% of engine manufacturer rated horsepower.
Figure 20. TESTER READINGS
SERVICE MANUAL

REMOVING LOADER FROM LOAD BANK MODE
a. After the various tests have been completed, release the accelerator pedal and put the
direction control lever to NEUTRAL position.
Allow the engine to idle for a minimum of five minutes before turning it off.
Failure to comply could result in damage to the turbochargers.
b. Ensure engine fan control is set back to normal operation.

c. Position ENGINE SELECT switch to LO idle.
d. Turn the key switch to OFF.
e. Put the LOAD BANK switch located on the Controller to OFF position.
f. Return FRONT and REAR TRACTION controls to desired level.
g. Disconnect the 58D wire from the 58 bus bar and connect back to its original connection
on each panel.
h. Remove insulation from the large 58 wire and connect it back to the 58 bus bar on each
panel.
i. Disconnect the 55B wire from the 55 bus bar and connect it back to its original
connection on each panel.
j. Remove insulation from the 55 wire and connect it back to the 55 bus bar on each
panel.
k. Close electrical cabinet doors.
Figure 21. L-1350-L-1850-L-2350 LOAD BANK CONNECTION
SECTION 17
LINCS™
SERVICE MANUAL
NOTES
SERVICE MANUAL
LINCS
Training only! Always use your machine original ™

documentation!
LINCS
MODELS L-1350-L-1850-L-2350 LOADERS
LETOURNEAU, INC. LOADER
ROL-7
TABLE OF CONTENTS
LINCS™
MASTER CONTROL MODULE
SOFTWARE
BOOTLOADER PROGRAM
MASTER PROGRAM
CONFIGURATION
SYSTEM INITIALIZATION
MASTER CONTROL MODULE CONNECTORS
SECURITY KEY PORT
SERIAL PORTS
DATA PORTS
DIGITAL I/O
POWER
VIDEO
CIRCUIT BOARDS
REMOTE CONTROL MODULE
SOFTWARE BOOT CODE
MAIN CODE
CONFIGURATION
REMOTE CONTROL CONNECTORS
LINCS SERVICE TOOL CONNECTOR
POWER CONNECTOR
CAN BUS CONNECTOR
I/O CONNECTORS
TRACTION CONTROLLER
SERVICE MANUAL
LINCS

TRANSLATOR use your machine original documentation!
MODULE
SOFTWARE BOOT CODE
MAIN CODE
CONFIGURATION
TRANSLATOR MODULE CONNECTORS
LINCS SERVICE TOOL CONNECTOR
POWER CONNECTOR
CAN BUS CONNECTOR
I/O CONNECTORS (1 AND 5)
DATA CONNECTOR 2
DATA CONNECTOR 3
DATA CONNECTOR 4
LINCS BUS
COMPONENTS
PIN ASSIGNMENTS
OPERATOR CAB COMPONENTS
HISTORY LOGS
CHANNEL INFORMATION
MAINTENANCE MENU
LETOURNEAU SERVICE TOOL
FILE TRANSFER UTILITY
LOG VIEWER
eLETROchart™
CONFIGURATION EDITOR
HOW TO ACCESS AND NAVIGATE THE MAIN MENU
ITEM 1 VIEW PRODUCTION DATA
ITEM 2 VIEW LOGS
ITEM 3 BROWSE CHANNELS
ITEM 4 SYSTEM SETUP MENU
ITEM 5 MAINTENANCE MENU
USING THE LINCS SERVICE TOOL SOFTWARE TO COMMUNICATE WITH THE
LINCS MASTER COMPUTER
BOOT MODE
BOOT MODE FUNCTION PRE-REQUISITES
SETTING UP THE LINCS SERVICE TOOL
INSPECTING A LINCS UPDATE FILE
SENDING A LINCS UPDATE FILE
SETTING TIME AND DATE ON A LINCS SYSTEM
CREATING AND SAVING A LINCS RESTORE POINT
GETTING A SYSTEM LOG FILE FROM A LINCS SYSTEM
SERVICE MANUAL
LINCS

INSTRUCTIONS FORuse your machine
READING original documentation!
OR ACCESSING ENGINE FAULT CODES VIA LINCS
SYSTEM
OVERVIEW
ACCESSING THE ENGINE LIGHTS VIA THE LINCS SYSTEM
RETRIEVING THE ENGINE FAULT CODE NUMBERS FROM THE LOGS
ISOLATING A DC DRIVE MOTOR (LOCATED ON PAGE 017A001)
LINCS TROUBLESHOOTING FLOWCHARTS
LINCS LOGIC CIRCUITS
eLETROchart™ PRODUCT INFORMATION
Figure 1. INITIALIZATION SCREEN SAMPLE
Figure 2. MASTER CONTROL MODULE (MCM) CONNECTIONS
Figure 3. DIAGNOSTIC DATA PORTS
Figure 4. REMOTE CONTROL MODULE (RCM) CONNECTIONS
Figure 5. (1 OF2)-REMOTE I/O MODULE LOCATION/FUNCTION – CAB
Figure 5. (2 OF 2)-REMOTE I/O MODULE LOCATION/FUNCTION – TOW UNIT
Figure 6. TRANSLATOR MODULE (TRN) CONNECTIONS
Figure 8. BOOT-UP SEQUENCE TO MAIN MENU
Figure 9. VIEW LOGS MENU
Figure 10. BROWSE CHANNELS MENU
Figure 11. SYSTEM SETUP MENU
Figure 12. LINCS MAINTENANCE MENU ELECTRONIC ACCESS RECEPTACLE
Figure 13. SYSTEM INFO SCREEN
Figure 14. BROWSE CHANNELS MENU (MODULE)
Figure 15. LIMITS MENU
Figure 16. CALIBRATION - GAUGES
Figure 17. DVS TRANSLATOR FOR DETROIT DIESEL ENGINE WITH DDEC III/IV
Figure 18. LINCS WIRING SYSTEM -- SHEETS: (1 OF 4) (2 OF 4) (3 OF 4) (4 OF 4)
Figure 19. TURCK WIRING AND CONNECTIONS
Figure 19.1 TYPICAL TURCK BOXES
Figure 20 BATTERY CHARGING PANEL AND CHARGER (LOCATED IN CAB)
Figure 21 BATTERY CHARGER CIRCUIT SCHEMATIC
Figure 22 BATTERY CHARGING PANEL RELAYS AND FUSES
SERVICE MANUAL
LINCS
Training
LINCS ™ only! Always use your machine original documentation!
The LeTourneau Integrated Network Control System (LINCS™) is a complete machine control
and monitoring system. It manages all loader systems including hydraulics, electrics, drive
system, and engine. LINCS features multiple microprocessor-based modules distributed
throughout the machine that communicates over a network. The Remote Control Modules,
Drive Modules, and Translator Module are each located near the systems they control, monitor
and manage. A Master Control Module directs the entire system and is located in the cab of
the loader.
DO NOT open LINCS® Master, Remote or Translator Modules. There are no

serviceable parts inside these modules. LINCS® modules must be
returned to the factory for repair. Breaking the seal on one of these
modules will void the machine's warranty. Contact your dealer or the

The Master Control Module (MCM) is the central brain of the entire vehicle. It manages all of
the information that travels on the LINCS network and processes all data transferred to and
from the other modules. The MCM manages and communicates with the Remote and
Translator Modules, gathering data and sending commands to these modules, thereby
permitting them to maintain machine control. It controls module power. It continually monitors
the health of all modules and can automatically verify and update their configuration
information. The MCM connects to the Operator Interface to provide alarm and diagnostic
reporting. The MCM contains a Pentium class microprocessor housed in rugged industrial
hardware. It is specified to operate from -40C to +70C. Its onboard uninterruptible power
supply provides controlled shutdown of the machine. It contains non-volatile solid-state
memory that requires no battery to store its programs, configuration, and history log data.
SOFTWARE
BOOTLOADER PROGRAM
The Bootloader Program is permanently installed at the factory. It executes every time the
MCM is powered and checks the validity of the Master Program and Configuration software. If
the Master Program or Configuration software is not good (or if the Boot Mode pin on the
LINCS Service Tool port is active) it does not proceed to Master Program operation but waits
on communication with the LINCS Service Tool.
SERVICE MANUAL

MASTER PROGRAM
The Master Program software contains everything necessary to process inputs, drive outputs,
and communicate on the LINCS network. It determines what the MCM is supposed to do by
the Configuration. The Master Program software can be upgraded in the field by a connection
to a LINCS Service Tool.
CONFIGURATION
The Configuration software contains all of the detail needed for the MCM to perform its
functions. It contains information about each module and channel on the machine. The
Configuration software is created by the Configuration Editor program, which runs in a
Windows 98 environment on a separate computer. Once the Configuration editing is complete,
the LeTourneau Service Tool is used to load the Configuration in the MCM.
SYSTEM INITIALIZATION
The System Initialization screen is displayed on the monitor every time the key switch is turned
on (Refer to illustration "INITIALIZATION SCREEN SAMPLE"). It provides status information of
the steps in the system boot sequence. During the System Initialization, the MCM reads the
Master Configuration and the Configurations of all of the modules. It also performs internal
timing calibrations. The MCM then requests responses of all of the modules on the network. It
compares the responses with the definitions in the Master Configuration. If a module is not
found on the appropriate network branch, it will put a message on the monitor giving the name
of the missing module. If a module is found that does not belong on a given network branch,
the MCM will give a message giving the address the module reports and which branch was
used. Each module determines its address by reading the address pins on the PWR (Output
Power) connector.
Figure 1. INITIALIZATION SCREEN SAMPLE
SERVICE MANUAL

SECURITY KEY PORT
The MCM has a Security Key Port (KEY) that provides access to maintenance screens and
menus.
SERIAL PORTS
The MCM has three serial RS232 ports assigned to COM2 through COM4. COM2 is used for
access to the Service Tool and is routed to the LINCS Service Tool connector in the cab. The
other two ports are available for general purpose RS232 communications. Refer to the
illustrations "MASTER CONTROL MODULE (MCM) CONNECTIONS" and "DIAGNOSTIC
DATA PORTS".
Pin COM 2 (ST) COM 3 COM 4
1 DCD DCD DCD
2 Receive (RX) Receive (RX) Receive (RX)
3 Transmit (TX) Transmit (TX) Transmit (TX)
4 DTR DTR DTR
5 Common Common Common
6 DSR DSR DSR
7 RTS RTS RTS
8 CTS CTS CTS
9 RI RI RI
Figure 2. MASTER CONTROL MODULE (MCM) CONNECTIONS
SERVICE MANUAL

DATA PORTS
The MCM has four CAN (Controller Area Network) data ports for connecting to the LINCS
network. The machine configuration specifies which modules are assigned to each data port.
Refer to the illustrations "MASTER CONTROL MODULE (MCM) CONNECTIONS" and
"DIAGNOSTIC DATA PORTS".
Pin CAN 0 CAN 1 CAN 2 CAN 3

1 Not Used Not Used Not Used Not Used
2 Data Hi Data Hi Data Hi Data Hi
3 Shield Shield Shield Shield
7 Data Lo Data Lo Data Lo Data Lo
(MOUNTED ON REAR CAB WALL)
1. SERVICE TOOL PORT (RS232)

2. DDEC READER PORT
3. CUMMINS ECM PROGRAMMING PORT
4. CUMMINS ECM READER PORT
5. POWER PORT
Figure 3. DIAGNOSTIC DATA PORTS
SERVICE MANUAL
MASTER CONTROL MODULE CONNECTORS CONT'D

DIGITAL I/O
The Digital I/O connector contains connections to the cab keypad, relays, and key switch. It
gives the MCM direct connection to items that cannot be processed by a Remote Module.
Pin Function
A Keypad Row 1
B Keypad Row 2
C Keypad Row 3
D Keypad Row 4
E Keypad Column 1
F Keypad Column 2
G Keypad Column 3
H Keypad Column 4
J Relay Coil Drive 1
K Relay Sense 1
L Relay Coil Drive 2
M Relay Sense 2
N Relay Coil Drive 3
P Relay Sense 3
Q Relay Coil Drive 4
R Relay Sense 4
S Relay Coil Drive 5
T Relay Sense 5
U Key Switch Sense
V Not used
W Not used
X Not used
Y Not used
Z Not used
SERVICE MANUAL
MASTER CONTROL MODULE CONNECTORS CONT'D

POWER
The Power connector provides 24V power to the MCM and connections for driving the red,
amber, and blue dash lamps and the two audio alarms.
Pin Function
Power Out to Lamps and Relay
A
Coils.
B Power Common
C Red Lamp Drive
D Amber Lamp Drive
E Blue Lamp Drive
F Power In to MCM
G Constant Audio Alarm Drive
H Oscillating Audio Alarm Drive
I Chassis Ground
VIDEO
The Video connector is a 25-pin connector for the cab LINCS monitor. It provides all power
and data signals necessary for the monitor.
CIRCUIT BOARDS
The MCM contains circuit boards that are connected to each other in a stack. These boards
contain a Pentium-class processor, CAN and RS232 ports, power supply, log storage memory,
and protection and support circuitry.
SERVICE MANUAL
REMOTE CONTROL MODULE CONNECTORS CONT'D

REMOTE CONTROL MODULE
The Remote Control Modules (RCM) are the hands of the system. They directly connect to
sensors and drive outputs.
The RCM utilizes a high-speed 32-bit processor housed in a rugged environmentally sealed
enclosure, designed to withstand high-pressure hot water washes and drenching in all vehicle
fluids. It is designed to operate from -40 to 85C. It uses non-volatile memory to store its
program and configuration information. RCMs are fully interchangeable since they
automatically program themselves to the requirements of the location. Servicing these
modules is a quick pull-out/plug-in procedure.
The RCM contains 24 connections that can be independently configured by software as a
variety of inputs or outputs. It supports 40VDC, 4-20mA, and frequency inputs. It has outputs
that can PWM or hard switch 4.5A to ground and 2.3A to battery. All inputs and outputs have
reliable gold-to-gold connections and short circuit, over voltage, and reverse polarity
protection.
The RCM continually monitors its own health as well as the health of the MCM and will turn off
its outputs if it detects a problem. Location and function of the RCMs is shown on the
illustrations "REMOTE I/O MODULE LOCATION/FUNCTION" (sheets 1 & 2).
REMOTE CONTROL MODULE CONNECTORS
Figure 4. REMOTE CONTROL MODULE (RCM) CONNECTIONS
SERVICE MANUAL
REMOTE CONTROL MODULE CONNECTORS CONT'D

SOFTWARE
BOOT CODE
The Boot Code software is permanently installed at the factory. It executes every time the
RCM is powered and checks the validity of the Main Code and Configuration software. If the
Main Code or Configuration software is not good (or if the Boot Mode pin on the LINCS
Service Tool port is active) it does not proceed to Main Code operation but waits on
communication with the LINCS Service Tool.
MAIN CODE
The Main Code software contains everything necessary to process inputs, drive outputs, and
communicate on the LINCS network. It determines what the RCM is supposed to do by the
Configuration. The Main Code software can be upgraded in the field by a connection to a
LINCS Service Tool or by the MCM.
CONFIGURATION
The configuration software contains all of the detail needed for the RCM to perform its
functions. It contains information about the input and output types for each channel, conversion
factors and math operations for the data, and the alarm settings. The Configuration software is
created by the Configuration Editor program. Once the Configuration editing is complete, the
LINCS Service Tool gives the entire machine Configuration to the MCM. The MCM then sends
the appropriate Configuration software to each RCM.
SERVICE MANUAL
FIGURE 5 (SHEET 1 OF 2)

1. LINCS Computer Monitor
2. Gauge Panel
3. LINCS Keypad
4. Rocker Switch Panel
5. Climate Control Panel
6. Remote I/O Module 3
9. Master Module
10. Battery Pack
Figure 5. REMOTE I/O MODULE
LOCATION/FUNCTION – CAB – (1
OF 2)
2
1
3
10
9
8
TA-10253-8
TA10253-8
SERVICE MANUAL
FIGURE 5 (SHEET 2 OF 2)
Figure 5. REMOTE I/O MODULE LOCATION/FUNCTION – TOW UNIT – (PAGE 2 OF 2)
SERVICE MANUAL
REMOTE CONTROL MODULE CONT'D

LINCS SERVICE TOOL CONNECTOR -REFER TO THE ILLUSTRATION "REMOTE
CONTROL MODULE (RCM) CONNECTIONS".
The LeTourneau Service Tool connector is a 6-pin connector that provides a means to connect
a computer to the RCM via a RS232 serial port. The connector also allows a computer to force
the RCM into Boot Mode preventing the running of the main program and allowing loading of
the main program.
Pin Function
A Common
B Receive
C Transmit
D Not Connected
E Boot Mode
F Not Connected
POWER CONNECTOR - REFER TO THE ILLUSTRATION "REMOTE CONTROL MODULE

(RCM) CONNECTIONS".
The Power connector is a 9-pin connector that gets the 24V power used for outputs as well as
pins that the RCM uses to determine its location. The power pins provide 24V that the RCM
routes to the high side switches (outputs that connect to 24V), unswitched 24V wires, and the
15V regulator. This 24V is used only for outputs and not for the digital electronics. The Output
Ground pin (B) is connected to the case of the RCM.
The RCM determines its location or address by reading the address pins. If an address pin is
connected to pin I, it is read as low. If it is left unconnected, it will be read as high. The RCM
address is determined by adding the values of the high pins.
Pin Function
A Address 1 (value 1)
B Output Ground
C Address 4 (value 8)
D Address 5 (value 16)
E Address 6 (value 32)
F Output Power (24V)
G Address 3 (value 4)
H Address 2 (value 2)
I Address Common (ground)
SERVICE MANUAL

CAN BUS CONNECTOR - REFER TO THE ILLUSTRATION "REMOTE CONTROL MODULE
(RCM) CONNECTIONS".
The CAN BUS connector is a 4-pin connector that gets 24V used to power the digital
electronics and also contains data pins for the LINCS network connection. The 24V is only
used for powering the RCM electronics and does not go to outputs. The Power Common pin
(C) is isolated from the case of the RCM.
Pin Function
A Data +
B Data -
C Power Common
D 24V Digital Power
I/O CONNECTORS (1 THROUGH 4)

The I/O (input/output) connectors provide all of the connections necessary for any input or
output device. Each of the connectors has identical pinouts. There are 6 channels provided in
each connector. Each channel has 4 pins that are typically routed in a single cable. In the
LINCS system a 4-digit wire number indicates the cable of a connector. For example wire
number 1234 indicates RCM number 12, connector 3, and cable 4. In a 5-digit wire number,
the fifth digit indicates a single wire in the cable.
All of the I/O pins have a variety of available functions such as Switch to Ground, Signal
Current Input (20mADC), and Voltage Input (5, 10, 20, or 40 VDC). One pin per connector can
also Switch to Battery (24V) and another pin can also support Frequency Input. The four
connectors are assigned six channels each.
Each connector provides several pins that are connected to 24V from the PWR connector. The
24V is fused with a single 10A 5x20 glass fuse per connector mounted inside the RCM. A
blown fuse will turn on the red alarm light on the operator’s console, an audible alarm will
sound, and a text message indicating a problem with the RCM will appear on the LINCS
computer monitor. A blown fuse almost always indicates a problem outside of the RCM.
Investigate the cause of the blown fuse before installing a new RCM or new fuse. It is strongly
recommended that a new RCM be installed rather than simply replacing the fuse. If the RCM
is not properly sealed after fuse replacement, the RCM warranty may be voided.
Each connector also provides several pins that are connected to regulated 15V through a 1K
ohm internal resistance.
Remote Module Input/Output Connector Signal to Pin Table
Channel Color Connector Pin

Function Code Ch 1 Ch 2 Ch 3 Ch 4 Ch 5 Ch 6
+24 V Red G M X T N H
GND Black B L R U V C
+15 V Brown F E S Y P J
Signal Orange A K W Z Q D
SERVICE MANUAL

Remote Module Input / Output Connections - (4 Individual Connectors)
Machine Remote Connector Cable Wire Connector Function Channel
Wire # Cable # Cable # Wire # Color Pin Code #
Code
xx111 1 1 1 Red G Output Power
(24V fused)
xx112 1 1 2 Black B Power Ground
xx113 1 1 3 Brown F 15V (with 1K 22
ohm resistor)
xx114 1 1 4 Orange A Normal
Input/Output
xx121 1 2 1 Red M Output Power
(24V fused)
xx122 1 2 2 Black L Power Ground
xx123 1 2 3 Brown E 15V (with 1K 30
ohm resistor)
xx124 1 2 4 Orange K Normal
Input/Output
xx131 1 3 1 Red X Output Power
(24V fused)
xx132 1 3 2 Black R Power Ground
xx133 1 3 3 Brown S 15V (with 1K
35
ohm resistor)
xx134 1 3 4 Orange W Input/Output
with Switch to
Battery
xx141 1 4 1 Red T Output Power
(24V fused)
xx142 1 4 2 Black U Power Ground
xx143 1 4 3 Brown Y 15V (with 1K 23
ohm resistor)
xx144 1 4 4 Orange Z Normal
Input/Output
xx151 1 5 1 Red N Output Power
(24V fused)
xx152 1 5 2 Black V Power Ground
xx153 1 5 3 Brown P 15V (with 1K 31
ohm resistor)
xx154 1 5 4 Orange Q Normal
Input/Output
xx161 1 6 1 Red H Output Power
(24V fused)
xx162 1 6 2 Black C Power Ground
xx163 1 6 3 Brown J Balanced
39
Frequency Input
(see D)
xx164 1 6 4 Orange D Input/Output
with Frequency
SERVICE MANUAL

(24V fused)
ohm resistor)
Input/Output
(24V fused)
ohm resistor)
Input/Output
(24V fused)
34
ohm resistor)
with Switch to
Battery
(24V fused)
ohm resistor)
Input/Output
(24V fused)
ohm resistor)
Input/Output
(24V fused)
xx263 2 6 3 Brown J Balanced 38
Frequency Input
(see D)
with Frequency
SERVICE MANUAL

Remote Module Input / Output Connections - (4 Individual Connectors)
Machine Remote Connector Cable Wire Connector Function Channel
Wire # Cable # Cable # Wire # Color Pin Code #
Code
(24V fused)
ohm resistor)
Input/Output
(24V fused)
ohm resistor)
Input/Output
(24V fused)
33
ohm resistor)
with Switch to
Battery
(24V fused)
ohm resistor)
Input/Output
(24V fused)
ohm resistor)
Input/Output
(24V fused)
xx363 3 6 3 Brown J Balanced
37
Frequency Input
(see D)
with Frequency
SERVICE MANUAL

(24V fused)
ohm resistor)
Input/Output
(24V fused)
ohm resistor)
Input/Output
(24V fused)
32
ohm resistor)
with Switch to
Battery
(24V fused)
ohm resistor)
Input/Output
(24V fused)
ohm resistor)
Input/Output
(24V fused)
xx463 4 6 3 Brown J Balanced 36
Frequency Input
(see D)
with Frequency
SERVICE MANUAL
TRACTION CONTROLLER

TRACTION CONTROLLER
Three Remote Interface cards are mounted in the loader Traction Controller. These cards are
identical to those in the module housings, except they are not connected to the external
connector plugs. Each Remote card is physically tied to an Interface Card via ribbon cable and
standoffs, creating a Remote/Interface Card assembly. This assembly plugs into the Controller
through its standard 47 – pin card connector. Three CAN bus connections, one for each card
assembly, are brought into the Controller and connected to the Remote card via the 47-pin
card connector.
Throttle, prime, speed, and direction commands are brought into the Controller through the
CAN bus, and various monitoring and status signals are sent back to the Master Module for
display. Like the other Remote Modules, these three Controller card assemblies are fully inter-
changeable since they automatically program themselves to the requirements of the location.
SERVICE MANUAL
TRANSLATOR MODULE & FIGURE 6

TRANSLATOR MODULE
The Translator Module (TRN) provides the interface to the engine as well as has 8 RCM style
connections. It is constructed of the same rugged components as the RCM.
The TRN is able to talk to all intelligent engines, sending engine speed commands and
receiving engine data. It contains J1587, J1939, RS422, and RS232 communication ports and
two digital pots. The TRN translates all engine input and output data to make it compatible with
LINCS protocol.
SOFTWARE
BOOT CODE
The Boot Code software is permanently installed at the factory. It executes every time the TRN
is powered and checks the validity of the Main Code and Configuration software. If the Main
Code or Configuration software is not good (or if the Boot Mode pin on the LINCS Service Tool
port is active) it does not proceed to Main Code operation but waits on communication with the
LINCS Service Tool.
MAIN CODE
The Main Code software contains everything necessary to process inputs, drive outputs, and
communicate on the LINCS network. It determines what the TRN is supposed to do by the
Configuration. The Main Code software can be upgraded in the field by a connection to a
LINCS Service Tool or by the MCM.
CONFIGURATION
The Configuration software contains all of the detail needed for the TRN to perform its
functions. It contains information about the input and output types for each channel, conversion
factors and math operations for the data, and the alarm settings. The Configuration software is
created by the Configuration Editor program. Once the Configuration editing is complete, the
LINCS Service Tool gives the entire machine Configuration to the MCM. The MCM then sends
the appropriate Configuration software to each TRN.
SERVICE MANUAL
TRANSLATOR MODULE & FIGURE 6

TRANSLATOR MODULE CONNECTORS
Figure 6. TRANSLATOR MODULE (TRN) CONNECTIONS
SERVICE MANUAL
TRANSLATOR MODULE... CONT'D

LINCS™ SERVICE TOOL CONNECTOR - REFER TO THE ILLUSTRATION "TRANSLATOR
MODULE (TRN) CONNECTIONS".
The LINCS™ Service Tool connector is a 6-pin connector that provides a means to connect a
computer to the TRN via a RS232 serial port. The connector also allows a computer to force
the TRN into Boot Mode preventing the running of the main program and allowing loading of
the main program.
Pin Function
A Common
B Receive
C Transmit
D Not Connected
E Boot Mode
F Not Connected
POWER CONNECTOR - REFER TO THE ILLUSTRATION "TRANSLATOR MODULE (TRN)

CONNECTIONS".
The Power connector is a 9-pin connector that gets the 24V power used for outputs as well as
pins that the TRN uses to determine its location. The power pins provide 24V that the TRN
routes to the high side switches (outputs that connect to 24V), unswitched 24V wires, and the
15V regulator. This 24V is used only for outputs and not for the digital electronics. The Output
Ground pin (B) is connected to the case of the TRN
The TRN determines its location or address by reading the address pins. If an address pin is
connected to pin I, it is read as low. If it is left unconnected, it will be read as high. The TRN
address is determined by adding the values of the high pins.
Pin Function
A Address 1 (value 1)
B Output Ground
C Address 4 (value 8)
D Address 5 (value 16)
E Address 6 (value 32)
F Output Power (24V)
G Address 3 (value 4)
H Address 2 (value 2)
I Address Common (ground)
SERVICE MANUAL

CAN BUS CONNECTOR - REFER TO THE ILLUSTRATION "TRANSLATOR MODULE
(TRN) CONNECTIONS".
The CAN BUS connector is a 4-pin connector that gets 24V used to power the digital
electronics and also contains data pins for the LINCS network connection. The 24V is only
used for powering the TRN electronics and does not go to outputs. The Power Common pin
(C) is isolated from the case of the TRN.
Pin Function
A Data +
B Data -
C Power Common
D 24V Digital Power
I/O CONNECTORS (1 AND 5) REFER TO THE ILLUSTRATION "TRANSLATOR MODULE

(TRN) CONNECTIONS".
The I/O (input/output) connectors provide connections necessary for input or output devices.
Each of the connectors has identical pinouts. The inputs and outputs have the same
functionality as the RCM. The pots are 10K floating 3-wire potentiometers that are software
controlled. Each connector provides several pins that are connected to 24V from the PWR
connector. The 24V is fused with a single 10A 5x20 glass fuse per connector mounted inside
the RCM. A blown fuse will turn on the red alarm light on the operator’s console, an audible
alarm will sound, and a text message indicating a problem with the RCM will appear on the
LINCS computer monitor. A blown fuse almost always indicates a problem outside of the
RCM. Investigate the cause of the blown fuse before installing a new RCM or new fuse. It is
strongly recommended that a new RCM be installed rather than simply replacing the fuse. If
the RCM is not properly sealed after fuse replacement, the RCM warranty may be voided.
Each connector also provides several pins that are connected to regulated 15V through a 1K
ohm internal resistance.
SERVICE MANUAL

Pin Function Connector 1 Function Connector 5
A Power Ground Power Ground
B Channel 10 Pot Return Channel 11 Pot Return
C Channel 10 Pot Supply Channel 11 Pot Supply
D Power Ground Power Ground
E 15V (with 1K ohm resistor) 15V (with 1K ohm resistor)
F Power Ground Power Ground
G Channel 10 Pot Wiper Channel 11 Pot Wiper
H Power Ground Power Ground
J Balanced Frequency Input (see Q) Balanced Frequency Input (see Q)
K I/O Channel 12 with Switch to Battery I/O Channel 14 with Switch to Battery
L Output Power (24V fused) Output Power (24V fused)
M Output Power (24V fused) Output Power (24V fused)
N Output Power (24V fused) Output Power (24V fused)
P Output Power (24V fused) Output Power (24V fused)
Q I/O Channel 17 with Frequency I/O Channel 19 with Frequency
R Power Ground Power Ground
S Balanced Frequency Input (see W) Balanced Frequency Input (see W)
T Output Power (24V fused) Output Power (24V fused)
U 15V (with 1K ohm resistor) 15V (with 1K ohm resistor)
V Power Ground Power Ground
W I/O Channel 16 with Frequency I/O Channel 18 with Frequency
X Output Power (24V fused) Output Power (24V fused)
Y Output Power (24V fused) Output Power (24V fused)
Z I/O Channel 13 with Switch to Battery I/O Channel 15 with Switch to Battery
DATA CONNECTOR 2 - REFER TO THE ILLUSTRATION "TRANSLATOR MODULE (TRN)

CONNECTIONS".
Data Connector 2 contains two serial ports. Port 3 is a general-purpose RS232. Port 4
conforms to the SAE J1708 specification (modified RS485). It is primarily used to gather data
from engines that use the J1587 protocol. Both ports have full protection from short circuits.
Pin Function
A Port 3 – RS232 Com
B Port 3 – RS232 Receive
C Port 3 – RS232 Transmit
D Port 4 – J1708 Common
E Port 4 – J1708 Data (+)
F Port 4 – J1708 Data (-)
SERVICE MANUAL

CONNECTIONS".
Data Connector 3 contains a single RS422 port. Is a general-purpose port and can be used to
communicate to engines or other devices. It is fully protected from short circuits.
Pin Function
A Port 5 – RS422 Receive (-)
B Port 5 – RS422 Common
C Not Connected
D Port 5 – RS422 Receive (+)
E Port 5 – RS422 Transmit (+)
F Port 5 – RS422 Transmit (-)

CONNECTIONS".
Data Connector 4 contains a single CAN port. It conforms to the CAN2.0b specification and
supports J1939 protocol for engine data and control. It is fully protected from short circuits.
Pin Function
A Not Connected
B Not Connected
C Not Connected
D Port 6 – J1939 Shield
E Port 6 – J1939 CAN-H
F Port 6 – J1939 CAN-L
SERVICE MANUAL
LINCS BUS 1_2

LINCS™ BUS
TOPOLOGY
The Modules on a LINCS™ vehicle communicate over a Controller Area Network (CAN) bus.
This robust network was pioneered in the automotive industry and is now overtaking the off-
highway and other mobile equipment markets. It provides users with the flexibility to handle
large quantities of input/output (I/O), using multiple microcontrollers throughout the machine.
This results in notable wiring reductions and an increase in processing efficiency. It also offers
advantages in diagnostics, enabling the machine to gather, access and display information
from all of its systems.
The CAN bus supports real-time data transfer that is free from message collisions. If two
modules start transmitting at the same time, the message with the highest priority gets passed
without any interruption. The other message waits until the bus is clear. Error checking uses
cyclic redundancy check (CRC) checksums and messages with errors are automatically re-
transmitted.
The bus is arranged as an end-terminated trunk with stub drops for each node. There are
typically four branches of the bus on a machine. One end of each branch is terminated within
the MCM. The other ends have a connector that contains the termination.
Since a CAN bus is a bit-synchronized system, propagation delays limit the lengths of the trunk
branches and stubs. The bus typically runs at 500Kbps. This limits a single trunk length to
360 feet and a stub length (the distance from the trunk to the transceiver IC) to 3 feet.
Normally there are around 16 modules on a machine with a maximum of 58. The MCMs bus
address is always 0. The modules (RCM or TRN) get their addresses from their respective
Power connectors.
COMPONENTS (EARLY PRODUCTION MODELS)

The LINCS™ bus contains Trunk Extensions, Tees and Terminations. The Trunk Extensions
come in lengths of 20, 80, 200 and 400 inches. The extensions have opposite gender
connectors on each end so that the trunk components can be chained. The Tee provides a
stub length to connect the modules to the trunk. The Tees can be chained without a Trunk
Extension if needed. The end of each trunk branch requires a Termination to control bus
impedance. A Termination contains the appropriate trunk connector with a 120 ohm resistor.
COMPONENTS (CURRENT PRODUCTION MODELS)

The LINCS™ bus contains Trunk Extensions, and Terminations. The Trunk Extensions come
in lengths of 20, 80, 200 and 400 inches. The extensions have opposite gender connectors on
each end so that the trunk components can be chained. Each module has an "in" and an "out"
so the bus can be chained from module to module. The end of each trunk branch requires a
Termination to control bus impedance. A Termination contains the appropriate trunk connector
with a 120 ohm resistor.
SERVICE MANUAL
LINCS BUS 1_2

PIN ASSIGNMENTS
All of the LINCS™ bus components have the same pinout.
Pin Color Function

A White Data +
B Blue Data -
C Black Power Common
D Red 24V Digital Power
OPERATOR CAB COMPONENTS

The user interfaces with the LINCS™ through the keypad and monitor. The keypad is used to
enter data and manipulate menus. The monitor provides data screens and messages.
HISTORY LOGS
The History Logs are available from the Main Menu. The Alarms Log contains items
associated with the Red dash lamp. The Warnings Log contains items associated with the
Amber dash lamp. The PM Alerts are associated with the Blue lamp. Pressing the ↵ key on
the keypad will provide additional information on a specific log item.
The PM Alert items do not give a message or audio alarm to the operator, but are used for
items that need to be addressed during Preventive Maintenance downtime. These items can
only be cleared (and the Blue light turned off) with Maintenance level security access.
CHANNEL INFORMATION
The Browse Channels and Inspect Channels menus enable viewing of the operating
parameters of all the functions of the machine. Selecting a given channel with the key on the
keypad provides additional information on the channel and accesses the onboard strip-chart
feature.
MAINTENANCE MENU
The Maintenance Menu is not available to the operator, but requires Maintenance-level
security access. This menu provides access to various maintenance items such as Bypass
Limits, Calibrations, Preventive Maintenance Guides and the means to turn off the Blue lamp.
Anytime a joystick control, accelerator potentiometer or service brake

pedal is replaced, it is necessary to calibrate the new component by using
the calibrations menu of the LINCS™ computer system. Failure to do so
could result in unintentional circuit activation. On screen instructions are
provided by the LINCS™ computer to calibrate these components.
Accessing the calibrations menu requires maintenance technician level
access.
SERVICE MANUAL
LINCS BUS 1_2

LINCS™ SERVICE TOOL
The LINCS™ Service Tool consists of a typical notebook computer with appropriate software
and connections to interface with the Master Control Module. The connection is made at the
LINCS™ Service Tool Port located on the rear cab wall (refer to illustration The LINCS™
Service Tool contains a variety of software that allows downloading logs and uploading
updates, log and machine information viewing, data spooling and viewing and configuration
editing.
FILE TRANSFER UTILITY

This utility provides a means for downloading log files from the MCM and uploading program
updates.
LOG VIEWER
The log viewer allows viewing and analyzing the downloaded data consisting of alarms,
warnings, history and production data while off the machine. When the MCM log is
downloaded, this program makes the information available for troubleshooting, creating
production graphs, doing trending analysis or other types of information screening.
eLETROchart™
This program allows spooling of any RCM channel’s real time data in a strip chart format. Up
to 64 channels can be gathered and logged concurrently and up to 16 channels can be viewed
simultaneously. The strip chart formatted channels are viewed on a computer screen. This
can be done off the machine if wireless modems are used to connect the LINCS™ Service
Tool Port on the machine to the detached computer serial port. This data can also be logged
so it can be viewed and studied after the fact.
CONFIGURATION SOFTWARE
The configuration is created by using specially engineered software that is not normally
needed after a machine has been commissioned and is running. It would be used for the
addition of features, (lights, sensors, etc.) or for the moving or disabling of features and
options.
Everything necessary to establish a machine’s personality and how it operates is contained
within the configuration. It defines all the information about each piece of data and connection
on the LINCS™ network for each Remote Control Modules and the Translator Module. This
includes the purpose and definition of each module channel, whether it’s an input or output and
what kind. The configuration includes definitions of all data interpretations, alarms, warnings,
messages and actions.
SERVICE MANUAL
HOW TO ACCESS & NAVIGATE MAIN MENU & FIG 7 1_2

HOW TO ACCESS AND NAVIGATE THE MAIN MENU
The LINCS Computer system “boots up” when the key switch is turned to the ON position. As
it “boots up” it performs diagnostic procedures within the system. The System Initialization
Screen appears on the computer monitor during this process. The System Initialization Screen
indicates that the system is reading the Master Module Configuration, Remote Module
Configuration, Calculating Remote IDs and Calibrating System Clock. If no problems are
detected, engine start is allowed. Should a problem be detected, a NOTICE screen advises
the operator as to the nature of the problem.
After the boot process is completed, the Production Data Screen appears on the computer
monitor. The Production Data Screen remains on the monitor during machine operation and
provides pertinent operating information to the operator. In the lower left corner of the
Production Data Screen is a block with the number “1” and the word “Menu” beside it.
Pressing “1” while the Production Data Screen is displayed, will cause the Main Menu screen
to appear over the Production Data Screen. Refer to the illustration "BOOT-UP SEQUENCE
TO MAIN MENU".

4. KEYPAD
6. KEY SWITCH
7. MONITOR
4
2 5
TA9918-8
SERVICE MANUAL
FIGURE 8 1_2
Figure 8. BOOT-UP SEQUENCE TO MAIN MENU
SERVICE MANUAL
HOW TO ACCESS & NAVIGATE THE MAIN MENU...CONT'D 1_2

The Main Menu provides the operator and maintenance personnel with the following options:
1. View Production Data
2. View Logs
3. Browse Channels
4. System Setup Menu
5. Maintenance Menu (available with security key only).
To access any of the listed functions, press the corresponding number on the computer
keypad. Press “0” to cancel the Main Menu Screen. The information provided and function of
each Main Menu option is described below:
ITEM 1 VIEW PRODUCTION DATA
This item brings up a screen for reviewing production data.
ITEM 2 VIEW LOGS
The View Logs function is used primarily by maintenance and mine management personnel to
troubleshoot various alarms, warnings, P.M. alerts and events that occur during operation of
the machine. Total load weight is also provided within this function. When the View Logs
function is selected a menu will appear with the following choices (refer to the illustration VIEW
LOGS MENU):
1. View Alarms
2. View Warnings
3. View Alerts
4. View Events
5. View Production
To access any of the listed functions, press the corresponding number on the computer
keypad. Each function provides a summary screen. Use the up/down arrow keys to scroll
through available data with the black highlight box. Press the Enter key to display a history
screen of the data in the highlighted box.
ITEM 3 BROWSE CHANNELS
The Browse Channels function allows the selection and viewing of any of the 300+ monitored
systems of the machine. It is used primarily for servicing or troubleshooting the various
systems. When the Browse Channel function is accessed, the box on the top of the screen
indicates the main group currently being displayed (refer to the illustration "BROWSE
CHANNELS MENU"). The main system categories are:
• Hydraulics
• Electrics
• Engine
• Machine
When the number “1” is pressed on the keypad, pressing the left/right arrow keys can change
the system categories.
SERVICE MANUAL
HOW TO ACCESS & NAVIGATE THE MAIN MENU...CONT'D 1_2

Listed in a second box at the top of the screen are sub-components of the major systems. To
change the sub-components, enter “2” on the computer keypad and use the left/right arrow
keys to scroll through the choices. Data for the chosen sub-system is displayed in the large
box at the bottom of the screen. Use the up/down arrow keys to scroll through the available
data with the black highlight box. Press the Enter key to access a Channel Inspector screen
for the data in the highlight box. The Channel Inspector screen provides streaming operational
data for the chosen system while the machine is operating.
The streaming operational data from eight chosen Channel Inspector screens can be
displayed on an enhanced Production Data Screen. By entering the number appearing in the
upper left corner of the Channel Inspector screen, and then entering “0”, that screen’s data is
entered onto the left side of the enhanced Production Data Screen. The oldest data entered is
dropped off the right side of the enhanced Production Data Screen when the new data is
added.
Another Browse Channels (Module) menu is provided within the

Maintenance Menu. The Browse Channels (Module) menu provides
information on the remote I/O modules of the digital control system. Refer
to ITEM 5 MAINTENANCE MENU for additional information.
ITEM 4 SYSTEM SETUP MENU

When the System Setup Menu option is selected, a screen with the heading “System Settings“
will appear over the Production Data Screen. Refer to the illustration "COMPUTER MONITOR
AND COMPUTER KEYPAD PANEL". The System Settings option enables the operator to set
the information displayed by the LINCS Computer System with the following selections:
1. Current Language -Text data will be displayed in English, Spanish, French or Other,
as chosen.
2. Display Units System - Numeric data will be displayed in Imperial, SI or Metric units,
as chosen.
3. Production Display - Levels of production data can be displayed, as chosen.
To change system setup, press the corresponding number and use the left/right arrow keys to
access desired format. Press the Enter key to confirm the change. Press “0” to return to the
Main Menu screen.
SERVICE MANUAL
FIGURE 9 1_2
Figure 9. VIEW LOGS MENU
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 017A020C ( d 1 )
SERVICE MANUAL
FIGURE 10 1_2
Figure 10. BROWSE CHANNELS MENU
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
HOW TO ACCESS & NAVIGATE THE MAIN MENU...CONT'D & FIGURE 11 1_2
Figure 11. SYSTEM SETUP MENU
ITEM 5 MAINTENANCE MENU

Access to the Maintenance Menu of the LINCS computer system is restricted to authorized
maintenance personnel having the proper electronic access key. To use the Maintenance
Menu function, the technician must touch the key to the receptacle on the operator’s console
(refer to the illustration "LINCS MAINTENANCE MENU ELECTRONIC ACCESS
RECEPTACLE"). Each access key is unique. Any changes made to the machine are logged
into the LINCS computer system technician’s access key identification number.
SERVICE MANUAL

When the Maintenance Menu is accessed, four items are displayed. To access any of the
listed functions, press the corresponding number on the keypad.
1. Display System Information - provides an information screen which displays
machine number and software configuration, LeTourneau Inc. module part numbers
and software version number for each of the modules. Refer to the illustration
"SYSTEM INFO SCREEN".
2. Browse Channels (Module) - provides input/output information for the channels of
any selected module (refer to the illustration "BROWSE CHANNELS MENU
(MODULE)". The modules are identified on the box at the top of the screen. Use the
left/right arrow keys to scroll through the choices available. When a choice is made,
the various channels and respective data are displayed in the large box at the bottom
of the screen. Use the up/down arrow keys to scroll through the available data with
the highlighted box. The actual I/O voltage or the scaled value representation is
listed to the right of the chosen data name. When a data selection is highlighted, the
Channel Inspector screen can be accessed by pressing the Enter key.
SERVICE MANUAL
(MOUNTED ON OPERATOR’S CONSOLE)

Figure 12. LINCS MAINTENANCE MENU ELECTRONIC ACCESS RECEPTACLE
3. The Channel Inspector Screen - provides actual operational data for the chosen
system while the machine is operating. The streaming operational data from eight
chosen Channel Inspector screens can be displayed on an enhanced Production
Data Screen. By entering the number appearing in the upper left corner of the
Channel Inspector screen, and then entering “0”, that screen’s data is entered onto
the left side of the enhanced Production Data Screen. The oldest data entered is
dropped off the right side of the enhanced Production Data Screen when the new
data is added. Refer to "BROWSE CHANNELS MENU (MODULE)".
4. Bypass Limits - when selected, provides a Limits Menu which gives the following
options (1) Bypass/Unbypass Hoist Limits, (2) Bypass/Unbypass Bucket Limits, (3)
Force Engine Fan To High/Normal Fan Speed. Refer to the illustration "LIMITS
MENU". To perform the above listed machine functions, press the corresponding
number on the computer keypad. Pressing the same number a second time will undo
the command. Example: Pressing number “1” will bypass the hoist limits and the
menu will read “Bypass Hoist Limits”. Pressing the number “1” a second time will
reset the hoist limits and the menu will read “Unbypass Hoist Limits”. This process
performs the same function for the other two options on the Maintenance Menu.
5. Calibrations - when selected, provides a Calibration Menu that will allow the system
to re-calibrate various items that may have been replaced or changed. These have
been included under categories of Dash Gauge Calibration, Loadweigh Calibration,
Joystick Calibration, etc. Follow the text instructions on each screen to complete the
calibration process. A Gauge calibration is illustrated in the illustration
"CALIBRATION - GAUGES".
SERVICE MANUAL
Certain override functions are "sticky" and will remain even after the
system is re-booted. An example is a motor isolation. When this has been
done, a warning notice will appear each time the park brake is released to
warn the operator of reduced braking effort. When the isolated motor or
converter is re-powered, that drive can be put back into operation by
someone with maintenance access.
The Maintenance Menu contains a CLEAR ALL FUNCTIONS button that

cancels any changes made to machine components via LINCS and returns
them to the default settings.
The instructions provided herein are accurate at the time of printing,

however, as with any computer system, new software is continually being
developed. Therefore, as new features are added, the system software will
immediately update the various procedures and new instructions will
appear on the monitor screen. Should there be any difficulties with the
operation of the LINCS Computer System, contact your distributor or the
SERVICE MANUAL
FIGURE 13 1_2
Figure 13. SYSTEM INFO SCREEN
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 017A020G ( d 1 )
SERVICE MANUAL
NOTES
SERVICE MANUAL
FIGURE 14 1_2
Figure 14. BROWSE CHANNELS MENU (MODULE)
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 017A020H ( d 1 )
SERVICE MANUAL
FIGURE 15 1_2
Figure 15. LIMITS MENU
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 017A020I ( d 1 )
SERVICE MANUAL
FIGURE 16 1_2
Figure 16. CALIBRATION - GAUGES
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 017A020J ( d 1 )
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
USING THE LINCS SERVICE TOOL SOFTWARE TO COMMUNICATE WITH MASTER COMP. 1_2

USING THE LINCS SERVICE TOOL SOFTWARE TO
COMMUNICATE WITH THE LINCS™ MASTER COMPUTER
The LINCS™ Service Tool software is used to communicate with the LINCS™ Master
computer onboard LeTourneau machines. The communication is established by a cable
connection between the computer (typically a laptop) and the LINCS™ Master computer
located in the forward right hand corner of the operator’s cabin. The connection to the
LINCS™ Master computer is provided via a connector located near the rear window in the
cabin.
The LINCS™ Service Tool software can perform four different communication functions.
Three of these functions, uploading software and configurations ,downloading a system restore
file, and adjusting time and/or date in the LINCS™ Master computer must be done with the
Master in “Boot Mode”.
The forth, downloading of the historical “Log” files can be done only when the Master is NOT in
“Boot Mode”.
Boot Mode
The term “Boot Mode” is used to describe the special mode of operation the LINCS™
computer will go into for specific communications.
Under normal operation, the LINCS™ Master computer will, when initially powered up, go
through a number of checks and tests on itself, the immediate environment and the Remote
modules located around the machine, then load the specific configuration or personality details
for that individual machine.
In Boot Mode, the LINCS™ Master computer will only proceed through a small section of the
start-up process and then halt, waiting for the LINCS™ Service Tool software to give the
LINCS™ Master further special instructions.
While in Boot Mode, the LINCS™ Master computer will not provide any communication with
the machine, directing all communication and control to the computer running the LINCS™
Service Tool software.
Before using any Boot Mode functions with the LINCS™ Master computer, it is very highly
recommended that the history log data be downloaded from the LINCS™ Master computer.
Please refer to the details in the log downloading procedure for specific information on
completing this process.
Boot Mode Function Pre-requisites:

1. Machine batteries are turned ON. (Required to ensure uninterrupted communications are
maintained with the LINCS™ Master computer.)
2. Laptop computer batteries are fully charged. (Required to ensure uninterrupted
communications are maintained with the LINCS™ Master computer. An adapter may be
required to connect the laptop to the 12-volt DC supply available in the cabin.)
3. The LINCS™ Master computer is OFF.
4. LINCS™ Service Tool cable is connected to the Laptop COM serial port and the LINCS™
Service Tool connector in the cabin.
SERVICE MANUAL
USING LINCS SERVICE TOOL SOFTWARE TO COMMUNICATE WITH COMPUTER CONT'D 1_2

Setting up the LINCS Service Tool
In order to adjust the COM port settings for communicating with LINCS Systems you must
perform the following steps:
1. Launch the LINCS Service Tool program by
double clicking the Service Tool Icon on your
computer's desktop or by selecting the LINCS
Service Tool program from the
Start/Programs/LeTourneau Inc menu.
LINCS Service Tool Main screen will appear.
2. Once the Service Tool program has loaded

click the Options button in the upper right
corner of the main screen, or select Options
from the Tools menu. The Connection
Settings dialog box will appear. Use the
Communications Port drop down list to select
your computer's COM port that will be used to
establish a connection to the LINCS System.
This drop down list is configured to reflect the
available COM ports each time the
Connections Settings dialog box is displayed.
Use the Desired Baud Rate drop down list to
select the baud rate you would like to use when
connected to the LINCS System. The Service
Tool program will automatically adjust it's baud rate to the default baud rate of the LINCS
System, and will then request the LINCS System to switch to the desired baud rate. The
LINCS System will determine if it can switch baud rates. The Use Large Frames for File
Transfers check box sets the Service Tool program to either use large or small data
packets for file transfers. Using small data packets will add approximately 10 to 15% to the
overall file transfer time, but can resolve many connection issues with some computers
and/or RF modems. When checked, the Always Send Updates check box configures the
Service Tool Program to ignore version information when sending updates to a LINCS
System. Otherwise the Service Tool Program will only send updates to LINCS System that
have different version info than that of the update.
CommPort must be present on PC before it can be selected (USB to serial adapter

connectors).
SERVICE MANUAL

Inspecting a LINCS Update File
When ever you wish to get detailed information about the contents of a LINCS Update file you
can inspect that file using the LINCS Service Tool.
In order to inspect an Update file you must perform the following steps:
1. In order to only inspect an Update and not
inadvertently send that update to a LINCS
system, the computer that you are using
should not be connected to a LINCS
system.
double clicking the Service Tool Icon on
your computer's desktop or by selecting the
LINCS Service Tool program from the
Start/Programs menu.
select the Inspect Update button in the lower
left corner of the main screen, or select
Inspect Update from the File menu.
4. Navigate your directory structure to the
Update file you wish to inspect.
5. Once you have selected the file you wish to
inspect, a summary page will be displayed.
6. The complete version history of the Update
File can be viewed by clicking the View
Complete Version History button.
SERVICE MANUAL

Sending a LINCS Update File
When ever you wish to send a LINCS Update file to a LINCS System you can do this by using
the LINCS Service Tool.
An Update can only be sent to a LINCS System that has been held in boot mode. To be
able to hold a LINCS System in boot mode you must have a direct connection to the
LINCS System. Connections using RF Modems, or similar devices are not allowed, as
they cannot force the LINCS System into boot mode.
In order to connect to a LINCS System in boot mode and send an Update file you must
1. Connect your service tool cable to the
appropriate COM port on your computer,
and to the Service Tool port on the LINCS
System.
double clicking the Service Tool Icon on
your computer's desktop or by selecting the
LINCS Service Tool program from the
Start/Programs menu.
make sure that the Force Boot Mode Pin
is checked.
4. Power up the LINCS System. Once the
system boots it should automatically
establish a connection with the Service Tool
program.
5. If a connection is not established
automatically, you can initiate a connection
by clicking the Connect button.
6. Once a connection has been established
your screen will look similar to this.
SERVICE MANUAL

7 With a connection to a LINCS System
established click the Send Update button in
the lower left corner of the main screen, or
select Send Update from the File menu.
8. Navigate your directory structure to the

Update file you wish to send.
9. Once you have selected the file you wish to

inspect, a summary page will be displayed.
10. The complete version history of the Update

File can be viewed by clicking the View
Complete Version History button.
11. After reviewing the version history, click the

Send Update button to start the file transfer
to the LINCS System.
12. While the file transfer is in process the

session and complete file progress bars
indicate the status of the transfer.
13. You may abort the transfer at any time by

clicking on the Abort button.
SERVICE MANUAL
LINCS TIME AND OR DATE CHANGING PROCEDURE 1_2

Setting Time and Date on a LINCS System
When you wish to set the Time and Date on a LINCS System you can do this by using the
LINCS Service Tool.
Time and Date can only be set on a LINCS system that has been held in Boot Mode. To
be able to hold a LINCS System in Boot Mode you must have a direct connection to the
LINCS System. Connections using RF Modems, or similar devices are not allowed, as
they cannot force the LINCS system into Boot Mode.
In order to connect to a LINCS System in Boot Mode and set the Time and Date you must
appropriate COM port on your
computer, and to the Service Tool port
on the LINCS System.
2. Launch the LINCS Service Tool
program by double clicking the Service
Tool Icon on your computer's desktop
or by selecting the LINCS Service Tool
program from the Start/Programs
menu.
3. Once the Service Tool program has
loaded make sure that the Force Boot
Mode Pin is checked.
4. Power up the LINCS System. Once
the system boots it should
automatically establish a connection
with the Service Tool program.
automatically, you can initiate a
connection by clicking the Connect
button.
SERVICE MANUAL

6. Once a connection has been
established your screen will look
similar to the picture on the right.
7. With a connection to a LINCS System

established click the Set Time/Date
button in the upper right corner of the
main screen, or select Set Time and
Date from the Tools menu.
8. At this time Set Time And Date dialog

will be displayed. In the Current
Machine Time box the current time of
the connected LINCS System will be
displayed.
9. If you uncheck the Use Computer

Time then you will be able to adjust
the time and date that the LINCS
System will be set to.
SERVICE MANUAL

10. Click the Set Time button to send the
selected time setting (Computer Time,
or Manual Time) to the LINCS System.
11. After setting the time the status bar on

the main screen will indicate that the
time was set.
SERVICE MANUAL
LOG FILE DOWNLOADING PROCEDURE 1_2

Creating and Saving a LINCS Restore Point
LINCS Restore Point files are LINCS Update files that contain all the information needed to
fully restore all the settings and software of a LINCS System, including all hardware settings,
calibration and log file information. In essence Restore Point files are a way to back up and
restore LINCS Systems. It is recommended that you create and save a Restore Point file (if
one is not on hand) before installing any Update file, as this will provide a very quick and easy
way to fall back a version if the changes introduced in the Update file are not beneficial.
Additionally it is recommended that you create and save a Restore Point file when ever the
software has been updated and or calibrations have been performed. When an Restore Point
file is sent to a LINCS System as an update the System will be restored to the state that was
saved in the Restore Point file, however the log file information included in the Restore Point
file will not be restored unless the master module in the LINCS System has not be used before
and is therefore blank. When ever you wish to create and save a Restore Point file for a LINCS
System you can do this by using the LINCS Service Tool.
LINCS Restore Point files can only be created and extracted from a LINCS system that
has been held in Boot Mode. To be able to hold a LINCS System in Boot Mode you must
have a direct connection to the LINCS System. Using RF Modems, or similar devices is
not allowed, as they cannot force the LINCS system into Boot Mode.
In order to connect to a LINCS System in Boot Mode to create and save a Restore Point file
you must perform the following steps:
menu.
Mode Pin is checked.
button.
SERVICE MANUAL

similar to this.
established click the Create Restore
Point button in the lower right corner
of the main screen, or select Create
Restore Point from the File menu.
8. The LINCS System will now create a
Restore Point file containing the
current software and setting of the
LINCS System. This process can take
up to 6 minutes on some systems.
During this time the LINCS Service
Tool program may indicate a loss of
connection to the LINCS system. This
is normal and the connection will be
automatically re-established when the
Restore Point file has been created.
9. After the Restore Point file has been
created and the connection to the
LINCS Service Tool has been re-
established, a warning screen will be
displayed to alert you to the fact that
the Restore Point file that was just
created will only exist on the LINCS
System while power is maintained to
the LINCS System (the Restore Point
file will cease to exist after the next
power cycle).
SERVICE MANUAL

10. After acknowledging the warning the
Save Restore Point File As dialog
box will appear. You may give the
Restore Point file any name you wish
and navigate your directory structure
to the location into which you wish to
store it in. When you have named and
located the file click the Save button to
start the file transfer that will extract
the Restore Point file.
11. If you clicked the Cancel button, and
did not save the Restore Point file, you
may still retrieve the file by either
clicking the Get Restore Point button
in the lower right corner of the of the
main screen, or by selecting Get
Restore Point from the File menu to
bring the Save Restore Point File As
dialog box back up.
session and complete file progress
bars indicate the status of the transfer.
13. You may abort the transfer at any time

by clicking on the Abort button.
SERVICE MANUAL

Getting a System Log file from a LINCS System
When ever you wish to extract an System Log file from a LINCS System you can do this by
using the LINCS Service Tool.
A System Log file can only be extracted from a LINCS System that is running in normal
mode. Extracting a System Log file can be accomplished with any style of connection
to the LINCS System, but will typically be fastest with a direct connection to the LINCS
System.
In order to connect to a LINCS System in normal running mode and extract a System Log file
you must perform the following steps:
menu.
Mode Pin is unchecked.
button.
SERVICE MANUAL

similar to this.

established click the Get Log button in
the lower left corner of the main
screen, or select Get Log from the File
menu.
8. The Save Log File As dialog box will

appear. You may give the Log file any
name you wish and navigate your
directory structure to the location into
which you wish to store it in. When you
have named and located the file click
the Save button to start the file
transfer that will extract the Log file.

session and complete file progress
bars indicate the status of the transfer.
10. You may abort the transfer at any time

by clicking on the Abort button.
SERVICE MANUAL
NOTES
SERVICE MANUAL
READING OR ACCESSING CUMMINS ENGINE FAULT CODES VIA LINCS SYSTEM 1_2

INSTRUCTIONS FOR READING OR ACCESSING ENGINE FAULT
CODES VIA LINCS™ SYSTEM
OVERVIEW
Warnings or alarms for engine problems are made known to the operator via messages on the
LINCS™ computer screen and the illumination of either red, amber or blue dash lights.
Operator action required for LINCS™ light illumination (red, amber or blue) is explained in
LINCS™ COMPUTER SYSTEM. The LINCS™ Master Computer controls the three dash
lights. Neither the Cummins nor Detroit Diesel lamp driver outputs can directly turn on any of
these lamps. The dash-mounted LINCS™ lights will NOT flash out engine fault codes.
The Cummins Quantum, Cummins CENSE and DDEC systems have independent systems for
reporting fault cods. It is necessary to access the LINCS™ Master Channel Browser feature in
strip-chart mode to view engine fault codes being flashed out.
The Cummins and Detroit Diesel engine lights flashed out on the LINCS™
Master Channel Browser have meanings to the LINCS lights, as shown in
the following table.
CUMMINS LIGHT LINCS™ LIGHT

BLUE = RED
RED = AMBER
AMBER = BLUE
DDEC LINCS™ LIGHT
RED = RED
AMBER = AMBER
ACCESSING THE ENGINE LIGHTS VIA THE LINCS™ SYSTEM.

a. To access the ENGINE lights, use LINCS™ “Browse Channels” and go the “Engine”
menu.
1. Scroll down through the channels and locate the “Stop” engine or “RED” light. Press
“Enter”, then the “9” key to put the light channel into the chart list.
2. Scroll down through the channels and locate the “Check” engine or “AMBER” light.
Press “Enter”, then the “9” key to put the light channel into the chart list.
3. CUMMINS ONLY: Scroll down through the channels and locate the “Maintenance”
engine or “BLUE” light. Press “Enter”, then the “9” key to put the light channel into
the chart list.
4. Set the chart rate to be longer than about six seconds per line. (Slow it down).
5. Where a light is flashing out a code, the chart will display the pulses on the screen.
6. Read the pulses and note the longer dwell between pulses for the end of the code.
SERVICE MANUAL
READING OR ACCESSING CUMMINS ENGINE FAULT CODES VIA LINCS SYSTEM 1_2
These channels can also be accessed via the eLETROchart™ software

using either:
1. Direct cable connection to the Master via the LINCS Service Tool Port.
2. RF Modems remotely from the loader.
RETRIEVING THE ENGINE FAULT CODE NUMBERS FROM THE LOGS
a. Using the LINCS™ display in the operator’s cab, go the “View Logs” menu.
b. Select the “Alarms” option.
c. Scroll through the alarms and locate the “Engine Alarms” (wording may differ slightly).
d. Press “Enter” to open the listing.
1. The engine alarms should be listed.
e. Scroll to the desired alarm.
1. The code number shown on the right side of the screen should be listed on the
worksheet.
2. Refer to the worksheet for the details of that code number and the severity.
LAMP
Color/Severity: 31-pin
LeT Cummins OEM
LeT lamp meaning meaning connector
<--flash out the CENSE
active codes (per
(Check Cummins Tech Package
Blue ⇔ PM Alert ⇔ Amber-Warn ASAP) 17 pg. 2-28)
Check (Stop <--flash out the Quantum
Yellow ⇔ Engine ⇔ Red-Stop ASAP) 16 active codes
Stop (Engine
Red ⇔ Engine ⇔ Maintenance Protect) 18
Note 1: for all "Red" class alarm events, the Master's response is to: i) command Low Throttle
if not moving, or ii) disable propel if moving!
Note 2: when the Master commands 600 RPM, the Quantum ECM sets engine speed to 700
RPM (Low Throttle)
Note 3: The LeTourneau lamps DO NOT flash out any code numbers!
SERVICE MANUAL
FIGURE 17 1_2

Figure 17. DVS TRANSLATOR FOR DETROIT DIESEL ENGINE WITH DDEC III/IV
TA11403
TA11403
TA11906
SLOW OR NO HOIST
TA11907
SLOW OR NO POWER DOWN

TA11908
SLOW OR NO BUCKET ROLLBACK

TA11909
SLOW OR NO BUCKET DUMP

TA11910
SLOW OR NO FLOAT
TA11911
SLOW OR NO STEERING
SERVICE MANUAL
LINCS LOGIC CIRCUITS 1_2

LINCS LOGIC CIRCUITS
Click on a link below to change the graphic. If greater screen space is desired, use the drop
down menu normally located just above the illustration and hide this page by using the Linkone
menu (click the "camera" icon in the menu just above this page). The drop down menu shows
the same list as the one below. Either may be used to navigate to the desired illustration.
These illustrations must be printed on 11 x 17" paper in "landscape" orientation. A color printer
is recommended.
LINCS POWER SUPPLY CIRCUIT

ENGINE CRANK
ENGINE RPM CONTROL LOGIC (DDEC)
ENGINE RPM CONTROL
ENGINE SHUTDOWN
AIR SYSTEM
AIR SERVICE BRAKES
AIR PARK BRAKES
AIR HORN
AUTO LUBE
KLENZ
HYDRAULIC TANK
GEAR BOX
RADIATOR FAN
STEERING DISABLE, ALERTS AND WARNINGS
PILOT PRESSURE SENSORS (BUCKET/HOIST)
HOIST & BUCKET JOYSTICK AND WHEEL
STEERING LEFT COMMAND LOGIC (S/N 0-10 L-1350)
STEERING RIGHT COMMAND LOGIC (S/N 0-10 L-1350)
BUCKET ROLLBACK
BUCKET DUMP
HOIST UP COMMAND LOGIC
POWER DOWN/FLOAT COMMAND LOGIC
LINCS TO/FROM CONTROLLER (ACCELERATOR PEDAL)
LINCS TO/FROM CONTROLLER (HIGH IDLE AND SLOW SPEED COMMANDS, VR
WARNINGS)
LINCS TO/FROM CONTROLLER (FWD/REV BRAKE BOOST COMMAND, STEERING
ANGLE)
LINCS TO/FROM CONTROLLER (PARK BRAKES AND VHC)
LINCS TO/FROM CONTROLLER (GEN, MOT1 AND MOT2 TEMP'S)
LINCS TO/FROM CONTROLLER (MOT3 AND MOT4 TEMP'S)
Reserved LOADER
SERVICE MANUAL
NOTES
TA11912
LINCS POWER SUPPLY CIRCUIT

TA11913
ENGINE CRANK
TA11914
ENGINE RPM CONTROL LOGIC (DDEC)

TA11915
ENGINE RPM CONTROL

TA11916
ENGINE SHUTDOWN
TA11917
AIR SYSTEM
TA11918
AIR SERVICE BRAKES

TA11919
AIR PARK BRAKES

TA11920
AIR HORN
TA11921
AUTO LUBE
TA11922
KLENZ
TA11923
HYDRAULIC TANK
TA11924
GEAR BOX
TA11925
RADIATOR FAN
TA11926
STEERING DISABLE, ALERTS AND WARNINGS

TA11927
PILOT PRESSURE SENSORS (BUCKET/HOIST)

TA11928
HOIST & BUCKET JOYSTICK AND WHEEL

TA11929
STEERING LEFT COMMAND LOGIC (S/N 0-10 L-1350)

TA11930
STEERING RIGHT COMMAND LOGIC (S/N 0-10 L-1350)

TA11931
BUCKET ROLLBACK
TA11932
BUCKET DUMP
TA11933
HOIST UP COMMAND LOGIC

TA11934
POWER DOWN/FLOAT COMMAND LOGIC

TA11935
LINCS TO/FROM CONTROLLER (ACCELERATOR PEDAL)

TA11936
LINCS TO/FROM CONTROLLER (HIGH IDLE AND SLOW SPEED COMMANDS, VR WARNINGS)
TA11937
LINCS TO/FROM CONTROLLER (FWD/REV BRAKE BOOST COMMAND, STEERING ANGLE)

TA11938
LINCS TO/FROM CONTROLLER (PARK BRAKES AND VHC)

TA11939
LINCS TO/FROM CONTROLLER (GEN, MOT1 AND MOT2 TEMP'S)

TA11940
LINCS TO/FROM CONTROLLER (MOT3 AND MOT4 TEMP'S)

SERVICE MANUAL
TABBLANK
SERVICE MANUAL
LINCS WIRING SYSTEM 1_2
Figure 17. LINCS WIRING SYSTEM Figure 17. LINCS WIRING SYSTEM
(SHEET 1 OF 4) (SHEET 2 OF 4)
SERVICE MANUAL
LINCS WIRING SYSTEM 1_2
Figure 17. LINCS WIRING SYSTEM (SHEET 3 OF 4)
Figure 17. LINCS WIRING SYSTEM (SHEET 4 OF 4)
SERVICE MANUAL
TURCK WIRING AND CONNECTIONS & FIGURES 19 AND 19.1

TURCK BOX CONNECTIONS
CURRENT PRODUCTION MODELS ONLY

Current production models utilize multi-pin connectors to connect the LINCS system together.
These connectors are referred to as "TURCK" boxes and are designed to meet industry
standards: UL; CSA; NEMA 1, 3, 4 6P; IEC IP 68. The "EUROFAST" connectors used in the
"TURCK" system are of robust, watertight construction. Most of the sensors in the LINCS
system are plugged into a "TURCK" box, which is plugged into a remote module, making
replacement of the wiring to each sensor quick and easy. Various connectors are used within
the system. Boxes with cable lengths of 2, 5 and 10 meters are used in various places on the
machine. The "TURCK" box has numbers (1-6) stamped into the molding beside each
connector. The pin outs and numbering system are shown in the following art.
1. EURO TO DIN 5.0M
2. EURO BULKHEAD MALE
3. EURO BULKHEAD FEMALE
4. EURO TO LINEAR POSITION SENSOR
5. EURO FEMALE TO EURO MALE 2.0M
6. EURO FEMALE TO EURO MALE 10.0M
7. EURO TO DIN 0.9M
8. TURCK BOX PINOUT - 2M, 5M, & 10M
9. TURCK BOX WIRING
10. LED PLUG
11. ALPHA DESIGNATION FOR 24-PINOUT (I/O CONNECTOR)
NOTE: The LED plug is included with this art, but is not of TURCK design. It is
included because it is part of the LINCS wiring system.
Figure 19. TURCK WIRING AND CONNECTIONS (REFER TO PAGE 017A039 (p)
1. TURCK BOXES. EACH TURCK

BOX HAS 6 CONNECTIONS
• EACH REMOTE CAN HAVE UP
TO 4 TURCK BOXES, TOTALING
24 CONNECTIONS
Figure 19.1. TYPICAL TURCK BOXES
SERVICE MANUAL
NOTES
TA1
Euro TO DIN 5.0M 5.0M

EURO BULKHEAD MALE

TA3
EURO BULKHEAD FEMALE

TA4
EURO TO LINEAR POSITION SENSOR

TA5
EURO FEMALE TO EURO MALE 2.0M

TA6
EURO FEMALE TO EURO MALE 10.0M

TA7
EURO TO DIN 0.9M

CABLE LENGTHS AND P/N

2.0 METER - 425-1683
5.0 METER - 425-5972
10.0 METER - 425-1684
TURCK BOX PINOUT - 2M, 5M, & 10M

TURCK BOX WIRING

LED PLUG
ALPHA DESIGNATION FOR 24-PINOUT (I/O CONNECTOR)

SERVICE MANUAL
FIGURES 20, 21, AND 22 1_2
1. BATTERY CHARGER
Figure 20. BATTERY CHARGING PANEL AND CHARGER (LOCATED IN CAB)
The battery charger provides charging current to the gell cell batteries and it creates
the digital "load" supply through a diode bridge.
SERVICE MANUAL
FIGURES 20, 21, AND 22 1_2
1. FROM MAIN BATTERIES

2. TO GELL CELL BATTERIES
3. SUPPLY TO DIGITAL FUNCTIONS OF LINCS
Figure 21. BATTERY CHARGER CIRCUIT SCHEMATIC
SERVICE MANUAL
FIGURES 20, 21, AND 22 1_2
INSIDE BATTERY CHARGING PANEL
1. NOT USED
2. CAB I/O AIR CONDITIONING
3. CAN BUS 24v
4. 24v SUPPLY TO MASTER
MODULE
5. R 11-10k
Figure 22. BATTERY CHARGING PANEL RELAYS AND FUSES
SERVICE MANUAL
NOTES
SECTION 18
HYDRAULIC SYSTEM
SERVICE AND REPAIR
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM SERVICE & REPAIR 1_2

HYDRAULIC SYSTEM SERVICE AND REPAIR
LETOURNEAU, INC.
ROL-8
TABLE OF CONTENTS
GENERAL INFORMATION
LINCS COMPUTER MONITORING AND AUXILIARY PILOT PUMP SWITCH
HOIST AND BUCKET SYSTEM
HYDRAULIC STEERING SYSTEM
ENGINE FAN CIRCUIT
HYDRAULIC-POWERED COOLING AIR (BLOWER) AND HYDRAULIC BRAKES (L-
2350)
HYDRAULIC OIL COOLING CIRCUIT
AUXILIARY CIRCUIT (L-1850-L-2350) AND DRIVER FILTRATION SYSTEM (ALL
MODELS)
HYDRAULIC PUMP GEARBOX
MOBILE HYDRAULIC TROUBLESHOOTING GUIDE (LET-6)
LINCS TROUBLESHOOTING FLOWCHARTS -- PAGE 017A036 (d) "LINCS"

HYDRAULIC SYSTEM SERVICE AND REPAIR is provided to assist technicians in the
servicing, inspection, troubleshooting and repair of the hydraulic system on the L-1350-L-1850-
L-2350 Loaders.
Instructions and data contained herein pertain to Models L-1350, L-1850

and L-2350 unless individually specified. When individually specified, refer
only to the instructions or data applicable to your machine. The fluid power
diagram, hydraulic schematic and circuit schematics specific to your
machine are provided.
SERVICE MANUAL
HYDRAULIC SYSTEM SERVICE & REPAIR 1_2

This publication is divided into ten parts. The following is an overview of each part:
• GENERAL INFORMATION provides important safety information that should be
followed to ensure a safe working environment when servicing or repairing the
hydraulic system. Location of major hydraulic components is also provided along with
abbreviations and graphic symbols used on illustrations and schematics found in each
part of the publication.
• LINCS COMPUTER MONITORING AND AUXILIARY PILOT PUMP SWITCH
provides information on LINCS computer system monitoring of the hydraulic system,
measures to take in the event of hydraulic system problems and the operation of the
Auxiliary Pilot Pump Switch.
• HYDRAULIC SYSTEM SERVICE REQUIREMENTS provides information on servicing
the hydraulic system and important post service requirements.
• HOIST AND BUCKET SYSTEM provides specific information on hoist and bucket
system components, adjustments and troubleshooting recommendations. Circuit
schematics are provided.
• HYDRAULIC STEERING SYSTEM provides specific information on hydraulic steering
system components, adjustments and trouble-shooting recommendations. Circuit
schematics are provided.
• ENGINE FAN CIRCUIT provides specific information on hydraulic-powered engine fan
components, adjustments and troubleshooting recommendations. Circuit schematics
are provided.
• HYDRAULIC-POWERED COOLING AIR (BLOWER) provides specific information on
the hydraulic-powered cooling air system. A circuit schematic of each is provided.
• HYDRAULIC OIL COOLING CIRCUIT provides specific information on the hydraulic
oil cooling circuit. A circuit schematic is provided.
• AUXILIARY CIRCUIT – L-1850-L-2350 provides information on the auxiliary circuit
that supplies power to the cab air conditioning and driver oil filtration system.
• HYDRAULIC PUMP GEARBOX provides information on the gearbox lubricant pump
and circuit and overhauling the hydraulic pump gearbox assembly. A circuit schematic
is provided.
• MOBILE HYDRAULIC TROUBLESHOOTING GUIDE (LET-6) provides general
hydraulic system troubleshooting and preventive maintenance recommendations from
component manufacturers.
SECTION 18, PART 1

GENERAL INFORMATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM - GENERAL INFORMATON 1_2

GENERAL INFORMATION
LETOURNEAU, INC.
ROL-8, PART 1
TABLE OF CONTENTS
GENERAL DESCRIPTION OF THE LETOURNEAU, INC. L-1350-L-1850-L-2350
LOADERS HYDRAULIC SYSTEM
FLUID POWER DIAGRAM AND HYDRAULIC SCHEMATIC
Figure 1. L-1350 HYDRAULIC PUMP ARRANGEMENT (WITH OR WITHOUT
HYDRAULIC GEARBOX MOUNTED AIR COMPRESSOR)
Figure 2. L-1850-L-2350 HYDRAULIC PUMP ARRANGEMENT
Figure 3. HYDRAULIC ABBREVIATIONS AS USED IN ILLUSTRATIONS AND
SCHEMATICS IN THIS PUBLICATION
Figure 4. TYPICAL HYDRAULIC GRAPHIC SYMBOLS AS USED IN ILLUSTRATIONS
AND SCHEMATICS IN THIS PUBLICATION
GENERAL DESCRIPTION OF THE LETOURNEAU, INC. L-1350-L-1850-L-

2350 LOADERS HYDRAULIC SYSTEM
The loader hydraulic system consists of the following principal circuits or sub-systems:
• Hydraulic pump gearbox
• Lift arms control and bucket control
• Vehicle steering
• Hydraulic Oil Cooling
• Engine cooling fan
• Main cooling air blower
• Driver oil filtration
Each of these circuits is equipped with an array of valves and controls to allow ease of
handling in vehicle steering, operation of the bucket and the other services. A review of the
various schematic diagrams in the section for each circuit provides detailed information on how
each of these circuits functions. Machine locations for the components of each circuit are
illustrated in the individual sections.
The hydraulic system is powered by an array of hydraulic pumps mounted on a gearbox, which
is mounted in the front of the “tow unit” or rear portion of the loader. Each of the circuits is
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AA001A ( d 1 )
SERVICE MANUAL
HYDRAULIC SYSTEM - GENERAL INFORMATON 1_2

powered by these pumps. The gearbox is coupled to the generator. The generator is directly
coupled to the diesel engine, which as prime mover inputs a constant rotational speed of
~1910 RPMs through the generator to the gearbox. The pump casings are attached to the
gearbox structure, and the shafts of the individual hydraulic pumps are coupled to gears
internal to the gearbox (illustrations "HYDRAULIC PUMP ARRANGEMENT - L-1350) and L-
1850-L-2350").
The system hydraulic pumps are supplied in two basic types. The hoist and bucket cylinders,
steering cylinders, cooling air blower fan, and engine cooling fan motor are powered with
variable displacement pressure compensating axial piston pumps. The hydraulic oil cooling
circuit and gearbox lubrication pumps are vane type pumps. Double acting cylinders are used
for steering and working the bucket and lift arms while motors provide actuation for the cooling
air and engine cooling fans.
The pumps supply hydraulic fluid to each motor or cylinder, depending on the function, via an
arrangement of valves and piping. The Table of Hydraulic Pumps L-1350 and L-1850-L-2350
Loaders illustrate the various services provided by the pumps. The hoisting and bucket
operations require the combined effort of three pumps (L-1350) or four pumps (L-1850-L-2350)
and are therefore rated all at the same flow rate and output pressure. Fluid flow is managed
by specific function state-of-the-art valving, such as the hoist and bucket control valves (Husco
valves) and metering that assures proper control of bucket and lift arm operations.
The main engine radiator-cooling fan is driven by a hydraulic motor connected via plumbing to
one of the gearbox hydraulic pumps. The fan serves to cool the engine coolant as well as the
circulating hydraulic oil and braking grids. A separate vane pump circulates the hydraulic oil
through a small finned heat exchanger mounted adjacent to the engine radiator.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AA001A ( d 2 )
TA2
TA12640-9
TA10221-8
L-1350 (w/o hydraulic gearbox mounted air compressor) HYDRAULIC PUMP ARRANGEMENT
TA10469-8
TA1
L-1350 (with hydraulic gearbox mounted air compressor) HYDRAULIC PUMP ARRANGEMENT
TA12641-9
TA3
L-1850-2350 HYDRAULIC GEARBOX PUMP ARRANGEMENT

SERVICE MANUAL
Training only! Always use1 your
FIGURES & 2 machine original documentation! 1_2
CLICK ON DESCRIPTION BELOW FOR APPROPRIATE ILLUSTRATION
NOTE: Figure 1 is only applicable to L1350 machines and does not appear in the electronic manual for this
machine.
Figure 1. HYDRAULIC PUMP ARRANGEMENT L-1350 (WITH HYDRAULIC GEARBOX MOUNTED AIR
COMPRESSOR--SEE ILLUSTRATION ON PAGE 018AA002 (p)
Figure 1. HYDRAULIC PUMP ARRANGEMENT L-1350 (WITHOUT HYDRAULIC GEARBOX MOUNTED AIR
COMPRESSOR--SEE ILLUSTRATION ON PAGE 018AA002 (p)
NOTE: EARLIER L-1350 MODELS MAY HAVE A RETROFIT KIT INSTALLED
Figure 2. L-1850-L-2350 HYDRAULIC PUMP ARRANGEMENT--SEE ILLUSTRATION ON PAGE 018AA002 (p)

machine.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AA002( d 1 )
SERVICE MANUAL
GEN DESC OF THE LETOURNEAU LOADERS HYD SYS 1_2

The main air blower, that supplies cooling air to the four traction motors, generator, SCR
compartment and other services, is also driven by a hydraulic motor.
Fluid returning to the pressurized oil reservoir is filtered by 10-micron return filters.
Because the loader is an articulated machine, the various hoses between the front and rear
portions of the machine are connected to multi-port distribution manifolds. This allows for ease
of disassembly and reassembly.
L-1350: On the model L-1350 loader, flow to the cab air conditioner, driver filtration system
and pilot flow to the hoist and bucket circuit is provided by the blower circuit.
L-1850-L-2350: On models L-1850-L-2350 loaders, the compressed air system compressor is
mounted on the hydraulic pump gearbox. Flow to the cab air conditioner and driver filtration
system is provided by the pilot circuit, which has a dedicated pump. The pilot circuit is unique
to the models L-1850-L-2350 loaders. Pilot flow for the hoist and bucket system and automatic
lubrication system is provided by the blower circuit.
Operator commands for hoist and bucket operations are controlled by Joystick Control or by
pushbutton switches or a thumbwheel switch, which are mounted on the Hoist Joystick.
Steering commands are controlled by the Steering Joystick Control. Instructions for operating
the joysticks are provided in JOYSTICK STEERING FOR HOIST AND BUCKET.
The hydraulic system is monitored by the LINCS computer system for the following:
• Hydraulic fluid temperature
• Hydraulic reservoir fluid level
• Hydraulic reservoir air pressure
• Pump pressure
• Gearbox temperature
• Gearbox circulating pump pressure
• Engine radiator and cooling air fan speed
• System air pressure
The operator is alerted to problems by an amber warning light, an audible alarm, and a text
message on the LINCS computer screen, which provides a general indication of the nature of
the problem.
The ensuing parts of this publication cover the various circuits and service requirements of the
hydraulic system in greater detail than this simplified overview.
SERVICE MANUAL
The left and right sides of the loader are determined when standing behind
it or sitting in the operator’s seat — not from standing in front and facing
it. Engine left and right bank are determined by viewing engine from the
flywheel end.
The term “tow unit” is used to describe the rear half of the machine. The
tow unit contains the engine, generator, hydraulic pump gearbox, hydraulic
reservoir and many other hydraulic components.
SERVICE PROVIDED FLOW FLOW

GPM L/M
HOIST & BUCKET OPERATION - PISTON PUMP (MAIN PUMP #1) 125 472
HOIST AND BUCKET OPERATIONS - PISTON PUMP (MAIN PUMP #2) 125 472
OIL COOLING CIRCUIT - VANE PUMP (HYDRAULIC OIL COOLING CIRCUIT) 105 397
HOIST OPERATION - PISTON PUMP (MAIN PUMP #3) 125 472
STEERING CYLINDERS - PISTON PUMP (STEERING) 90 341
GEARBOX LUBE CIRCUIT - VANE PUMP (GEARBOX LUBE) 12 45
BLOWER CIRCUIT -PISTON PUMP (BLOWER) 60 227
ENGINE FAN - PISTON PUMP (ENGINE FAN) 45 170
MAIN PUMPS (HOIST AND BUCKET) #1, 2 AND 3 OPERATE AT 3300 PSI (±50) BLOWER PUMP
OPERATES AT 3400 PSI
TABLE OF HYDRAULIC PUMPS ON THE L-1350 LOADER

GPM L/M
HOIST AND BUCKET OPERATION – PISTON PUMP (MAIN PUMP #1) 125 472
PILOT CIRCUIT (ACCESSORY) 14 50

GEARBOX LUBE CIRCUIT – VANE PUMP (GEARBOX LUBE) 12 45
HOIST AND BUCKET OPERATIONS – PISTON PUMP (MAIN PUMP #2) (MAIN PUMP 125 472
#3)
OIL COOLING CIRCUIT – VANE PUMP (HYDRAULIC OIL COOLING CIRCUIT) 105 397
HOIST OPERATION – PISTON PUMP (MAIN PUMP #2) 125 472
HOIST AND BUCKET OPERATIONS (MAIN PUMP #4) 125 472
STEERING CYLINDER – PISTON PUMP (STEERING) 90 341
ENGINE FAN/BLOWER TANDEM – PISTON PUMP (ENGINE FAN/BLOWER) 45 70
MAIN PUMPS (HOIST AND BUCKET) #1, 2, 3 AND 4 OPERATE AT 4000 PSI (±50). STEERING PUMP
OPERATES AT 3400 PSI (±50)
SERVICE MANUAL

GPM L/M
HOIST AND BUCKET OPERATION – PISTON PUMP (MAIN PUMP #1) 125 472
PILOT CIRCUIT (ACCESSORY) 14 50
GEARBOX LUBE CIRCUIT – VANE PUMP (GEARBOX LUBE) 12 45
HOIST AND BUCKET OPERATIONS – PISTON PUMP (MAIN PUMP #2) 125 472
OIL COOLING CIRCUIT – VANE PUMP (HYDRAULIC OIL COOLING CIRCUIT) 105 397
HOIST OPERATION – PISTON PUMP (MAIN PUMP #4) 125 472
HOIST AND BUCKET OPERATIONS (MAIN PUMP #3) 125 472
STEERING CYLINDER – PISTON PUMP (STEERING) 90 341
ENGINE FAN/BLOWER TANDEM – PISTON PUMP (ENGINE FAN/BLOWER) 45 70
MAIN (HOIST AND BUCKET) PUMPS #1, 2, 3 AND 4 OPERATE AT 4000 PSI (±50). BLOWER PUMP
OPERATES AT 3400 PSI (±50)
SERVICE MANUAL
NOTES
SERVICE MANUAL

Loose or damaged hydraulic lines, tubes and hoses can cause fires. Do not
bend or strike high-pressure lines or install hoses, which have been bent or
damaged. Check lines, tubes and hoses carefully.
Hydraulic fluid under pressure can penetrate the skin and cause serious
injury, blindness or death. If any fluid is injected into the skin it must be
removed within a few hours by a doctor familiar with this type of injury.
NEVER use your hand; use a piece of cardboard or wood. Wear work
gloves and keep your hand well away from the possible source of leakage.
Do not tighten or loosen hydraulic lines without first relieving system
pressure. SEE NOTE FOLLOWING.
WRONG
RIGHT
Relieving hydraulic system pressure in the hoist and bucket circuit is done
by using the AUX. PILOT PUMP switch, located on the right operator’s
console. This switch must be used only when the engine is NOT running.
Refer to AUXILIARY PILOT PUMP SWITCH for information on the use of the
AUX. PILOT PUMP switch.
SERVICE MANUAL
ALWAYS release air pressure in the hydraulic oil reservoir before servicing
or repairing the hydraulic system. SEE NOTE FOLLOWING.
Release of the reservoir air pressure is done by moving the Manual Air
Release Valve, located on top of the hydraulic reservoir to the OPEN
position. Refer to HYDRAULIC SYSTEM SERVICE – COMPONENT
LOCATION. The air pressure in the reservoir will be released, and at the
same time, the valve will lock in the air pressure in the rest of the system.
After servicing, repairing, or inspecting the hydraulic system, make certain
to move the Manual Air Release Valve to the CLOSED position to
pressurize the reservoir.
Some tests and adjustment procedures of the hydraulic system require

operation of the components. When conducting operational tests or
adjustments, perform the following safety procedures:
1. ALWAYS place the frame lock in the locked position before

entering the pivot area. There is no room for a person in this
area when the machine turns. Loss of life or serious injury from
crushing is possible.
2. BE SURE all technicians are in a safe area before starting
machine. Sound the horn to alert personnel that the engine is
about to start.
3. Place signs to alert other personnel to keep a safe distance
from the machine while operational tests or adjustments are
being conducted.
4. When conducting operational tests, always station an operator
in the cab. Personnel conducting the tests should be in direct
telephone or radio contact with the operator.
SERVICE MANUAL
Always employ adequate lifting devices when removing or replacing heavy

components of the hydraulic system or loader structural components.
Refer to WEIGHTS OF MAJOR COMPONENTS for approximate component
weights.
NEVER stand or allow others to stand or place body parts under hoisted
components of the loader.
SERVICE MANUAL
WARNINGS & CAUTIONS...CONT'D & FIGURE 2 1_2

WEIGHTS OF MAJOR COMPONENTS
The following weights are approximate. Always allow an
adequate safety margin.
Hoist Cylinder 5,500 lbs. 2,495 Kgs
Bucket Cylinder 4,000 lbs. 1,814 Kgs
Steering Cylinder 940 lbs. 426 Kgs.
Hyd. Tank (empty) 2,000 lbs. 907 Kgs.
Husco Valve 300 lbs. 136 Kgs.
Hoist & Bucket Pumps 260 lbs. 118 Kgs.
Hyd. Pump Gearbox 3,000 lbs. 1,361 Kgs.
Failure to properly bleed EACH HYDRAULIC PUMP, every time the system
is opened for service or repair, may result in shortened pump life or pump
failure due to a dry-start condition during machine start-up. Refer to
HYDRAULIC SYSTEM POST SERVICE REQUIREMENTS.
NEVER, under any circumstances, operate the loader with the amber
warning light illuminated and a warning message on the LINCS computer
monitor indicating a hydraulic system problem. Damage to hydraulic
components could occur.
When the emergency stop or fire suppression systems are actuated, the
Automatic Air Release Valve, located on top of the hydraulic reservoir, will
automatically release air pressure from the hydraulic reservoir. Once
tripped, the valve must be manually reset by pushing the button IN to the
closed position. Refer to illustration "HYDRAULIC SYSTEM SERVICE
REQUIREMENTS AND OPERATIONAL CONCERNS".
Handling and disposal of used oils may be subject to federal, state and
local laws and regulations. Use authorized waste disposal facilities; for
example, local collection sites and garages providing authorized facilities
for receipt of used oil. If in doubt, contact your state and local
environmental authorities or the Environmental Protection Agency for
direction on proper handling and disposal of used oil.
SERVICE MANUAL
WARNINGS & CAUTIONS...CONT'D & FIGURE 2 1_2
The circuit schematics and some illustrations in this publication use the abbreviations
and graphic symbols shown in this illustration "TYPICAL HYDRAULIC GRAPHIC
SYMBOLS AS USED IN ILLUSTRATIONS AND SCHEMATICS IN THIS
PUBLICATION", sheets 3 and 4, to indicate various functions of hydraulic system
components.
BD = BUCKET DUMP (ROD) BR = BUCKET ROD PILOT
RB = BUCKET ROLL (BASE) HP = HIGH PRESSURE
H = HOIST (BASE) HR = HOIST ROD PILOT
PD = POWER DOWN HT = HYDRAULIC TANK
FAS = FLOAT AUXILIARY SUPPLY L = LEFT
BB = BUCKET BASE PILOT LS = LOAD SENSE
EF = EXTRA FLOW (NA) P = PRESSURE
FPS = FLOAT PILOT SUPPLY PP = PILOT PRESSURE
HB = HOIST BASE PILOT PVS = PILOT CONTROL VALVE SUPPLY
A = RIGHT PILOT (STEER) R = RIGHT
B = LEFT PILOT (STEER) T = TANK
Figure 3. HYDRAULIC ABBREVIATIONS AS USED IN ILLUSTRATIONS AND
SCHEMATICS IN THIS PUBLICATION (SHEET 1 OF 2)
SERVICE MANUAL
Figure 4. TYPICAL HYDRAULIC GRAPHIC SYMBOLS AS USED IN

ILLUSTRATIONS AND SCHEMATICS IN THIS PUBLICATION
(SHEET 1 OF 2)
SERVICE MANUAL
Figure 4. TYPICAL HYDRAULIC GRAPHIC SYMBOLS AS USED IN

ILLUSTRATIONS AND SCHEMATICS IN THIS PUBLICATION
(SHEET 2 OF 2)
SERVICE MANUAL
NOTES
SECTION 18, PART 2

LINCS™ COMPUTER MONITOR AND
AUXILARY PILOT PUMP SWITCH
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM-LINCS COMP MONT & AUX PILOT PUMP SWITCH 1_2

LINCS COMPUTER MONITORING
AND AUXILIARY PILOT PUMP SWITCH
LETOURNEAU, INC.
ROL-8, PART 2
TABLE OF CONTENTS
LINCS COMPUTER MONITORING
Figure 1. COMPUTER MONITOR, COMPUTER KEYPAD PANEL AND TYPICAL
HYDRAULIC SYSTEM WARNING SCREEN
LINCS™ COMPUTER MONITORING
The LINCS™ computer system monitors the hydraulic system in the following areas:
• Hydraulic reservoir fluid level
• Hydraulic fluid temperature
• Hydraulic reservoir air pressure
• System air pressure
• Gearbox temperature
• Gearbox circulating pump pressure
• Pump pressures
• Engine radiator and cooling air fan speed sensor
The LINCS™ computer system will warn the operator of problems with the hydraulic system by
illuminating the AMBER warning light, sounding an audible alarm. A warning message will
appear on the computer monitor advising the operator of the nature of the problem. Refer to
the illustration "COMPUTER MONITOR, COMPUTER KEYPAD PANEL AND TYPICAL
HYDRAULIC SYSTEM WARNING SCREEN".
The AMBER light indicates a situation that should be addressed immediately. Should the
AMBER light illuminate, operate the machine only long enough to move it to a safe location for
investigation and correction of the problem.
NEVER, under any circumstances, continue to operate the loader with the
AMBER light on and a WARNING screen indicating a hydraulic system
problem. Damage to hydraulic components could occur.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AB001A ( d 1 )
SERVICE MANUAL
HYDRAULIC SYSTEM-LINCS COMP MONT & AUX PILOT PUMP SWITCH 1_2

Should a hydraulic system WARNING situation occur, IMMEDIATELY perform the following
functions:
1. Move the loader to a safe location nearby.
2. Lower the bucket to the ground by pressing the Float Control
Button.
3. Put engine select switch in the LOW position.
4. Set the parking brake.
5. Move the directional control switch to the neutral (center) position.
6. Immediately turn the key switch to the OFF position.
Normal shutdown procedures, as described in NORMAL SHUTDOWN

PROCEDURES require that the engine be run in LO throttle for five minutes
or more. But in this case, an emergency, turn the key switch to the OFF
position immediately. This will help to prevent cavitation of the hydraulic
pumps.
7. Call service technicians to investigate and correct the problem.

The operator can silence the audible alarm and remove the text message from the screen by
touching any button on the computer keypad. However the light will continue to illuminate and
the fault will be logged in the view active alarms option of the Maintenance Menu.
The light will continue to illuminate and the fault will remain in the view active alarms option
until the system is accessed by service technicians, the problem is corrected, and the fault
cleared.
The auxiliary pilot pump switch is a two-position momentary rocker-type switch and is located
on the console, to the right of the operator. This switch activates the auxiliary pilot pressure
pump motor.
Activating this switch will create pilot pressure necessary to lower the lift arms or neutralize the
pressure in the cylinders should the engine not be operational. To use the switch, hold it in the
ON position and press the hoist and bucket control switches.
The AUXILIARY PILOT PUMP switch should only be operated when the
engine is NOT running.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AB001A ( d 2 )
SERVICE MANUAL
FIGURE 1 1_2

SEE TA9918 FOR THIS ILLUSTRATION
SEE TA10087-7 FOR THIS ILLUSTRATION
3. ALERT LIGHTS (RED)
4. KEYPAD
6. KEY SWITCH
7. MONITOR
TYPICAL HYDRAULIC SYSTEM WARNING SCREEN
Figure 1. COMPUTER MONITOR, COMPUTER KEYPAD

PANEL AND TYPICAL HYDRAULIC SYSTEM WARNING
SCREEN
TA9918
TA9918
TA10087-7
TA10087-7
SERVICE MANUAL
NOTES
SECTION 18, PART 3

REQUIREMENTS AND OPERATIONAL
CONCERNS
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM - HYD SYS SERV REQS & OP CONCERNS 1_2

HYDRAULIC SYSTEM SERVICE REQUIREMENTS
AND OPERATIONAL CONCERNS
LETOURNEAU, INC.
ROL-8, PART 3
TABLE OF CONTENTS
SERVICE ADVISORIES AND PRECAUTIONS
SERVICE FACILITIES OF THE HYDRAULIC RESERVOIR
FLUID LEVEL SIGHT GAUGE
RESERVOIR RETURN FILTERS
RESERVOIR DRAIN VALVE
RESERVOIR FILLING FACILITIES
RESERVOIR ACCESS PANELS
HYDRAULIC RESERVOIR HEATERS (OPTIONAL)
HYDRAULIC TANK AIR PRESSURE REGULATOR ADJUSTMENT
SYSTEM OPERATION
TROUBLESHOOTING
SERVICE REQUIREMENTS AND RECOMMENDATIONS
DAILY INSPECTION
RESERVOIR DRAIN AND REFILL
FILTER REPLACEMENT
HYDRAULIC TANK RETURN FILTERS AND CONTAMINATION BASKET
ATTACHMENT
HYDRAULIC OIL COOLER (STANDARD)
AUXILIARY OIL COOLER (OPTIONAL)
PUMP HOUSING BOLT TORQUE CHECK
OIL ANALYSIS
HYDRAULIC SYSTEM POST SERVICE REQUIREMENTS
HYDRAULIC PUMP PRIMING
FILTER LEAK CHECK
HYDRAULIC PUMP GEARBOX SERVICE
USE SPECIFIED LUBRICATING FLUID
GEARBOX SERVICE INTERVAL
MODELS L-1350-L-1850-L-2350 HYDRAULIC SYSTEM QUICK REFERENCE CHART
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AC001A ( d 1 )
SERVICE MANUAL
HYDRAULIC SYSTEM - HYD SYS SERV REQS & OP CONCERNS 1_2
Figure 1. L-1350-L-1850-L-2350 HYDRAULIC SYSTEM FLUID AND SERVICE
RECOMMENDATIONS
Figure 3. HYDRAULIC TANK – L-1350-L-1850-L-2350
Figure 4. CENTRAL SERVICE SYSTEM (OPTIONAL)
Figure 5. HYDRAULIC TANK HEATERS (OPTIONAL)
Figure 6. COMPONENT HEATER CONNECTIONS – L-1350 (OPTIONAL)
Figure 7. COMPONENT HEATER CONNECTIONS – L-1850-L-2350 (OPTIONAL)
Figure 8. AIR REGULATOR VALVE
Figure 9. HYDRAULIC OIL SAMPLING QUICK CONNECT FITTING
Figure 9.1 HYDRAULIC TANK RETURN FILTERS AND CONTAMINATION BASKET
ATTACHMENT (SHEETS 1 THRU 6)
Figure 10. CASE DRAIN FILTERS
Figure 11. PUMP HOUSING BOLTS
Figure 12. AUXILIARY OIL COOLER AND CANISTER FILTER (OPTIONAL)
Figure 13. TYPICAL PRESSURE FILTER SETSCREW
Figure 14. PRESSURE FILTER SEAL KIT INSTALLATION
Figure 15. HYDRAULIC PUMP ARRANGEMENT – L-1350 (WITH OR WITHOUT
HYDRAULIC GEARBOX MOUNTED AIR COMPRESSOR)
Figure 16. HYDRAULIC PUMP ARRANGEMENT – L-1850-L-2350
Figure 17. PISTON PUMP BLEED PORT LOCATIONS
Figure 18. VANE PUMP – BLEED PORT LOCATIONS
Figure 19. HYDRAULIC PUMP GEARBOX SERVICE POINTS
Figure 20. HYDRAULIC PUMP GEARBOX OIL FILTER
Figure 21. HYDRAULIC PUMP GEARBOX OIL FILTER RESTRICTION GAUGE
Figure 22. HYDRAULIC PUMP GEARBOX BREATHER FILTER
Figure 23. HYDRAULIC SYSTEM SERVICE – COMPONENT LOCATION

The following service recommendations for the hydraulic system should be followed if your
machine is used in normal conditions. If your machine is used in extreme heat or cold or
extremely dusty or humid conditions, consult with your LeTourneau, Inc. distributor for modified
service recommendations.
Refer to illustration "HYDRAULIC SYSTEM SERVICE - COMPONENT LOCATION" for
approximate location of hydraulic system service component locations. The Hydraulic System
Quick Reference Chart provides a quick reference of the service requirements described
herein.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AC001A ( d 2 )
SERVICE MANUAL
FIGURE 1 1_2

COMPONENT FLUID INTERVAL FLUID OR LUBRICANT
CAPACITY
Crankcase Oils Used as Hydraulic
Fluid1
Hydraulic 375 1419.4 Collect oil Hydraulic System SAE Viscosity
Reservoir 2 Gallons liters samples Operating Designation
every Temperature Range*
500 hours. -23°C to 54°C (-10°F 5W, 5W-20,
Replace to 130°F) 5W-30
when -18°C to 83°C (0°F 10W
need to 180°F)
indicated by
oil analysis. Anti-wear Hydraulic Oils With Zinc
Additives1
Hydraulic System ISO Viscosity
Operating Grade
Temperature Range*
-6°C to 49°C (-20°F 22
to 120°F)
-15°C to 60°C (5°F 32
to 140°F)
21°C to 77°C (70°F 46
to170°F)
*Temperature shown is cold (ambient)
start-up to maximum operating.
During cold start-up, avoid high-speed
operation of hydraulic components
until the system is warmed up to
provide adequate lubrication.
Hydraulic Pump 7 27 RECOMMENDED
Gearbox 3 gallons liters SAE 75W-140 synthetic gear oil4
OPTIONAL
SAE 80W-90 or 15W-40 engine oil
Blower Motor Approx. .95 Every 2000 SAE 10W40 or 15W-40 engine oil
Load Adapter 1 qt. liters hours
Blower Motor FILTER TYPE Every 1000 N/A
Load Adapter hours
Breather Filter Spin-on
Hyd. Pump Spin-on Every 1000 N/A
Gearbox hours
Breather Filter
SERVICE MANUAL
FIGURE 1 1_2

Hydraulic Pump Gearbox Oil Spin-on Every 1000 N/A
Filter hours
Case Drain Filters Spin-on (2) Every 1500 N/A
hours
Return Filters Canister L-1350 (2) L-1850 (2) L- Every 1500 N/A
2350 (3) hours
Auxiliary Oil Cooler (Optional) Canister Every 1500 N/A
hours
SPECIAL INSTRUCTIONS
1. Arctic conditions represent a specialized Refer to LUBRICATING OIL ANALYSIS for
field where extensive use is made of additional information on establishing an
heating equipment before starting. If on-going oil analysis program.
necessary, this and judicious use of the 3. Oil samples for analysis should be taken
following recommendations should be every 500 hours. If solid particle
used: contamination (chromium or iron) reaches
SAE 5W or 5W-20 oil 100 ppm on two or more consecutive tests,
z Oils specially developed for use in component failure is imminent and
arctic conditions, such as synthetic teardown should be considered.
hydrocarbons, esters, or mixtures of 4.The Hydraulic Pump Gearbox is factory
the two equipped with SAE 75W-140 synthetic gear
z Operating temperatures should be oil (P/N 412-3740 – 5-gallon pail). It is
closely monitored to avoid exceeding a recommended that this oil be used for
temperature of 130ºF (54ºC) with any subsequent refilling and servicing of the
lightweight oil. gearbox. Five gallons of this oil is shipped
z When special requirements indicate a
with the loader for replacing oil lost to filter
need to depart from recommended oils changes and oil sampling for analysis. The
or operating conditions, consult with drain and flush recommendation for
your LeTourneau, Inc. authorized synthetic oil is every 2000 hours.
distributor. Should other than the factory installed
2. Oil samples should be taken for analysis synthetic oil be used, quality 10W-40 or
every 500 hours of operation. If solid 15W-40 engine oil is recommended. The
particle or water contamination reaches drain and flush recommendation for non-
60 ppm, the system should be completely synthetic oil is every 500 hours.
flushed and new fluid and filters installed.
If this level of solid particle contamination
occurs on consecutive tests, component
failure is imminent and the machine
should be scheduled for repair.
Figure 1. L-1350-L-1850-L-2350 HYDRAULIC SYSTEM FLUID AND SERVICE
RECOMMENDATIONS
SERVICE MANUAL
SERVICE ADVISORIES & PRECAUTIONS & FIGURE 2 1_2

SERVICE ADVISORIES AND PRECAUTIONS
The following service advisories and precautions should be observed in the maintenance of
the loader’s hydraulic system:
Hydraulic fluid under pressure can penetrate the skin and cause serious
injury, blindness or death. If any fluid is injected into the skin it must be
removed within a few hours by a doctor familiar with this type of injury.
NEVER use your hand; use a piece of metal. Wear work gloves and keep
your hand well away from the possible source of leakage. Do not tighten or
loosen hydraulic lines without first relieving system pressure. SEE NOTE
BELOW.
WRONG
RIGHT
Relieving hydraulic system pressure in the hoist and bucket circuit is done
by operating the auxiliary pilot pump switch located on the console
selector switch panel. This switch must be operated only when the engine
is NOT running. Refer to AUXILIARY PILOT PUMP SWITCH for additional
information on the use of the auxiliary pilot pump switch.
SERVICE MANUAL
SERVICE ADVISORIES & PRECAUTIONS & FIGURE 2 1_2

ALWAYS release air pressure in the hydraulic oil reservoir before servicing or repairing
anything requiring removal of the reservoir filler cap or the return filter assemblies. Release of
the reservoir air pressure is done by moving the manual air release valve handle, located on
top of the hydraulic reservoir, to the OPEN position (refer to illustration "HYDRAULIC TANK
AIR RELEASE VALVE"). The air pressure in the reservoir will be released, and at the same
time, the valve will lock in the air pressure in the rest of the system. After servicing, repairing,
or inspecting the hydraulic oil reservoir, make certain to move the air release valve handle to
the CLOSED position to allow the reservoir to pressurize.
When the hydraulic system is opened for service or repair, the hydraulic
pumps must be primed (release of air entrapped in oil) to prevent aeration
or cavitation. Refer to HYDRAULIC SYSTEM POST SERVICE
REQUIREMENTS.
When the emergency stop or fire suppression systems are actuated, the automatic air release
valve, located on top of the hydraulic reservoir, will automatically release air pressure from the
hydraulic reservoir. Once tripped, the valve must be manually reset by pushing the button IN
to the closed position (refer to illustration "HYDRAULIC TANK AIR RELEASE VALVE").
Handling and disposal of used oils may be subject to federal, state and local laws and
regulations. Use authorized waste disposal facilities; for example, local collection sites and
garages providing authorized facilities for receipt of used oil. If in doubt, contact your state and
local environmental authorities or the Environmental Protection Agency for direction on proper
handling and disposal of used oil.
SERVICE MANUAL
SERVICE FACILITIES OF THE HYDRAULIC RESERVOIR 1_2

SERVICE FACILITIES OF THE HYDRAULIC RESERVOIR
The following instructions apply to the Models L-1350, L-1850 and L-2350 unless
individually specified. When individually specified refer only to the instructions which
apply to your machine.
The 375-gallon (1419-liter) hydraulic reservoir is mounted on the rear frame, near the pivot
area, on the right side of the machine. Refer to the illustration "HYDRAULIC TANK – L-1350-L-
1850-L-2350" (SHEET 1 OF 2).
FLUID LEVEL SIGHT GAUGE
The hydraulic reservoir is equipped with a sight gauge for checking the fluid level in the
reservoir. Refer to the illustration "HYDRAULIC TANK – L-1350-L-1850-L-2350 (SHEETS 1 &
2)". This gauge should be checked daily as part of the operator’s daily walk-around
inspection. If the level is low, the source of the leak should be determined and repaired. The
reservoir should be filled to the full mark on the sight gauge. DO NOT fill to the top of
reservoir.
RESERVOIR RETURN FILTERS
The hydraulic reservoir has two filters – L-1350-L-1850 or three filters – L-2350 which filter the
oil returning to the hydraulic reservoir. These filters filter all particles 10 micron and larger. The
filter housings are located on top of the hydraulic reservoir. Refer to the illustration
"HYDRAULIC TANK – L-1350-L-1850-L-2350" (SHEETS 1 & 2). Refer to SERVICE
REQUIREMENTS AND RECOMMENDATIONS for additional information.
RESERVOIR DRAIN VALVE
A drain valve is provided on the bottom of the hydraulic reservoir for draining the reservoir.
Refer to the illustration "HYDRAULIC TANK – L-1350-L-1850-L-2350" (SHEETS 1 & 2). Be
sure to release reservoir air pressure with the Manual Air Release Valve before connecting
drain hose to the drain valve.
RESERVOIR FILLING FACILITIES
There are two methods of filling the hydraulic reservoir. BE SURE to release reservoir air
pressure with the Manual Air Release Valve before using either method described below:
Method 1: The preferred method for filling the hydraulic reservoir is to use the remote quick
coupling fitting on the optional Central Service System (CENTRAL SERVICE SYSTEM). This
will reduce the chances of contamination. If your machine is not equipped with the Central
Service System, refer to Method 2. The Central Service System is mounted in a protective
box, on the left rear of the tow unit.
Method 2: The hydraulic reservoir can be filled through the filler cap, located on top of the
hydraulic reservoir. BE SURE to clean away any dust or debris which might enter the system
before removing the cap.
SERVICE MANUAL
SERVICE FACILITIES OF THE HYDRAULIC RESERVOIR 1_2
With either method described above, fluid should NEVER be pumped from
an open drum or container directly into the hydraulic reservoir without
suitable filtration. A transfer pump should be used to pump fluid from the
storage vessel through a suitable filter compatible with the fluid and
through a clean hose.
RESERVOIR ACCESS PANELS

Removable panels are provided on the side and bottom of the hydraulic reservoir for cleaning
the inside of the reservoir. Refer to the illustration "HYDRAULIC TANK – L-1350-L-1850-L-
2350" (SHEETS 1 & 2).
HYDRAULIC RESERVOIR HEATERS (Optional)
Two 4000-watt, 240-volt immersion heaters are optionally provided for heating the hydraulic
oil. The heaters are installed into the side of the hydraulic reservoir. Refer to the illustration
"HYDRAULIC TANK HEATERS (OPT)". The heaters are sealed housing, moisture and
explosion resistant and are thermostatically controlled to come on at 70°F (21°C) and go off at
210°F (99°C). The heaters operate only on commercial power. On the Model L-1350 the
heater receptacle is located at the left pivot area. Refer to the illustration "COMPONENT
HEATER CONNECTIONS – L-1350 (OPTIONAL)". On the Models L-1850-L-2350 the heater
receptacle is located on the electrical control cabinet. Refer to the illustration "HYDRAULIC
TANK HEATER RECEPTACLE – L-1850-L-2350 (OPTIONAL)".
SERVICE MANUAL
TOP VIEW L-1350-L-1850
SERVICE MANUAL
TOP VIEW L-2350

(1 OF 2)
SERVICE MANUAL
FIGURE 3 SHEET 2 OF 2 & FIGURES 4, 5 & 6 1_2
BOTTOM VIEW
SIDE VIEW
(2 OF 2)
SERVICE MANUAL
FIGURE 3 SHEET 2 OF 2 & FIGURES 4, 5 & 6 1_2
(MOUNTED INSIDE OF HYDRAULIC TANK)

Figure 5. HYDRAULIC TANK HEATERS (OPT)
(LOCATED AT PIVOT AREA – LEFT SIDE OF MACHINE)

Figure 6. COMPONENT HEATER CONNECTIONS – L-1350 (OPTIONAL)
SERVICE MANUAL
FIGURE 7 1_2
(MOUNTED ON ELECTRICAL CONTROL CABINET)

Figure 7. HYDRAULIC TANK HEATER RECEPTACLE
– L-1850-L-2350 (OPTIONAL)
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC TANK AIR PRESSURE REGULATOR ADJUSTMENT 1_2

HYDRAULIC TANK AIR PRESSURE REGULATOR
ADJUSTMENT
The hydraulic tank (reservoir) has a precharge of air pressure to ensure dirt is excluded from
the system and the pump suction ports are fully flooded with oil from the tank at engine start.
Positive pressure also assists in foam reduction and anti-void functions.
SYSTEM OPERATION
Air is supplied from the main reservoir of the loader to a regulator mounted to the left of the
hydraulic pump gearbox (ILLUSTRATION). The system line pressure of approximately 110 psi
is reduced for the hydraulic tank to the applicable pressure as listed on the "Mechanical
Systems Quick Reference Chart" (TOC on page 019B001). The loader has a solenoid valve
that isolates the regulator from the main air system whenever the LINCS system is not
operating.
Figure 8. AIR REGULATOR VALVE

The loader is also fitted with a small air line relief valve (11 psi) near the outlet of the hydraulic
tank air pressure regulator to prevent excessive pressure being introduced from the regulator,
if the regulator malfunctions or is adjusted too high.
Four (4) psi air pressure must be present in the hydraulic tank as a prerequisite for engine
cranking. Given the loader has run for a few minutes from a cold start, the hydraulic tank
pressure will rise to approximately 8 psi before the machine begins normal operation. As the
lift arms are raised, oil is drawn from the hydraulic tank (the volume of the hoist cylinder rods)
and the oil level will fall, increasing the air space volume above the oil. The regulator will
introduce more air into the hydraulic tank as the oil level falls.
SERVICE MANUAL
HYDRAULIC TANK AIR PRESSURE REGULATOR ADJUSTMENT 1_2

When the lift arms are gain lowered, the oil level will rise in the hydraulic tank *due to the hoist
cylinder rod volume displacing oil from the cylinders), the regulator will prevent air flowing from
the machine air system into the hydraulic tank and the pressure in the hydraulic tank will rise
above the regulator setting point.
The hydraulic tank pressure may rise to as much as 12 to 14 psi before the hydraulic tank air
pressure relief valve will vent any additional pressure from the hydraulic tank.
For example, during typical L1350 Loader normal operation, the pressure in the hydraulic tank
should be in the following ranges:
Lift arms down, 7 to 9 psi at machine start up.
Lift arms raised, 5 to 7 psi at machine start up.
Lift arms down, 9 to 11 psi after operating for 15 minutes.
Lift arms raised, 7 to 9 psi, after operating for 15 minutes.
If The Hydraulic Tank Air Pressure Regulator Is Set Too High: Higher pressure settings will
raise the pressure in the tank faster, but will also cause the hydraulic tank air pressure to
overcharge the tank whenever the lift arms are raised, due to the drop in oil level as the lift
arms rise. When the lift arms are then lowered, the excessive air charge is exhausted through
the hydraulic tank air pressure relief valve.
This causes the air system on the loader to have a higher duty cycle and may cause low air
pressure alarms in some cases. (Repeated recharge and exhausting of the hydraulic tank air
pressure causes the air compressor to be on line for a higher proportion of the machine
operating time.)
If The Hydraulic Tank Air Pressure Regulator Is Set Too Low: Lower pressure settings may not
be sufficient to enable the engine start logic within the LINCS system.
Hydraulic tank low air pressure alarms may occur during operation, whenever the hoist is
raised. (This may also be due to an overfilled hydraulic tank.)
“Ideal” Pressure Setting: The ideal pressure setting is to provide sufficient air pressure to
prevent low hydraulic tank air pressure alarms, and no consume any additional air from the
machine air system during normal operation, after the initial charge is established.
Once this ideal setting has been achieved, the regulator should be locked in position to prevent
tampering by inexperienced personnel.
Impact Of Hydraulic Oil Level On Hydraulic Tank Pressure: If the hydraulic tank is overfilled,
the air space above the oil level is reduced and the pressure fluctuations will be greater than
for the designed operating fluctuations.
Approximately 40 gallons of oil is used to fill the cylinders when the lift arms are fully raised
and the bucket is in the full-rollback position. This 40-gallon volume of oil is retuned to the
hydraulic tank when the bucket is dumped and the lift arms are lowered.
SERVICE MANUAL
HYD TANK AIR PRESSURE REGULATOR ADJUST...CONT'D 1_2

TROUBLESHOOTING
Before any troubleshooting begins, check the following items and correct, if necessary:
• Hydraulic tank oil level. With engine running, lift arms lowered and bucket flat on the
ground, the oil level should be 3/4 up the site glass on the hydraulic tank.
• Automatic air pressure release valve. Check that the valve is closed and sealing
effectively. Repair or replace the valve as required.
• Manual air release valve. Check that the valve is in the normal supply position and that
the release port is not leaking air out of the system. Repair or replace the valve as
required.
Air pressure in the hydraulic tank must be at least 4 psi to enable engine
cranking.
FAULT: INSUFFICIENT HYDRAULIC AIR PRESSURE OR UNABLE TO CRANK ENGINE

This may be due to one or more of the following faults:
• Check that the main air system has air pressure available to the regulator. Connect an
external air source to the machine and charge the air reservoirs, if necessary.
• Check that the hydraulic tank air pressure regulator is adjusted to the applicable pressure
as shown on the "Mechanical Systems Quick Reference Chart" to the tank.
• Check that the solenoid valve is energized and the port is open.
• Check that the pressure switch or pressure transducer is correctly connected and is
functioning.
FAULT: LOADER WILL NOT BUILD AIR PRESSURE

This may be due to one or more of the following reasons:
• Check that the hydraulic tank air relief valve is functioning properly and is not jammed in
the open position.
• Check that the air line relief is not leaking, damaged or jammed in the open position.
FAULT: HYDRAULIC TANK AIR PRESSURE RELIEF VALVE EMITS EXCESSIVE AIR
• Check that the hydraulic tank air relief valve is functioning properly and is not jammed in
the open position.
• Check the hydraulic tank oil level. An overfilled hydraulic tank will cause the pressure in
the tank to fluctuate over a wider pressure range than normal, indicating the oil level is
too high in the tank. Drain the hydraulic tank to the correct level.
SERVICE MANUAL
HYD TANK AIR PRESSURE REGULATOR ADJUST...CONT'D 1_2

FAULT: LOW HYDRAULIC TANK AIR PRESSURE ALARMS
• Check the hydraulic tank oil level. An overfilled hydraulic tank will cause the pressure in
the tank to fluctuate over a wider pressure range than normal, indicating the oil level is
too high in the tank. Drain the hydraulic tank to the correct level.
• If the alarm condition is on the first instance the lift arms are raised after the hydraulic
tank air pressure was vented, raise the lift arms to approximate one-third to one-half
height and pause for 15 seconds, then raise to three-fourths height and pause again for
15 seconds. Lower the lift arms again and raise to the top. The alarm should have
cleared and not return, if the system is functioning correctly.
SERVICE MANUAL
SERVICE REQS & RECS & FIGURE 9 1_2

SERVICE REQUIREMENTS AND RECOMMENDATIONS
DAILY INSPECTION
Check the fluid level sight gauge on the side of the hydraulic reservoir to be sure the fluid level
is to the full mark on the gauge. Refer to illustration "HYDRAULIC TANK – L-1350-L-1850-L-
2350" (SHEETS 1 & 2). Check for visible fluid leaks.
OIL ANALYSIS
Oil samples must be taken for analysis every 500 hours of operation to meet
LeTourneau, Inc. warranty requirements. A quick connect fitting for collecting oil samples is
optionally provided on the hydraulic tank side access panel (illustration "HYDRAULIC OIL
SAMPLING QUICK CONNECT FITTING"). If contaminates exceed the amount listed under
CLEANLINESS TARGETS, the system should be completely flushed and new fluid and filters
installed. If this level of contamination occurs on consecutive tests, component failure may be
imminent and the machine should be scheduled for repair. Refer to LUBRICATING OIL
ANALYSIS for additional information on establishing an on-going oil analysis program.
Use caution not to allow contamination to enter the hydraulic reservoir

when collecting oil samples.
Figure 9. HYDRAULIC OIL SAMPLING QUICK

CONNECT FITTING
SERVICE MANUAL
RESERVOIR DRAIN AND REFILL

Drain, flush reservoir, and replace hydraulic fluid when oil analysis indicates the need. BE
SURE to relieve air pressure in the reservoir before draining or filling.
The reservoir should be filled to the full mark on the fluid sight gauge with oil at ambient
temperature (with bucket resting on the ground). DO NOT fill to the top of the tank.
FILTER REPLACEMENT
Hydraulic filters should be replaced every 1500 hours or more frequently if job
conditions require.
• Case drain filters (2) - mounted on each side of the tow unit. The case drain filters
are shown in illustration "CASE DRAIN FILTERS".
• Return filters Models L-1350-L-1850 (2) – Model L-2350 (3) – mounted on top of
the hydraulic tank. The return filters are shown in illustration "HYDRAULIC TANK –
L-1350-L-1850-L-2350" (SHEETS 1 & 2).
DO NOT allow the reservoir return filters to remain unchanged past the
1500-hour interval, as component damage could occur. Use caution not to
allow contamination to enter the hydraulic reservoir when replacing these
filters.
The return filters have a plastic catch basket that attaches to the end of the
filter. It is important that this basket comes out with the element when it is
removed from the filter assembly. It should then be removed from the old
element and placed onto the new element before the new element is placed
back into the filter assembly. The attachment process is a simple twist and
lock. It is possible for the catch basket to come off of the old element when
it is being removed from the assembly if the element is twisted in the
wrong rotation. Failure to properly install this basket can/will lead to filter
element failure. Not only does this basket serve to remove debris, but it
also acts as a guide for proper filter alignment in the housing.
SERVICE MANUAL

HYDRAULIC TANK RETURN FILTERS AND CONTAMINATION BASKET ATTACHMENT
To prevent possible hydraulic tank contamination during return filter removal, the following
precautions must be noted.
z The yellow plastic “Contamination Basket” (LeTourneau Part # 424-3883), that attaches
to the bottom of the “Return Filter” (LeTourneau Part # 423-7908) is removable and may
come off, remaining in the filter housing assembly.
z The contamination basket twists on to the bottom of the return filter via two tabs on the
basket that friction lock into two tapered channels on the filter. With the filter upside
down, the Baskets are turned in a clockwise manner to tighten the baskets in place.
z When removing the filters from the filter housing in the hydraulic tank, before pulling the
filter upward, grasp the filter handle and turn the assembly 1/4 to 1/2 turn clockwise to aid
in retaining the attachment of the contamination basket to the filter. If it is necessary to
turn the filter during removal, ALWAYS TURN IN THE CLOCKWISE DIRECTION.
z When removing the return filters from the hydraulic tank, the filters must NEVER BE
TURNED IN A COUNTER-CLOCKWISE DIRECTION, as this could loosen the
contamination basket causing them to remain in the filter housing thus possibly
contaminating the tank with the debris that was in the basket.
Refer to Figures 1 through 5 as follows for illustration of contamination basket installation onto
the return filter.
When installing the new return filter always, insure the contamination
basket is securely installed to the bottom of the new return filters.
Figure 9.1. TAPERED CHANNEL ON Figure 9.1 CONTAMINATION CUP

BOTTOM OF FILTER (note two inner tabs)
SERVICE MANUAL
Figure 9.1. CONTAMINATION CUP TAB Figure 9.1 CUP PARTIALLY INSTALLED ON
(note taper) BOTTOM OF FILTER
Figure 9.1. CUP INSTALLED ON FILTER Figure 9.1 RETURN FILTER WITH
(SHEET 5 OF 6) CONTAMINATION BASKET PROPERLY
INSTALLED
(SHEET 6 OF 6)
SERVICE MANUAL

HYDRAULIC OIL COOLER (STANDARD)
The hydraulic oil cooler is mounted adjacent to the radiator. It is essential to daily inspect the
radiator and hydraulic oil cooler for a build up of dust and dirt, which could affect proper cooling
of the hydraulic oil and engine. Use of a high-pressure hot water washer or steam cleaner with
detergent is recommended to clean the radiator coils and hydraulic oil cooler of impacted dust
or dirt. This should be done as frequently as conditions dictate.
AUXILIARY OIL COOLER (OPTIONAL)
The optional auxiliary hydraulic oil cooler employs hydraulic motor to power a fan that pushes
air through the cooling coils. The auxiliary oil cooler fan will automatically actuate when
hydraulic oil temperature reaches 120ºF. Fan speed can be adjusted to high speed should
additional cooling be required in extremely hot conditions. Temporary forcing the fan to high
speed is also useful in blowing accumulations of dust and dirt from the coils. Fan speed
adjustment is made via the LINCS computer system. A canister filter is mounted adjacent to
the oil cooler on the right side of the tow unit. Refer to the illustration "AUXILIARY OIL
COOLER AND CANISTER FILTER (OPTIONAL)". The filter must be replaced every 1500
hours of operation.
PUMP HOUSING BOLT TORQUE CHECK
Verify torque on hydraulic pump housing bolts every 2000 hours to ensure no leaks
occur. The torque value for the 22 mm housing bolts is 575 ft-lbs. (780 Nm). Refer to the
illustration "PUMP HOUSING BOLTS".
Verify proper housing bolt torque value prior to removal or disassembly of

any pump for housing flange leakage.
SERVICE MANUAL
FIGURES 10, 11 & 12 1_2
RIGHT SIDE FILTER
LEFT SIDE FILTER

(MOUNTED BOTH SIDES OF TOW UNIT)
Figure 10. CASE DRAIN FILTERS
Figure 11. PUMP HOUSING BOLTS
SERVICE MANUAL
FIGURES 10, 11 & 12 1_2

– REFER ALSO TO TYPICAL PRESSURE FILTER SETSCREW
AND PRESSURE FILTER SEAL KIT INSTALLATION)
Figure 12. AUXILIARY OIL COOLER AND CANISTER FILTER (OPTIONAL)
SERVICE MANUAL
FIGURE 13 1_2

High-pressure filters have two Allen-head time, these holes may become clogged
setscrews that secure the canister to the with contamination and may not be
housing. These setscrews MUST be readily visible. Clean the housing to
removed before attempting to remove the locate the holes, as shown. BE SURE to
canister. Attempting to remove the canister reinstall and tighten the setscrews
and the setscrews in place will result in following filter replacement. A maximum
component damage. The setscrews are torque of 50 lb-ft should be applied to
recessed into tapped holes in the filter prevent distortion and/or damage to the
housing. After the loader has been in service seal for the tube or tube endcap.
for a period of
Figure 13. TYPICAL PRESSURE FILTER SETSCREW
SERVICE MANUAL
FIGURE 14 1_2
Figure 14. PRESSURE FILTER SEAL KIT INSTALLATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM POST SERVICE REQUIREMENTS 1_2

HYDRAULIC SYSTEM POST SERVICE REQUIREMENTS
Failure to properly prime EACH PUMP every time the system is opened for
service or repair, or if the hydraulic reservoir is drained and filled, may
result in a pump failure due to a dry-start condition during machine start-
up. This situation may also adversely affect the warranty.
Pressure may be present. Drain fluid until air bubbles cease.
HYDRAULIC PUMP PRIMING

After the hydraulic system is opened regardless of the type or amount of service or repair OR
the hydraulic reservoir has been drained and fluid added, it is critically important that the
hydraulic pumps (located at the hydraulic pump gearbox in the front of the tow unit) be primed
prior to starting the machine. Use the following procedures to ensure the hydraulic pumps are
free of air before operation.
L-1350: Piston Pumps #1, 2, 4, 5, 7 and 8 on illustration "HYDRAULIC PUMP
ARRANGEMENT - L-1350" (repeat procedure for each pump):
L-1850-L-2350: Piston Pumps #1, 2, 4, 6, 7, 8 and 9 on illustration "HYDRAULIC PUMP
ARRANGEMENT – L-1850-L-2350" (repeat procedure for each pump):
1. Hydraulic reservoir must be full. Check sight gauge on side of reservoir.
2. The Manual Air Release Valve, located on top of the hydraulic reservoir, must be
closed (Refer to the illustration "HYDRAULIC TANK AIR RELEASE VALVE").
3. Compressed Air System pressure must be greater than 60 psi. Pressurize through
shop air connection at wet tank or remote drain (as applicable).
4. Pressurize the hydraulic reservoir to 5-7 psi. Verify pressure by looking at the
gauge on the Air Regulator Valve, located in the tow unit. Refer to the illustration
"AIR REGULATOR VALVE".
Piston pumps require bleeding on the pressure side and case drain side of
the pump. It may require three or more gallons of oil to be drained to
assure all air is bled out of the pump.
5. Loosen the case drain line on top of the pump. Refer to the illustration "PISTON
PUMP BLEED PORT LOCATIONS". Allow oil to flow from loosened connection
into a can until bubbles cease.
6. Tighten case drain line.
SERVICE MANUAL
HYDRAULIC SYSTEM POST SERVICE REQUIREMENTS 1_2
7. Locate the pressure test fitting connector on the outlet of each pump. Refer to the
illustration PISTON PUMP BLEED PORT LOCATIONS. Attach a female coupling
and a length of hose vented into a suitable container. Disconnect coupling and
hose when oil flow is free of air.
L-1350: Vane Pump #3 on illustration "HYDRAULIC PUMP ARRANGEMENT – L-
1350".
L-1850-L-2350:" Vane Pump #5 on illustration "HYDRAULIC PUMP
ARRANGEMENT – L-1850-L-2350".
8. Hydraulic reservoir must be full. Check sight gauge on side of reservoir.
9. Be sure the Manual Air Release Valve, located on top of the hydraulic reservoir, is
closed (Refer to the illustration "HYDRAULIC TANK AIR RELEASE VALVE").
10. Compressed Air System pressure must be greater than 60 psi. Pressurize through
shop air connection at wet tank or remote drain (as applicable).
11. Pressurize the hydraulic reservoir to 5-7 psi. Verify pressure by looking at
Hydraulic Tank Pressure Gauge on the operator’s console or the gauge on the Air
Regulator Valve, located in the tow unit. Refer to the illustration "AIR
REGULATOR VALVE".
12. Locate the pressure test fitting connector on the outlet of each pump. Refer to the
illustration "VANE PUMP – BLEED PORT LOCATION". Attach a female coupling
and a length of hose vented into a suitable container. Disconnect coupling and
hose when oil flow is free of air.
It may require three or more gallons of oil to be drained to assure all air is
bled out of the pump.
FILTER LEAK CHECK

Following replacement of the hydraulic filters, it is critically important to check them for leaks
with the engine running at HI throttle before returning the loader to service.
TA10221-8 TA2
TA12640-9
L-1350 (w/o gearbox mounted compressor) HYDRAULIC PUMP ARRANGEMENT

TA10469-8
TA1
L-1350 (with gearbox mounted compressor) HYDRAULIC PUMP ARRANGEMENT

TA12641-9
TA3
L-1850-2350 HYDRAULIC PUMP ARRANGEMENT

SERVICE MANUAL
Training only! Always use
FIGURES 15 your
& 16 machine original documentation! 1_2
CLICK ON DESCRIPTION BELOW FOR APPROPRIATE ILLUSTRATION
machine.
Figure 15. HYDRAULIC PUMP ARRANGEMENT L-1350 (WITH HYDRAULIC GEARBOX MOUNTED AIR
COMPRESSOR--SEE ILLUSTRATION ON PAGE 018AC018 (p)
Figure 15. HYDRAULIC PUMP ARRANGEMENT L-1350 (WITHOUT HYDRAULIC GEARBOX MOUNTED AIR
COMPRESSOR--SEE ILLUSTRATION ON PAGE 018AC018 (p)
NOTE: EARLIER L-1350 MODELS MAY HAVE A RETROFIT KIT INSTALLED
Figure 16. L-1850-L-2350 HYDRAULIC PUMP ARRANGEMENT--SEE ILLUSTRATION ON PAGE 018AC018 (p)
machine.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AC018( d 1 )
SERVICE MANUAL
FIGURES 17 & 18 1_2
(L-1350 INSTALLATION SHOWN)

Figure 17. PISTON PUMP BLEED PORT LOCATIONS
Figure 18. VANE PUMP – BLEED PORT LOCATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC PUMP GEARBOX SERVICE 1_2

HYDRAULIC PUMP GEARBOX SERVICE
It is essential to perform proper servicing and monitor the lubricating fluid wear particle count to
achieve long life of the hydraulic pump gearbox.
USE SPECIFIED LUBRICATING FLUID

The lubricating oil performs the basic functions of lubrication, cooling, cleansing and
diagnostics. Using the proper fluid is critical in the service life of the hydraulic pump gearbox.
LeTourneau, Inc. recommends the use of quality fluid with a good additive package, high
viscosity index, and most importantly, the correct viscosity, as specified on illustration "L-1350-
L-1850-L-2350 HYDRAULIC SYSTEM FLUID AND SERVICE RECOMMENDATIONS".
The hydraulic pump gearbox runs approximately at 1900 RPM when loaded normally. The
gearbox is hydrodynamically lubricated, which means that the mating components create a
constant film under pressure, preventing metal-to-metal contact. Due to the high speed, fluid
viscosity must be at the optimum level, so that as the gears pass through the fluid, the voids
are readily filled. If the viscosity is too high, the voids would not be filled, causing metal-to-
metal contact between the gears which results in component failure. If the viscosity drops too
low, due to an incorrect fluid viscosity choice or poor fluid viscosity index additive package, a
boundary lubrication condition occurs (the lubrication film becomes too thin to provide
separation between the mating surfaces).
With high-speed applications, foaming and shearing of the fluid are common problems.
Quality fluids contain an additive package that includes an anti-foam agent and a high shear
stability. Another important additive is VI improver, which increases the viscosity index of the
fluid, allowing it to operate over a greater range of temperatures.
Proper viscosity is also critical because the fluid must be pumpable. All LeTourneau, Inc.
loader gearboxes are fitted with a circulating vane pump, which moves the fluid throughout the
gearbox. This pump assists in lubricating the gearbox, as well as circulating the fluid through
an oil cooler and filter. The fluid acts as a heat transfer medium, transferring the heat created
by the rotating components to the oil cooler where the heat is dissipated. This process allows
the gearbox system to run cooler and more efficiently. The circulating fluid also conveys
collected contaminants in the system to the filter for removal.
Lastly, the fluid is a diagnostic tool. Through regular fluid sampling, trends of the wear
materials generated in the system may be monitored by analysis. With this analysis, repairs
can be made before a complete failure occurs. Refer to LUBRICATING OIL ANALYSIS for
information on establishing an on-going lubricating oil analysis program.
SERVICE MANUAL
HYDRAULIC PUMP GEARBOX SERVICE 1_2
1. A lubricating oil analysis program with samples collected every 500

hours is mandatory to meet LeTourneau, Inc. warranty requirements.
Gearbox oil change intervals are based on oil analysis wear trend data
and the parameters listed in CLEANLINESS TARGETS.
2. The hydraulic pump gearbox is factory equipped with SAE 75W-140
synthetic gear oil. It is recommended that this oil be used for
subsequent refilling and servicing of the gearbox. Five spare gallons of
this oil is shipped with the loader for replacing oil lost to filter changes
and oil sampling for analysis.
Should other than the factory installed synthetic oil be used, quality
80W-90 gear oil or 15W-40 engine oil is recommended. Recommended
lubricants for the hydraulic pump gearbox are listed in illustration
GEARBOX SERVICE INTERVALS

In accordance with the P.M. recommendations:
a. Lubricant Level Inspection - Daily: The hydraulic pump gearbox should be inspected
for proper oil level daily. A sight glass is provided on the front of the gearbox for checking
the oil level. Refer to the illustration "HYDRAULIC PUMP GEARBOX SERVICE
POINTS" for component location. If the gearbox oil level is low, repair the leak and fill
the gearbox to the proper level with the proper oil before operating the loader.
b. Lubricating Oil Analysis - Every 500 Hours: Oil samples for lubricating oil analysis
must be taken every 500 hours to meet LeTourneau, Inc. warranty requirements. If solid
particle contamination (chromium or iron) reaches 100 ppm on two or more consecutive
tests, component failure is imminent and teardown should be considered.
The U-joints on the hydraulic pump gearbox driveshaft are permanently

sealed and require no periodic lubrication.
SERVICE MANUAL
FIGURE 19 1_2

ILLUSTRATION
1. FILL PLUG
2. DRIVE SHAFT
3. FLUID LEVEL SIGHT GLASS
4. AIR BREATHER FILTER
5. OIL FILTER
6. DRAIN PLUG
7. CONTROL VALVE
8. OIL COOLER
Figure 19. HYDRAULIC PUMP GEARBOX
SERVICE POINTS
TA10357-8
1 2
TA10357-8
SERVICE MANUAL
HYD PUMP GBOX SERV...CONT'D & FIGURES 20, 21 & 22 1_2
HYDRAULIC PUMP GEARBOX OIL FILTER

(FRONT VIEW OF HYDRAULIC PUMP GEARBOX)
Figure 20. HYDRAULIC PUMP
GEARBOX OIL FILTER
REFER TO TA10250-8 FOR THIS

ILLUSTRATION
1. FILTER HOUSING
2. RESTRICTION GAUGE
3. SPIN-ON FILTER
Figure 21. HYDRAULIC PUMP GEARBOX
OIL FILTER RESTRICTION
GAUGE
c. Oil Filter Replacement - Every 1500 Hours: The oil filter should be replaced every
1500 hours of operation with either type of lubricant. The filter is mounted on the wall on
the inside of the tow unit, to the left of the gearbox. Refer to the illustrations
"HYDRAULIC PUMP GEARBOX SERVICE POINTS" and "HYDRAULIC PUMP
GEARBOX OIL FILTER" for component location. The hydraulic pump gearbox oil filter
housing is equipped with a restriction gauge to indicate if service is required in advance
of the recommended 1500-hour interval (illustration "HYDRAULIC PUMP GEARBOX OIL
FILTER RESTRICTION GAUGE").
d. Draining, Flushing and Refilling: The gearbox and oil cooler should be flushed and
filled with new synthetic oil when the need for replacement is indicated by oil
analysis and the CLEANLINESS TARGETS. DO NOT overfill. If the gearbox is
overfilled, oil may saturate the air filter, requiring it to be replaced immediately. Refer to
the illustration "HYDRAULIC PUMP GEARBOX SERVICE POINTS" for location of drain
and fill plugs.
The hydraulic pump gearbox, oil cooler and filter holds 7 gallons (27
liters) of oil.
e. Air Breather Filter Replacement: The air breather filter should replaced every 1500
hours of operation. The air breather filter is mounted on the right side of the operator’s
cab on the early production Model L-1350. The air breather filter is mounted behind the
SERVICE MANUAL
HYD PUMP GBOX SERV...CONT'D & FIGURES 20, 21 & 22 1_2

operator’s cab on the later production Model L-1350 and Models L-1850-L-2350
(illustration "HYDRAULIC PUMP GEARBOX BREATHER FILTER").
(MOUNTED RIGHT SIDE OF CAB –

EARLY PRODUCTION MODEL L-1350)
(MOUNTED BEHIND OPERATOR’S CAB INSIDE

TOW UNIT - LATER PRODUCTION L-1350-L-1850-L-
2350)
GEARBOX BREATHER
FILTER
TA10250-8
1 2
TA10250-8
SERVICE MANUAL
FIGURE 23 1_2

1. HYDRAULIC PUMP GEARBOX, OIL FILTER
2. CASE DRAIN FILTERS
3. AIR REGULATOR VALVE
4. HYDRAULIC TANK
5. HYDRAULIC TANK DRAIN VALVE
6. HYDRAULIC TANK ACCESS PANELS (SIDE AND BOTTOM)
7. OIL SAMPLING QUICK CONNECTOR (OPTIONAL)
8. FLUID LEVEL SIGHT GAUGE
9. FILLER CAP
10. MANUAL AND AUTOMATIC AIR RELEASE VALVES
11. RETURN FILTERS (L-1350-L-1850 HAS 2, L-2350 HAS 3)
12. SURGE TANK (APPLICABLE TO L-1350-L-2350 ONLY)
13. HYDRAULIC PUMP GEARBOX AIR BREATHER FILTER – L-1350
14. HYDRAULIC PUMP GEARBOX AIR BREATHER FILTER – L-1850-L-2350
15. CENTRAL SERVICE SYSTEM
16. AUXILIARY OIL COOLER CANISTER FILTER (OPTIONAL)
Figure 23. HYDRAULIC SYSTEM SERVICE – COMPONENT LOCATION
TA10048-8
14
2
13
12
11
10
9
7
15
6
5
4
2
1
16
TA10048-8
SERVICE MANUAL
NOTES
SERVICE MANUAL
MODELS L-1350/L-1850/L-2350 HYDRAULIC SYSTEM QUICK REFERENCE CHART 1_2

MODELS L-1350-L-1850-L-2350 HYDRAULIC SYSTEM QUICK REFERENCE
CHART
DAILY EVERY 500 EVERY 1,500 HOURS EVERY 2,000

HOURS HOURS
• Check for leaks. • Collect oil • Replace • Check torque
• Check reservoir and samples for • Case Drain Filters on hydraulic
gearbox fluid level analysis. (2) pump housing
sight glass for proper • Hydraulic bolts.
• Return Filters L-
level. tank 1350-L-1850 (2) L-
• Inspect radiator and oil • Gearbox. 2350 (3)
cooler for buildup of • Auxiliary Oil
dust and dirt. Clean as Cooler Canister
required. Filter (Optional)
• Hydraulic pump
gearbox air
breather filter.
• Gearbox oil filter
(1)
• Bleed hydraulic
pumps and check for
leaks following
service.
SERVICE MANUAL
NOTES
SECTION 18, PART 4

COMPONENTS, SPECIFICATIONS,
ADJUSTMENTS AND TROUBLESHOOTING
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM - HOIST & BUCKET SYS COMP, SPECS, ADJ & TBLSHOOT 1_2

COMPONENTS, SPECIFICATIONS,
ADJUSTMENTS AND TROUBLESHOOTING
LETOURNEAU, INC.
ROL-8, PART 4
TABLE OF CONTENTS
HOIST AND BUCKET CIRCUIT OVERVIEW
HOIST AND BUCKET PUMP REMOVAL AND INSTALLATION PROCEDURES
HOIST AND BUCKET PUMPS REMOVAL
HOIST AND BUCKET PUMPS INSTALLATION
MULTI-PORT DISTRIBUTION MANIFOLDS
MAIN HOIST AND BUCKET CONTROL VALVES (HUSCO)
PILOT SUPPLY VALVE
PILOT CONTROL VALVE
HOIST DETENT
PILOT RELIEF VALVE
AUXILIARY PILOT PUMP CIRCUIT – USED FOR LOWERING LIFT ARMS WITH
ENGINE NOT RUNNING AND RELIEVING SYSTEM PRESSURE
PRESSURE REGULATOR (REDUCING) VALVE
FLOAT VALVES
LINEAR AND RADIAL TRANSDUCERS AUTOMATIC BUCKET LEVELING CIRCUIT
LINCS™ LIFT ARM AND BELL CRANK TRANSDUCERS AND BUCKET TOOTH-TO-
GROUND CALIBRATION PROCEDURES
L-1350 HYDRAULIC CYLINDERS (HOIST)
REMOVAL
DISASSEMBLY
ASSEMBLY
INSTALLATION
REMOVAL
DISASSEMBLY
ASSEMBLY
INSTALLATION
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AD001A ( d 1 )
SERVICE MANUAL

REMOVAL
DISASSEMBLY
ASSEMBLY
INSTALLATION
HOIST CYLINDER HARD TUBE SHIMMING PROCEDURE
L-1350 HYDRAULIC CYLINDERS (BUCKET)
REMOVAL
DISASSEMBLY
ASSEMBLY
INSTALLATION
REMOVAL
DISASSEMBLY
ASSEMBLY
INSTALLATION
REMOVAL
DISASSEMBLY
ASSEMBLY
INSTALLATION
HOIST AND BUCKET SYSTEM COMPONENT SPECIFICATIONS AND ADJUSTMENTS
HOIST AND BUCKET CONTROL VALVES
SECONDARY DUMP RELIEF VALVE – 800 PSI
PILOT PRESSURE REGULATOR
PILOT PRESSURE RELIEF
HOIST AND BUCKET CIRCUIT TROUBLESHOOTING
NEUTRAL (HOLD) OPERATION
BUCKET ROLLBACK OPERATION
BUCKET DUMP OPERATION
HOIST OPERATION
POWER DOWN OPERATION
FLOAT OPERATION
LINCS TROUBLESHOOTING FLOWCHARTS (PAGE 017A036 (p)
LINCS LOGIC FLOWCHARTS (PAGE 017A037 (p)
SERVICE MANUAL
HOIST AND BUCKET SYSTEM APPROXIMATE COMPONENT
Figure 1.
LOCATIONS
Figure 2. L-1350 MULTI-PORT DISTRIBUTION MANIFOLDS
Figure 5. HOIST AND BUCKET CONTROL VALVES (HUSCO VALVES)
Figure 6. HUSCO VALVES – L-1350
Figure 9. PILOT SUPPLY VALVE ASSEMBLY
Figure 10. PILOT VALVE ASSEMBLY
Figure 11. FLOAT VALVE ASSEMBLY
AUTOMATIC BUCKET LEVELING CIRCUIT – LINEAR AND RADIAL
Figure 12.
TRANSDUCERS
Figure12.1. TYPICAL LIFT ARM LINEAR TRANSDUCER INSTALLATION
Figure 13. L-1350 HOIST HYDRAULIC CYLINDER
Figure 16. HOIST CYLINDER HARD TUBE
Figure 17. FLOAT VALVE MOUNTING ORIENTATION
Figure 18. O-RING AND BACKUP RING INSTALLATION
Figure 19. SIDE VIEW
Figure 20. TOP VIEW
Figure 21. CROSS SECTION DETAIL
Figure 22. L-1350 BUCKET HYDRAULIC CYLINDER
SERVICE MANUAL

Figure 25. AXIAL PISTON PUMP ADJUSTMENT
Figure 26. HUSCO VALVE RELIEF VALVE TEST STAND SETUP
L-1350-L-1850-L-2350 HOIST AND BUCKET SYSTEM HYDRAULIC
Figure 27.
COMPONENT SPECIFICATIONS AND ADJUSTMENTS
Figure 28. NOT APPLICABLE
Figure 29. L-1350-L-2350 HOIST/BUCKET FUNCTION OPERATING TIMES
Figure 30. HYDRAULIC OIL FLOW FOR NEUTRAL OPERATION
Figure 31. HYDRAULIC OIL FLOW FOR BUCKET ROLLBACK OPERATION
Figure 32. HYDRAULIC OIL FLOW FOR BUCKET DUMP OPERATION (BELOW 14’)
Figure 33. HYDRAULIC OIL FLOW FOR BUCKET DUMP OPERATION (ABOVE 14’)
Figure 34. HYDRAULIC OIL FLOW FOR HOIST OPERATION
Figure 35. HYDRAULIC OIL FLOW FOR POWER DOWN OPERATION
Figure 36. HYDRAULIC OIL FLOW FOR FLOAT OPERATION
SERVICE MANUAL
SCOPE & HOIST/BUCKET CIRCUIT OVERVIEW 1_2

This publication covers the components, specifications, and adjustment and troubleshooting of
the hoist and bucket system. Refer to the illustration "HOIST AND BUCKET SYSTEM
APPROXIMATE COMPONENT LOCATIONS" for approximate hoist and bucket system
component location.
Piston pumps provide hydraulic power for the hoist and bucket. Refer to hydraulic system
general information, illustrations L-1350 HYDRAULIC PUMP ARRANGEMENT or L-1850-L-
2350 HYDRAULIC PUMP ARRANGEMENT (as applicable), for mounting location of the hoist
and bucket pumps on the hydraulic pump gearbox. These pumps are REXROTH Variable
Displacement Pressure Compensating Axial Piston Pumps. Other components include the
Pilot Supply Valve, Pressure Reducing Valve, Pilot Control Valve, two secondary reliefs, three
main valves, two float valves, two-bucket cylinders and two hoist cylinders. The valves that
control the hoist and bucket functions are all located in the front frame and are mounted on the
right-hand wall. The positioning of the hoist and bucket cylinders is continually monitored by
the Bellcrank Linear Transducer and the Lift Arm Rotary Transducer. These two devices send
electrical signals to the various control valves when predetermined distances are reached
activating the appropriate valve for a particular function.
The pumps will develop full flow until the maximum pressure is achieved. At this point, the
pump will go into a minimal flow until the pressure drops. The ability to automatically reduce
flow, but maintain high pressure, creates an efficient and low-heat operating system. The flow
compensator is set at full on the hoist and bucket pumps, while the pressure is set at the
designated pressure. Refer to HOIST AND BUCKET SYSTEM COMPONENT
SPECIFICATIONS AND ADJUSTMENTS for pump adjustment instructions and specifications.
• L-1350: The flow from Main pumps #1, and #2 combine at the multi-port distribution
manifolds and provides equal flow to both hoist and bucket control valves #1 and #2
(Husco valves).
• L-1350: Main pump #3 provides direct flow to Husco valve #3 through the multi-port
distribution manifolds. Refer to the illustration "L-1350 MULTI-PORT DISTRIBUTION
MANIFOLDS".
• L-1850-L-2350: The flow from Main pumps #1, #2 and #3 combine at the multi-port
distribution manifolds and provides equal flow to both hoist and bucket control valves #1
and #2 (Husco valves).
• L-1850-L-2350: Main pump #4 provides direct flow to Husco valve #3 through the multi-
port distribution manifolds. Refer to the illustrations "L-1850 MULTI-PORT
DISTRIBUTION MANIFOLDS" or "L-2350 MULTI-PORT DISTRIBUTION MANIFOLDS".
Suction tubes are plumbed from the hydraulic reservoir to the inlet of the pumps. The oil flows
from the air-pressurized hydraulic reservoir through the suction tubes and into the inlet of the
pumps. The oil is drawn through the internal porting of the pump and into the pump’s piston
areas. High-pressure oil that is developed in the pump is then directed to the outlet port of the
pump. Located on the outlet of each pump is a check valve. The check valve’s purpose is to
prevent any oil from flowing back through a pump that is producing lower pressure than any
other pump.
Because the pumps contain parts that have frictional forces applied to them, a lubricating
system is provided. The lubrication for these parts is provided by part of the oil flow inside the
SERVICE MANUAL
SCOPE & HOIST/BUCKET CIRCUIT OVERVIEW 1_2

pump. The oil is directed through internal porting to these areas, where they are then
lubricated. This low-pressure area is called the case drain. Because oil in the case drain has
just performed a lubricating process, any normal wear elements must be filtered from the oil.
The case drain filters remove any contaminants before the oil is returned to the hydraulic
reservoir. The case drain filters have a micron rating of 10. This means that any contaminates
greater than 10 microns are removed from the oil. After the oil passes through the case drain
filters, the oil is then directed back to the hydraulic reservoir. The case drain filters are shown
in the illustration "CASE DRAIN FILTERS".
The Blower Pump supplies the pilot supply for the Hoist and Bucket circuit when the machine
is running. When the engine is off, a 24-VDC pump and motor unit (Auxiliary Pilot Pump)
provides pilot flow.
SERVICE MANUAL
FIGURE 1 1_2

ILLUSTRATION
A. PILOT CONTROL VALVE
B. HYDRAULIC PUMP GEARBOX
WITH PUMPS
C. MULTI-PORT DISTRIBUTION
MANIFOLDS
D. FLOAT VALVES
E. HOIST CYLINDERS
F. HOIST AND BUCKET CONTROL
VALVES (HUSCO VALVES)
G. PILOT VALVE MANIFOLDS
H. BELLCRANK LINEAR
TRANSDUCER
I. BUCKET CYLINDERS
J. HOIST AND BUCKET ROTARY
TRANSDUCER
K. HOIST JOYSTICK CONTROL
Figure 1. HOIST AND BUCKET SYSTEM
TA10627
J K
A
G
TA10627
LeTourneau, Inc. 2005 All Rights Reserved 018AD004 ( p1 )
SERVICE MANUAL
HOIST & BUCKET PUMP REMOVAL & INSTALLATION PROC 1_2

HOIST AND BUCKET PUMP REMOVAL AND INSTALLATION PROCEDURES
The removal and installation of the hoist and bucket pumps require the use
of a suitable hoisting device. DO NOT attempt to remove the pumps by
hand! They are heavy (approx. 300 lbs.) and could cause injury or
component damage if removed without the use of an adequate hoisting
device.
HOIST AND BUCKET PUMPS REMOVAL

To remove the hoist and bucket pumps perform the following procedure:
a. Move the frame lock to the locked position.
b. Lockout the machine’s starting capability with the Maintenance Lockout Switch
(optional) or place a DO NOT OPERATE sign on the controls and remove the key.
c. Relieve hydraulic system pressure in the hoist and bucket circuit by using the AUX
PUMP PILOT switch. Refer to AUXILIARY PILOT PUMP SWITCH for information on
using this switch to relieve hoist and bucket circuit pressure.
d. Relieve air pressure in the hydraulic reservoir with the Manual Air Release Valve.
Refer to RESERVOIR DRAIN VALVE for information on this valve.
e. Remove the clamps securing the cables and hydraulic hoses to the bulkhead at the
front of the tow unit. Push the cables and hoses aside and tie them out of the way.
Exercise caution to avoid damaging the cables and hoses.
f. Remove the blower duct directly above the pump.
g. Remove the pump pressure and suction hoses.
h. Remove the gauge block and case drain hose from the pump.
i. Cap all hydraulic lines.
j. Attach a lifting sling around the pump.
k. Tighten the hoist against the pump in sufficient force to handle the weight of the pump
when it is unbolted from the gearbox.
l. Slowly loosen the mounting bolts alternately until they can be removed and the weight
of the pump is supported by the hoist.
m. Pull the pump free of the gearbox and lower it through the bottom of the loader.
n. Cover the opening in the gearbox to prevent contamination.
o. Use a forklift to move the pump to a workbench.
SERVICE MANUAL
HOIST & BUCKET PUMP REMOVAL & INSTALLATION PROC 1_2

HOIST AND BUCKET PUMPS INSTALLATION
To install the hoist and bucket pumps perform the following procedure:
a. Remove protective covering from the opening in the gearbox.
b. Attach a lifting sling around the pump.
c. Hoist the pump into position and insert the pump spline shaft into the gearbox. If the
pump’s spline shaft does not line up with the gearbox splines, rotate the pump shaft
until the splines line up and the pump can be mated to the gearbox. DO NOT use the
gearbox mounting bolts to draw the pump into the gearbox. Adjust the angle of the
pump to the gearbox by raising or lowering the hoist or moving the pump from side-to-
side by hand, while it is suspended from the hoist.
d. Lubricate the mounting bolts threads and under the heads with 30-W motor oil.
e. Start mounting bolts by hand and tighten alternately. Torque to Grade 8 specifications,
per the CAPSCREW TORQUE CHART.
f. Replace the suction, pressure and case drain hoses and gauge block.
g. Refill hydraulic system, if necessary. Refer to RESERVOIR FILLING FACILITIES.
h. BLEED ALL HYDRAULIC PUMPS BEFORE STARTING MACHINE.
Failure to bleed all hydraulic pumps following hydraulic system service or

repair could cause premature pump failure or shortened pump life due to a
dry-start situation at machine start-up. Refer to HYDRAULIC SYSTEM
POST SERVICE REQUIREMENTS for instructions on bleeding the hydraulic
pumps.
i. Start engine and check for leaks with the engine at high throttle.
DO NOT enter the pivot area of the machine while the engine is running
unless the frame lock is in the locked position. There is no room for a
person in this area when the machine turns. Serious injury or loss of life
from crushing could occur.
Set the parking brake and station an operator at the controls to ensure the
machine does not move during inspection.
SERVICE MANUAL
MULTI-PORT DIST MANIFOLDS & FIGURES 2 & 3 1_2

MULTI-PORT DISTRIBUTION MANIFOLDS
Multi-port distribution manifolds are mounted in the tow unit and in the front frame. These
distribution manifolds route flow from the hoist and bucket pumps to the hoist and bucket
control valves (Husco valves) and return flow to the hydraulic reservoir. Hose routing to and
from the manifolds is shown in the illustrations "MULTI-PORT DISTRIBUTION MANIFOLDS"
L-1350, L-1850 or L-2350 (as applicable). The hoses between the manifolds span the pivot
area of the machine.
SERVICE MANUAL
MULTI-PORT DIST MANIFOLDS & FIGURES 2 & 3 1_2
SERVICE MANUAL
FIGURE 4 1_2
SERVICE MANUAL
NOTES
SERVICE MANUAL
MAIN HOIST & BUCKET CONTROL VALVES (HUSCO) & FIGURE 5 1_2

MAIN HOIST AND BUCKET CONTROL VALVES (HUSCO)
There are three main hoist and bucket control valves (Husco valves) located in the front
frame. From left to right they are Husco #1 (H1), Husco #2 (H2) and Husco #3 (H3). Refer to
the illustration "HOIST AND BUCKET CONTROL VALVES (HUSCO VALVES)".
All of these valves are of the open center design, returning pump flow to tank until an operation
is commanded.
The Husco Valves #1 and #2 have two sections, bucket and hoist, with the bucket first in the
circuit giving it priority over the hoist circuit. The Husco Valve #3 has a single section and is
used solely for hoist. Since Husco Valve #3 is independently supplied, slow hoisting can be
performed while the bucket is being operated.
The control spool in each section is spring centered, to the closed work, neutral center
position. Pilot lines connected to both sides of the spool, which, when pressurized by
operating the pilot control valve, move the spool out of the spring centered position. This
restricts pump flow normally going to the tank and redirects it across a load check valve to
perform the pilot commanded operation. Since the amount of spool travel is proportional to the
pressure in the pilot line, flow, which controls speed, is infinitely variable.
When the Hoist Joystick Control is in the neutral or hold position, pilot oil from both sides of the
spool is vented back to tank, allowing the spools in the Huscos to center.
All three of the Husco Valves have internal main relief valves set at 3800 psi (L-1350) or 4500
psi (L-1850-L-2350) (refer to the illustration "HUSCO VALVES", L-1350, L-1850, or L-2350 as
applicable) and a load check valve for each spool. These check valves assure that pump
pressure is greater than cylinder pressure. This prevents a drop in cylinder pressure when the
spool initially shifts.
Husco #1 and #2 have additional circuit reliefs for each operation, HOIST, POWER DOWN,
ROLLBACK and DUMP. The dump circuit has a secondary operational pressure setting
controlled by a Solenoid (SOL 4) and an 800-psi relief valve mounted externally. All of these
relief valves are externally adjustable. Husco valves #1 and #2 also have four anti-void check
valves, one for each circuit. The anti-void check valves are integrated into the relief valves.
Should a void occur, these check valves will allow fluid returning to the hydraulic tank to be
used to fill the void.
SERVICE MANUAL
MAIN HOIST & BUCKET CONTROL VALVES (HUSCO) & FIGURE 5 1_2
Figure 5. HOIST AND BUCKET CONTROL VALVES (HUSCO VALVES)
SERVICE MANUAL
FIGURE 6 1_2
Figure 6. HUSCO VALVES – L-1350 (SHEET 1 OF 3)
SERVICE MANUAL
FIGURE 6 1_2
SERVICE MANUAL
FIGURE 7 1_2
SERVICE MANUAL
FIGURE 7 1_2
SERVICE MANUAL
FIGURE 8 1_2
SERVICE MANUAL
NOTES
SERVICE MANUAL
PILOT SUPPLY VALVE & FIGURE 9 1_2

PILOT SUPPLY VALVE
Pilot supply flow from the Blower Pump enters at Port “P” of the Pilot Supply Valve and is used
for two functions. Solenoid 21 (SOL 21), when energized, uses this flow to shift the float
valves located on each hoist cylinder. The supply pressure can also flow across an internal
check valve that is in parallel with the solenoid. This second path of flow is designated for the
pilot valve. This flow exits at Port “PVS”. Another function found in the Pilot Supply Manifold is
the Auxiliary Pilot Supply Relief. The flow from the Auxiliary Pilot Pump enters this valve
through Port “AS,” where it is isolated from the rest of the Pilot system by an internal check
valve. This valve is located on the right-hand wall of the front frame (refer to illustration "PILOT
SUPPLY VALVE ASSEMBLY").

ILLUSTRATION
1. PILOT SUPPLY VALVE HOUSING
2. SOLENOID 21
3. RELIEF VALVE
4. CHECK VALVE
5. PLUG
Figure 9. PILOT SUPPLY VALVE
ASSEMBLY
1 2 3
1 2
2
3
1
1 1
4 5 4 4 4
TA10230-8
SERVICE MANUAL
PILOT CONTROL VALVE 1_2

PILOT CONTROL VALVE
When the spools are in the neutral position, the pilot oil pressure is blocked. At this time, oil in
the output ports is directed back to the tank, which vents the pressure in the pilot lines allowing
the main valve spools to center.
When the spools are moved away from the neutral position, pressurized oil is directed across
the spool to the respective pilot port at each main valve.
At the full stroke position, the hoist sections output pressure will be equal to the supply
pressure of 600 psi. The bucket section, which uses different metering, will only produce
approximately 220 psi at full stroke. The difference in hoist pressure is needed to overcome
the secondary spring in the Husco Valve used in the float operation.
HOIST DETENT
When the Hoist Control Switch, located on the right joystick, is pressed, the lift arms will rise to
2” of full cylinder stroke if the BUCKET HEIGHT Switch is turned off. The LINCS™ Computer
System stops hoisting action via Solenoid HB, located on the Pilot Valve Manifold. Refer to
the illustration "HOIST AND BUCKET SYSTEM APPROXIMATE COMPONENT LOCATIONS".
PILOT RELIEF VALVE
The Pilot Relief Valve is located in the Pilot Supply Valve. It is set to 600 psi. Refer to the
illustration "PILOT SUPPLY VALVE ASSEMBLY".
AUXILIARY PILOT PUMP CIRCUIT - USED FOR LOWERING LIFT ARMS WITH ENGINE
NOT RUNNING AND RELIEVING SYSTEM PRESSURE
Pilot pressure, from the blower circuit to the Husco valves, must be present to operate the
hoist and bucket circuit. When the diesel engine is not running, pilot pressure is not available.
However, pilot pressure to lower the lift arms and to relieve hydraulic system pressure can be
provided by actuating the auxiliary pilot circuit. This is accomplished by holding the auxiliary
pilot pump switch, located on the console, in the ON position and pressing the hoist and bucket
control switches. An electric motor will drive a pump to produce pilot pressure. The pressure
produced by this pump is limited to 600 psi by the pilot relief valve, which is located in the Pilot
Supply Valve. Refer to PILOT RELIEF VALVE and PRESSURE REGULATOR.
Using the auxiliary pilot pump circuit is the only way to lower the lift arms
or relieve system pressure from the hoist and bucket circuits if the engine
is not running.
The auxiliary pilot pump switch must be used only when the engine is NOT
running.
PRESSURE REGULATOR (REDUCING) VALVE

As the flow exits Port “PVS,” it enters a pressure-reducing valve. The function of this valve is
to reduce the Pilot Pressure down to 600 psi. Once the supply pressure flows across the
pressure-reducing cartridge, it exits the valve and enters Port “P” of the Pilot Control Valve.
The pressure-reducing valve is located in the front frame.
SERVICE MANUAL
FIGURE 10 1_2

1. SOLENOID – PROPORTIONAL PRESSURE REDUCING VALVE – TYP. 4 PLACES
2. PILOT VALVE HOUSING
Figure10. PILOT VALVE ASSEMBLY
TA10231-8
1 1 1
2
2 2
TA10231-8
SERVICE MANUAL
NOTES
SERVICE MANUAL
FLOAT VALVES & FIGURE 11 1_2

FLOAT VALVES
The Float Valves are located at the bottom of each hoist cylinder (FLOAT VALVE
ASSEMBLY). Two normally closed valves connect the base to the rod side of the cylinder.
Refer to HOIST AND BUCKET SYSTEM APPROXIMATE COMPONENT LOCATIONS.
Pressure from Solenoid (SOL21) will shift the spool and allow oil to flow from the base side of
the cylinder to the rod side. Transfer of fluid allows the lift arms to float down at a quicker rate
than the Husco Valve could perform alone.
Figure 11. FLOAT VALVE ASSEMBLY
SERVICE MANUAL
NOTES
SERVICE MANUAL
LINEAR & RADIAL TRANSDUCERS & FIGURE 12 1_2

LINEAR AND RADIAL TRANSDUCERS AUTOMATIC
BUCKET LEVELING CIRCUIT
Bucket angle and lift arm heights are continuously monitored by transducers. The LINCS™
computer system uses the bucket angle signal in conjunction with the bucket height signal to
automatically level the bucket from any position when the lift arms are lowered by pressing the
float control switch or by powering the lift arms down using the hoist joystick control.
The bucket level transducer is a linear transducer, which is mounted under the right bellcrank
(refer to illustration "AUTOMATIC BUCKET LEVELING CIRCUIT"). Typical installation of the
transducer is shown in Figure "TYPICAL LIFT ARM LINEAR TRANSDUCER INSTALLATION".
The bucket height transducer is a radial transducer, which is mounted on a support stand
outside the right lift arm. The bucket height transducer is driven by a driveshaft, which is
connected to the right lift arm (refer to illustration "AUTOMATIC BUCKET LEVELING
CIRCUIT"). Both transducers send signals to the LINCS™ computer system. The bucket
angle and bucket heights are displayed on the main LINCS™ Production Data Screen. The
bucket height signal is also used by the LINCS™ computer to stop hoisting when a limit has
been set by using the bucket height switch. The bucket height switch is used for loading
vehicles of uniform height. When the bucket height switch is turned ON, the bucket will
automatically stop at the same height each time the hoist joystick is used to raise the lift arms.
If the bucket height switch is turned OFF, the lift arms will raise to full height.
Installation and calibration instructions for linear and radial transducers

are located in VIEW PRODUCTION DATA.
SERVICE MANUAL
BUCKET HEIGHT ROTARY BUCKET HEIGHT ROTARY TRANSDUCER –

TRANSDUCER – FRONT VIEW REAR VIEW
(MOUNTED RIGHT SIDE, IN FRONT OF
OPERATOR’S CAB)
BUCKET HEIGHT ROTARY TRANSDUCER - BUCKET LEVEL TRANSDUCER- BUCKET

COVER REMOVED POSITIONING
Figure 12. AUTOMATIC BUCKET LEVELING CIRCUIT – LINEAR AND RADIAL
TRANSDUCERS
REFER TO ILLUSTRATION ON PAGE 018AD019
Figure12.1. TYPICAL LIFT ARM LINEAR TRANSDUCER INSTALLATION
SERVICE MANUAL

TYPICAL LIFT ARM LINEAR TRANSDUCER INSTALLATION LEGEND
1. MOUNT PLATE
2. STRUCTURE EYE BELLCRANK
3. EAR BELLCRANK
4. SPRING LOCKWASHER
5. HEX BOLT
6. FLATWASHER
7. ROD END
8. ROD END
9. PLATE RETAINING MAGNETIC TRANSDUCER
11. HEX BOLT
12. MOUNT PLATE MAGNETIC TRANSDUCER
13. LINEAR ROD AND CYLINDER TRANSDUCER
14. #8 MACHINE SCREW
17. HEX NUT
18. HEX BOLT
20. HEX NUT
21. STRUCTURE LIFT ARM BEAM RH
22. STRUCTURE BELLCRANK RH
23. MACHINED CROSS TUBE CASTING
TA11878
17
16
7
18
9
14
6
15
D
19 12
20 6
DETAIL F
13
4
5
1 E
DETAIL D
7 F
SECTION C-C
E
3
21
SECTION E-E
22
23
11 10
8
12
1
2 1 2
13 B
C
B
SECTION B-B
4
5
A
13
C
TA-11878-8
3
DETAIL A
TYPICAL LIFT ARM LINEAR TRANSDUCER INSTALLATION

SERVICE MANUAL
LIFT ARM, BELL CRANK AND BUCKET CALIBRATION PROCEDURES 1_2

LINCS™ LIFT ARM AND BELL CRANK TRANSDUCERS
AND BUCKET TOOTH-TO-GROUND CALIBRATION
PROCEDURES
This publication provides documentation on the correct sequence to perform the lift arm and
bell crank transducers calibration and the bucket tooth-to-ground calibration using the LINCS™
computer system.
Performing these calibrations requires maintenance technician level access and the use of an
“I” button to access the LINCS™ Maintenance Menu. Follow on-screen instructions to perform
these calibrations.
Personnel should be clear of machine.
Start and stop the engine as required for positioning the lift arms and bucket. The engine
should be shut down and must NOT be running when measuring the bell crank transducer.
To perform the calibrations, use the LINCS™ computer system in the sequence shown below:
1. Boot up the LINCS™ Computer System.
2. Enter Maintenance Level Mode by using the “I” Button at the console mounted port.
3. Select “1” Menu
4. Select “5” Maintenance Menu.
SERVICE MANUAL

5. Select “4” Calibrations.
6. Select “3” Sensor Calibrations.
7. Select “2” Lift Arm Position Sensor.
SERVICE MANUAL

8. Perform Lift Arm Position Sensor Calibration.
Sequence Order 1 Sequence Order 2
SERVICE MANUAL

9. Select “3” Bell Crank Sensor.
10. Select “1” Bell Crank Position Sensor Length.
Continued on next page.
SERVICE MANUAL
LIFT ARM, BELL CRANK AND BUCKET CALIBRATION PROCEDURES CONT'D 1_2

11. Perform Bell Crank Sensor Length Calibration.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AD020.1 ( d 1 )
SERVICE MANUAL

12. Select “2” Bell Crank Position Sensor.
13. Perform Bell Crank Position Sensor Calibration.
SERVICE MANUAL

14. Select “0” Close.
15. Select “4” Tooth-To-Ground Distance.
16. Perform Tooth-To-Ground Distance.
SERVICE MANUAL

SERVICE MANUAL

20. To exit the Maintenance Mode, select “1”.
21. Press the “UP arrow” key, then pres the “0” key.
23. All required calibrations for lift arms and bell crank transducers and tooth-to-
ground calibration are now complete.
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1350 HYDRAULIC CYLINDERS (HOIST) 1_2

The Hoist hydraulic cylinders are extra-heavy welded steel construction. The hoist hydraulic
cylinders employ a solid piston.
REMOVAL
Numbers in parentheses refer to L-1350 HOIST HYDRAULIC CYLINDER.
a. Shut off engine.
b. Release air pressure from system.
c. Place drain pan under cylinder ports.
d. Remove hoses from cylinder. Place clean plastic plugs in lines and cylinder ports to
prevent oil loss as each line is removed.
e. Place suitable hoist sling around cylinder.
f. Loosen ball cap capscrews (30) from pivot end of cylinder and remove ball cap (29) and
bronze liner (23).
g. Remove lockscrews, lockwashers and bushing pins from rod end of cylinder.
h. Hoist cylinder to prepared area.
DISASSEMBLY
a. Thoroughly clean the exterior of the cylinder assembly before beginning disassembly
procedures.
b. Remove plastic plugs from cylinder ports.
c. Drain all excess hydraulic fluid into waste container.
d. Pull rod structure (3) out several inches to allow removal of retainer capscrews (13).
e. Remove safety wire (5) and loosen capscrews (6) in the packing gland (7). Do not
remove the capscrews.
f. Remove safety wire (5) and capscrews (13) from the head (14). Pull the head (14) and
packing gland (7) out until the cylinder tube (22) is cleared. Removal of these items will
include the removal of the rod end seal package (4, 8, 12, 15 and 16).
g. Carefully pull rod (3) out until the piston (18) clears the cylinder tube. Removal of the
piston will include the base end seal package (17, 20 and 21). Take care not to score
tube upon removal of the piston.
h. Remove the wear rings (20) and piston seal (21) from the piston.
i. Remove the capscrews (19) from the end of the rod (3), removing the piston from the
rod. Remove the static seal (17).
j. Slide the head (14) and the packing gland (7) off the end of the rod.
k. Remove the static seals (15 and 16) from the head.
l. Remove the capscrews 96) from the packing gland (7), separating the head from the
gland.
m. Remove the rod and wiper seals (4, 8 and 12).
n. Remove retaining ring (1) and rod bushing (2), only if replacement is necessary.
o. Thoroughly clean and dry all parts and place in clean uncontaminated area.
SERVICE MANUAL

ASSEMBLY
a. Prior to reassembly of the cylinder, make certain that bench, tools and all cylinder parts
are thoroughly clean, free from dust and foreign matter. If necessary, thoroughly rewash
and dry the parts.
b. Coat all cylinder component parts and cylinder bore (including O-rings, seals and wiper)
with recommended grade of hydraulic oil (refer to L-1350-L-1850-L-2350 HYDRAULIC
SYSTEM FLUID AND SERVICE RECOMMENDATIONS).
c. Use grease on O-ring (8).
d. Fill the area between the packing gland (7) and the head stuffing box (18) with
Lubriplate.
e. Reverse the procedure for disassembly and assemble the cylinder parts.
Care should be taken to prevent damage to the O-rings, seals or wiper.
Apply Loctite #242 to capscrew and torque as follows:

(7) – 175 ft.-lbs. ± 10 ft.-lbs.
(13) – 750 ft.-lbs. ± 25 ft.-lbs.
(19) – 1300 ft.-lbs. ± 50 ft.-lbs.
INSTALLATION
a. Thoroughly clean the ball cap joints and liners. Pack and lubricate (refer to
LUBRICATION AND FLUID SPECIFICATIONS).
b. Thoroughly clean pins and self-aligning bushings (2). Pack and lubricate (refer to
c. Hoist cylinder into mount position. Align piston end with ball cap and rod end with clevis
mount.
d. Install ball cap (29), ball seals (28), ball liner (23), shims (24-26) and spacer (27) with
capscrews (30) and torque to 1900 ft.-lbs., lubed. Secure bushing pins with lockwashers
and capscrews.
e. Clean around hose fittings and portholes in cylinder walls.
f. Remove plastic plugs and connect hoses to cylinder. Torque fittings to standard
practice.
g. Fill reservoir with hydraulic oil (refer to L-1350-L-1850-L-2350 HYDRAULIC SYSTEM
FLUID AND SERVICE RECOMMENDATIONS).
h. Bleed hydraulic pumps per instructions in HYDRAULIC SYSTEM POST SERVICE
REQUIREMENTS.
i. Start engine, release park brake, and articulate machine back and forth several times.
j. Check cylinder assembly for oil leaks and proper function.
SERVICE MANUAL
FIGURE 13 1_2

ILLUSTRATION
1. RETAINING RING
2. BUSHING
3. ROD
4. ROD WIPER
5. SAFETY WIRE
6. CAPSCREW
7. PACKING GLAND
8. BACKUP RING
9. O-RING
10. SEAL
11. SEAL
12. SEAL
13 CAPSCREW
14. HEAD
15. BACKUP RING
16. O-RING
17. SEAL
18. PISTON
19. CAPSCREW
20. WEAR RING
21. SEAL
22. TUBE
23. LINER
24. SHIM
25. SHIM
26. SHIM
27. SPACER
28. SEAL
29. BALL CAP
30. CAPSCREW
Figure 13. L-1350 HOIST
HYDRAULIC CYLINDER
1 TA10408-6
4
5
6
5
7
13
8
9
10 14
11
12
15
16
17
18
19
20
21
20
22
23
24
25
26
27
23
28
29
30
TA10408-6
SERVICE MANUAL

The Hoist hydraulic cylinders are extra-heavy welded steel construction with 3500 psi rated
pressure. The hoist hydraulic cylinders employ a solid piston.
REMOVAL
a. Shut off engine.
bronze liner (27).
DISASSEMBLY
procedures.
e. Remove safety wire (6) and capscrews (7) from retainer plate (8). Slide retainer plate,
rod wiper (4) and quad ring (5) back against rod.
f. Push stuffing box head (15) in slightly until the three-piece lock ring set (10) falls out.
g. Carefully pull rod structure (3) with stuffing box head (15), piston (22), seals (13 and 14)
and O-ring (12) from tube structure (26). Take care and do not score tube structure
when removing piston.
h. Remove capscrews (23) from end of rod structure (3). Remove piston seal (25) and wear
rings (24) from piston.
i. Remove piston (22) from rod structure and remove O-ring (21), back-up rings (20) and
retaining ring (19) from piston.
j. Remove retaining ring (19) and rod bushing (16) only if replacement is necessary.
k. Remove O-ring (18) and backup ring (17) from head stuffing box (15).
l. Thoroughly clean and dry all parts and place in clean uncontaminated area.
ASSEMBLY
and dry the parts.
SERVICE MANUAL

SYSTEM FLUID, LUBRICATION AND SERVICE RECOMMENDATIONS).
d. Fill the area between the retainer plate (8) and the head stuffing box (15) with Lubriplate.
e. Reverse the procedure for disassembly and assemble the cylinder parts.
a. Apply Loctite #242 to capscrew (23) and torque to 2300 ± 100 ft. lbs., lubed.
b. Operating pressure: 3500 psi.
INSTALLATION
mount.
d. Install ball cap (33), ball seals (32), ball liner (27), shims (28 – 30) and spacer (31) with
capscrews (34) and torque to 1363 ft. lbs., lubed. Secure bushing pins with lockwashers
and capscrews.
practice.
FLUID, LUBRICATION AND SERVICE RECOMMENDATIONS).
h. Start engine, release park brake, and articulate machine back and forth several times.
i. Check cylinder assembly for oil leaks and proper function.
SERVICE MANUAL
FIGURE 14 1_2

ILLUSTRATION
1. RETAINING RING
2. BUSHING
3. ROD STRUCTURE
4. ROD WIPER
5. QUAD RING
6. SAFETY WIRE
7. CAPSCREW
8. RETAINER PLATE
9. O-RING
10. LOCKSET RING
11. RELIEF VALVE
12. O-RING
13. ROD SEAL
14. STEP SEAL
15. HEAD
16. ROD BUSHING
17. BACKUP RING
18. O-RING
19. RETAINING RING
20. BACKUP RING
21. O-RING
22. PISTON
23. CAPSCREW
24. WEAR RING
25. PISTON SEAL
26. TUBE STRUCTURE
27. BALL LINER
28. SHIM
29. SHIM
30. SHIM
31. SPACER
32. BALL SEAL
33. BALL CAP
34. CAPSCREW
Figure 14. L-1850 HOIST
HYDRAULIC CYLINDER
1
TA7754
3
1
4
5
6
7
8
9 12
10
13
14
15
11
16
17
18 22
19
20
21
20
24 23
25
26
27
28
29
30
31
32
27
34
33
TA7754
SERVICE MANUAL

The Hoist hydraulic cylinders are extra-heavy welded steel construction. The hoist hydraulic
cylinders employ a solid piston.
REMOVAL
Numbers in parentheses refer to L-2350 HOIST HYDRAULIC CYLINDER ASSEMBLY.
a. Shut off engine.
bronze liner (26).
DISASSEMBLY
procedures.
e. Remove capscrews (5) from packing gland (7). Slide backup ring, rod wiper (4) back
against rod.
f. Take care and do not score tube structure when removing piston.
g. Remove capscrews (22) from end of rod structure (3). Remove piston seal (24) and wear
rings (23) from piston.
h. Remove piston (20) from rod structure and remove O-ring (19) and backup ring (18) from
piston.
i. Remove O-rings (16 and 17) and seals (8, 9, 10, 11, 12) from packing gland (7).
j. Thoroughly clean and dry all parts and place in clean uncontaminated area.
ASSEMBLY
and dry the parts.
c. Reverse the procedure for disassembly and assemble the cylinder parts.
SERVICE MANUAL
a. Apply Loctite #242 to capscrew (23) and torque to 2300 ± 100 ft. lbs.,
lubed.
b. Operating pressure: 3500 psi.
INSTALLATION
mount.
d. Install ball cap (32), ball seals (31), ball liner (26), shims (27-29) and spacer (30) with
capscrews (33) and torque to 1363 ft. lbs., lubed. Refer to L-1850-L-2350 HOIST
CYLINDER BALL CAP INSTALLATION TORQUE SPECIFICATIONS illustration.
Secure bushing pins with lockwashers and capscrews.
practice.
h. Bleed hydraulic pumps per instructions in HYDRAULIC SYSTEM FLUID AND SERVICE
RECOMMENDATIONS and refill reservoir.
i. Start engine, release park brake, and articulate machine back and forth several times.
j. Check cylinder assembly for oil leaks and proper function.
SERVICE MANUAL
FIGURE 15 1_2

1. INTERNAL RETAINING RING
2. SELF-ALIGNING BUSHING
3. ROD STRUCTURE
4. ROD WIPER
5. CAPSCREW
6. WASHER
7. PACKING GLAND
8. BACKUP RING
9. O-RING
10. U-CUP SEAL
11. SEAL
12. ROD SEAL
13. CAPSCREW
14. WASHER
15. HEAD
16. BACKUP RING
17. O-RING
18. BACKUP RING
19. O-RING
20. PISTON
21. WASHER
22. CAPSCREW
23. PISTON WEAR RING
24. PISTON SEAL
25. TUBE STRUCTURE
26. BALL LINER
27. SHIM
28. SHIM
29. SHIM
30. SPACER
31. BALL SEAL
32. BALL CAP
33. CAPSCREW
Figure 15. L-2350 HOIST HYDRAULIC CYLINDER ASSEMBLY
1 TA11066-6
4
5
6
13
7
14
8
9
10 15
11
12
16
17
18
19
20
21
22
23
24
23
25
26
27
28
29
30
26
31
32
33
TA11066-6
SERVICE MANUAL
HOIST CYL HARD TUBE SHIMMING PROC & FIGURE 16 1_2

HOIST CYLINDER HARD TUBE SHIMMING PROCEDURE
Each hoist cylinder on the L-1350, L-1850 and L-2350 has an adjustable hard tube that goes
from the base of the cylinder to the rod end of the cylinder (HOIST CYLINDER HARD TUBE).
On the base end the tube is attached to the float valve and on the rod end the tube is attached
to an elbow connected to the rod port
Proper shimming of the hoist cylinder hard tube is required to help control oil leaks on the float
valve assembly. During installation of the hard tube, proper shimming must be maintained to
provide proper centering, tensioning, and alignment of the hard tube. If the hard tube is not
shimmed properly, it is possible to cause bolt breakage on the float valve and the split flange.
The following sequence should be used when installing the hard tube.
Before removal of any hydraulic component, the bucket must be flat on the
ground, all of the pressures must be neutralized, and the air pressure taken
off of the hydraulic tank.
Before installation, ensure that all components are properly cleaned.
a. Mount the float valve to the cylinder. Note that the float valve can be oriented in two
directions depending on the side of the machine that the cylinder will be mounted
(FLOAT VALVE MOUNTING ORIENTATION).
b. Ensure that the connector plate (O-RING AND BACKUP RING INSTALLATION and
SIDE VIEW) is used between the float valve and the cylinder along with all necessary
seals.
The remaining steps in this procedure reference SIDE VIEW, TOP VIEW and
CROSS SECTION DETAIL.
c. Lubricate seals and backup rings with light grease and install on each end of the hard
tube.
d. Properly torque the float valve bolts.
e. Place hard tube into the float valve. Cover exposed end and lightly tap the tube into
place in the float valve, being careful not to damage tube ends.
f. Install the steel elbow onto the rod end of the hard tube. Lightly tap into place until bolt
holes of the elbow align with the tapped holes of the cylinder.
g. Install and torque the steel elbow bolts into place. Be sure to use the proper O-ring seal
between the elbow and the cylinder.
h. Make a radial cut in one place across each of the shim washers.
SERVICE MANUAL
HOIST CYL HARD TUBE SHIMMING PROC & FIGURE 16 1_2
The shims are solid washers. They will have to be cut so that they can be
installed around the hard tube.
i. Install two (2) shim washers at both ends of the hard tube as shown in SIDE VIEW.
j. Place split flange halves onto both ends of the hard tube and torque into place.
k. Measure the gap between the split flange and the elbow on the rod end of the hard
tube.
l. Measure the gap between the split flange and the float valve body and the base end of
the hard tube.
m. The required gap between the split flange and the steel at both ends is between .010"
and .060".
n. Should further shimming be required, loosen the split flanges and add or remove shims
one (1) shim at a time as required until the proper clearance is achieved.
o. Recheck all bolts for proper torque.

(LOCATED EACH SIDE OF MACHINE)
1. FLOAT VALVE
2. HARD TUBE
3. HOIST CYLINDER
Figure 16. HOIST CYLINDER HARD TUBE
TA10610-8
TA10610-8
SERVICE MANUAL
FIGURES 17 & 18 1_2
Figure 17. FLOAT VALVE MOUNTING ORIENTATION
SERVICE MANUAL
FIGURES 17 & 18 1_2
Figure 18. O-RING AND BACKUP RING INSTALLATION
SERVICE MANUAL
FIGURE 19 1_2
Figure 19. SIDE VIEW
SERVICE MANUAL
FIGURE 20 1_2
Figure 20. TOP VIEW
SERVICE MANUAL
FIGURE 21 1_2
Figure 21. CROSS SECTION DETAIL
SERVICE MANUAL
L-1350 HYDRAULIC CYLINDERS (BUCKET) 1_2

Hydraulic cylinders are extra-heavy welded steel construction. This cylinder employs the solid
piston (refer to L-1350 BUCKET HYDRAULIC CYLINDER).
REMOVAL
Numbers in parentheses refer to L-1350 BUCKET HYDRAULIC CYLINDER.
a. Shut off engine.
f. Remove lockscrews, lockwashers and bushing pins from rod end of cylinder and pivot
end of cylinder.
g. Hoist cylinder to prepared area.
DISASSEMBLY
procedures.
d. Pull rod structure (1) out several inches to allow removal of capscrews (8).
e. Remove capscrews (8) from front head (9). Slide front head (9), backup ring (10), O-ring
(11) and wedge pack (12) back against rod structure.
f. Carefully pull rod structure (1) with front head (9), piston (13), seals, O-rings and cushion
from tube structure (18). Take care and do not score tube structure when removing
piston.
g. Remove capscrews (14) from end of rod structure (1).
h. Remove piston wear rings (16) and piston seal (17) from piston (13). Remove piston.
i. Remove O-ring (10), O-ring (11) and wedge pack (12) from front head (9).
ASSEMBLY
and dry the parts.
d. Reverse the procedure for disassembly and assemble the cylinder parts.
SERVICE MANUAL
a. Torque capscrew (8) to 125 ±15 ft. lbs., lubed.

b. Apply Loctite #242 to capscrew (14) and torque to 1575 ±50 ft. lbs.,
lubed.
c. Pressure test to 3500 psi.
INSTALLATION
a. Thoroughly clean pins and self-aligning bushings (4). Pack and lubricate (LUBRICATION
AND FLUID SPECIFICATIONS).
b. Hoist cylinder into mount position. Align piston end with pivot clevis mount and rod eye
end with clevis mount.
c. Secure bushing pins with lockwashers and capscrews.
d. Clean around hose fittings and portholes in cylinder walls.
e. Remove plastic plugs and connect hoses to cylinder. Torque fittings to standard practice.
f. Fill reservoir with hydraulic oil (refer to L-1350-L-1850-L-2350 HYDRAULIC SYSTEM
g. Bleed hydraulic pumps per instructions in HYDRAULIC SYSTEM POST SERVICE
REQUIREMENTS. Refill hydraulic tank.
SERVICE MANUAL
FIGURE 22 1_2

ILLUSTRATION
1. ROD STRUCTURE
2. BUSHING
3. RETAINING RING
4. WIPER
5. SEAL
6. SEAL
7. SEAL
8. CAPSCREW
9. FRONT HEAD
10. BACKUP RING
11. O-RING
12. WEDGE PACK
13. PISTON
14. CAPSCREW
15. SAFETY WIRE
16. WEAR RING
17. SEAL
18. TUBE STRUCTURE
Figure 22. L-1350 BUCKET
HYDRAULIC CYLINDER
2
TA11064-6
3 1
4
8
5
6 9
7
10
11
12
13
14
15
16
17
16
18
TA11064-6
SERVICE MANUAL

Hydraulic cylinders are extra-heavy welded steel construction with 3500 psi rated pressure.
This cylinder employs the solid piston (refer to L-1850 BUCKET HYDRAULIC CYLINDER).
Cylinder weighs approximately 2600 pounds (1,179 kg).
REMOVAL
a. Shut off engine.
end of cylinder.
DISASSEMBLY
procedures.
d. Pull rod structure (1) out several inches to allow removal of safety wire and retainer bolts.
e. Remove safety wire (6) from capscrews (7). Remove bolts (7) from retainer plate (9).
Slide retainer plate (9), O-ring (10), rod wiper seal (5) and O-ring (4) back against rod
structure.
f. Push front head (15) in slightly until the three-piece lockset ring (11) falls out.
g. Carefully pull rod structure (1) with front head (15), piston (27), seals, O-rings and
cushion from tube structure (33). Take care and do not score tube structure when
removing piston.
h. Remove capscrews (28) from end of rod structure (1). Remove shoulder bolt (30) and
cushion (29) from piston.
i. Remove piston wear ring (31) and piston seal (32) from piston (27). Remove piston.
j. Remove retaining ring (23) and rod bushing (22) only if replacement is necessary.
k. Remove O-rings (20), back-up rings (19) from front head (15).
l. Thoroughly clean and dry all parts and place in clean uncontaminated area.
SERVICE MANUAL

ASSEMBLY
and dry the parts.
SYSTEM FLUID, LUBRICATION AND SERVICE RECOMMENDATIONS).
a. Torque retainer bolts (7) to 125 ±15 ft. lbs., lubed.

b. Apply Loctite #242 to capscrew (28) and torque to 1575 ±50 ft. lbs., lubed.
c. Apply Loctite #271 to shoulder bolt (30) and torque to 400 ±50 ft. lbs.,
lubed.
d. Apply Loctite #271 to adapter (18) when installing.
e. Pressure test to 3500 psi.
INSTALLATION
a. Thoroughly clean pins and self-aligning bushings (4). Pack and lubricate (refer to
e. Remove plastic plugs and connect hoses to cylinder. Torque fittings to standard
practice.
f. Fill reservoir with hydraulic oil (refer to L-1350-L-1850-L-2350 HYDRAULIC SYSTEM
FLUID, LUBRICATION AND SERVICE RECOMMENDATIONS).
g. Start engine, release park brake, and articulate machine back and forth several times.
h. Check cylinder assembly for oil leaks and proper function.
SERVICE MANUAL
FIGURE 23 1_2

ILLUSTRATION
1. ROD STRUCTURE
2. BUSHING
3. RETAINING RING
4. O-RING
5. ROD WIPER
6. SAFETY WIRE
7. CAPSCREW
8. GREASE FITTING
9. RETAINER PLATE
10. O-RING
11. LOCKSET RING
12. O-RING
13. ROD SEAL
14. ROD SEAL
15. FRONT HEAD
16. PLUNGER
17. SPRING
18. ADAPTER
19. BACKUP RING
20. O-RING
21. RELIEF RING
22. ROD BUSHING
23. RETAINER RING
24. CUSHION
25. BACKUP RING
26. O-RING
27. PISTON
28. CAPSCREW
29. CUSHION
30. SHOULDER BOLT
32. PISTON SEAL
33. TUBE STRUCTURE
HYDRAULIC CYLINDER
3 TA7166
2
1
4 3
5
6
7
8
9
10 15
16
11 17
12 18
19
13
20
14
21
22
23
19
20
19
24
25
26
25
27
29
30
28
31
32
33
TA7166
SERVICE MANUAL

Hydraulic cylinders are extra-heavy welded steel construction. This cylinder employs the solid
piston (refer to L-2350 BUCKET HYDRAULIC CYLINDER ASSEMBLY).
REMOVAL
Numbers in parentheses refer to L-2350 BUCKET HYDRAULIC CYLINDER ASSEMBLY.
a. Shut off engine.
end of cylinder.
DISASSEMBLY
procedures.
e. Remove capscrews (13). Slide head (15), backup ring (16), O-ring (17) and packing
gland (8) back against rod structure.
f. Carefully pull rod structure (1) with front head (15), piston (20), seals, O-rings and
cushion from tube structure (25). Take care and do not score tube structure when
removing piston.
g. Remove capscrews (22) from end of rod structure (1).
h. Remove piston wear rings (23) and piston seal (24) from piston (20). Remove piston.
i. Remove wiper (4), seals (5, 6, 7) from front head (15).
ASSEMBLY
and dry the parts.
SERVICE MANUAL
a. Torque retainer bolts (12) to 125 ±15 ft. lbs., lubed.

b. Apply Loctite #242 to capscrew (13) and torque to 1575 ±50 ft. lbs., lubed.
c. Apply Loctite #271 to shoulder bolt (20) and torque to 400 ±50 ft. lbs.,
lubed.
d. Pressure test to 3500 psi.
INSTALLATION
a. Thoroughly clean pins and self-aligning bushings (2). Pack and lubricate (refer to
e. Remove plastic plugs and connect hoses to cylinder. Torque fittings to standard
practice.
f. Fill reservoir with hydraulic oil (refer to LUBRICATION AND FLUID SPECIFICATIONS).
g. Bleed hydraulic pumps per instructions in HYDRAULIC SYSTEM POST SERVICE
REQUIREMENTS. Refill hydraulic tank.
SERVICE MANUAL
FIGURE 24 1_2

ILLUSTRATION
1. ROD STRUCTURE
2. SELF-ALIGNING
BUSHING
3. INTERNAL RETAINING
RING
4. WIPER
5. U-CUP SEAL
6. SEAL
7. ROD BUFFER SEAL
8. PACKING GLAND
9. BACKUP RING
10. O-RING
11. WASHER
12. CAPSCREW
13. CAPSCREW
14. WASHER
15. FRONT HEAD
16. BACKUP RING
17. O-RING
18. BACKUP RING
19. O-RING
20. PISTON
21. WASHER
22. CAPSCREW
23. WEAR RING
24. PISTON SEAL
25. TUBE STRUCTURE
HYDRAULIC CYLINDER
ASSEMBLY
2
3 1
7
13
8
14
15
9
10
12 16
17
11 18
19
20
21
22
23
24
23
25
TA11065-6
SERVICE MANUAL
HOIST & BUCKET SYS COMP SPECS ADJS 1_2

HOIST AND BUCKET SYSTEM COMPONENT
SPECIFICATIONS AND ADJUSTMENTS
The component specifications listed in illustrations "L-1350/L-1850/L-2350 HOIST AND
BUCKET SYSTEM HYDRAULIC COMPONENT SPECIFICATIONS AND ADJUSTMENTS",
and "L-1350/L-2350 HOIST AND BUCKET FUNCTION OPERATING TIMES" are with the
engine at HI throttle and hydraulic oil temperature above 100ºF (38ºC).
Before removing any valves or hoses or attempting to connect gauges to

couplers, release hydraulic system pressure. This is done by holding the
AUX PILOT PUMP rocker switch, located on the Operator’s Control Panel,
in the ON position and pressing the Hoist and Bucket Control Switches.
This must only be done with the engine NOT running. Refer to HYDRAULIC
SYSTEM LINCS COMPUTER MONITORING AND AUXILIARY PILOT PUMP
SWITCH and to AUXILIARY PILOT PUMP SWITCH for additional information
on the use of the AUX PILOT PUMP switch.
a. L-1350: HOIST/BUCKET MAIN PUMPS #1 AND #2 – 3300 PSI ± 50 (refer to

illustration "L-1350/L-1850/L-2350 HOIST AND BUCKET SYSTEM
HYDRAULIC COMPONENT SPECIFICATIONS AND ADJUSTMENTS").
L-1850: HOIST/BUCKET MAIN PUMPS #1, #2 AND #3 – 3300 PSI ± 50 (refer to
L-2350: HOIST/BUCKET MAIN PUMPS #1, #2 AND #3 - 4000 PSI ± 50 (refer to
To check or set pump pressure in the above pumps perform the following procedure:
Bucket dump stops must be in place before this test is performed.
SERVICE MANUAL
HOIST & BUCKET SYS COMP SPECS ADJS 1_2

b. Connect a gauge to all three (L-1350) or four (L-1850/L-2350) hoist/bucket pumps (two
minimum) with the lift arms on the ground.
1. Access the Maintenance Menu LINCS computer and bypass the limits.
2. Slowly roll the bucket back against the stops and record the pressures. If all three
are low, check the main and rollback circuit relief valves in the Hoist and Bucket
Control Valves. If only one is low, the pressure compensator at the pump can be
adjusted by loosening the locknut nearest the pump and turning the adjusting screw
clockwise to increase pressure and counterclockwise to decrease pressure.
3. Once the pressure is correct, tighten the locknut. The flow compensator should be
adjusted “clockwise” fully.
c. L-1350: HOIST/BUCKET MAIN PUMP #4 – 3300 PSI (refer to illustration "L-1350/L-
1850/L-2350 HOIST AND BUCKET SYSTEM HYDRAULIC COMPONENT
SPECIFICATIONS AND ADJUSTMENTS").
L-1850: HOIST/BUCKET PUMP #3 - 3300 PSI (refer to illustration "L-1350/L-1850/L-
2350 HOIST AND BUCKET SYSTEM HYDRAULIC COMPONENT
L-2350: HOIST/BUCKET MAIN PUMP #3 - 4000 PSI (refer to illustration "L-1350/L-
1850/L-2350 HOIST AND BUCKET SYSTEM HYDRAULIC COMPONENT
To check or set pump pressure on the Main Pump #4 (L-1350) or Main Pump #3 (L-1850/L-
2350) (as applicable) perform the following procedure:
1. Connect a gauge to Main Pump #4 (L-1350) or Main Pump #3 (L-1850/L-2350).
2. Access the Maintenance Menu LINCS computer and bypass the limits.
3. Slowly raise the lift arms to full height and record the pressure. If both are low,
check the main and circuit relief in the Hoist and Bucket Control Valves. If only Main
pump #4 (L-1350) or #3 (L-1850/L-2350) is low, the pressure compensator the pump
can be adjusted by loosening the locknut and turning the adjustment screw
clockwise to increase the pressure and counter-clockwise to decrease the pressure.
4. Once the pressure is correct, tighten the locknut. The flow compensator should be
adjusted fully clockwise. Refer to illustration "L-1350/L-1850/L-2350 HOIST AND
BUCKET SYSTEM HYDRAULIC COMPONENT SPECIFICATIONS AND
ADJUSTMENTS".
5. If both are low, check the main hoist relief valves in the Hoist and Bucket Control
Valves.
6. Turn limits back on.
SERVICE MANUAL
HOIST & BUCKET SYS COMP SPECS & ADJS & FIGURE 25 1_2

d. HOIST AND BUCKET CONTROL VALVES
A test stand (P/N 421-9109) is used for setting the relief valves in the Hoist and Bucket
Control Valves. A hydraulic power unit, using 10W oil, is required to set the relief valves
because the flow as well as the pressure is required to be set correctly. Do not try to set
these valves with a hydraulic cylinder or other similar hand pump and cylinder device.
Refer to illustration "HUSCO VALVE RELIEF VALVE TEST STAND SETUP" for test
stand set-up diagram.
Figure 25. AXIAL PISTON PUMP

ADJUSTMENT
1. Remove the relief valves from the valve body.

2. Screw the relief valve into the test block. The test block hose connections are
labeled IN and OUT.
3. Turn on the hydraulic power unit and push the directional valve in and note the
pressure. Record the pressure when the valve is flowing, not when it first opens.
4. If adjustment is necessary, turn the adjusting screw clockwise to increase pressure
and counterclockwise to decrease pressure.
5. Recheck the pressure after adjusting the screw. When the pressure is correct, install
a new O-ring found in seal kit (P/N 422-2113) on the relief valve and reinstall it in the
valve body.
The Husco Valves and pressures are listed below:
L-1350 L-1850 L-2350
Main Relief (3 each) 3800 psi 3800 psi 4500 psi
Hoist Relief (2 each) 3800 psi 3800 psi 4500 psi
Rollback Relief (2 each) 3800 psi 3800 psi 4500 psi
Power Down Relief (2 each) 2000 psi 2000 psi 2000 psi
Dump Relief (2 each) – The Dump Relief 2000 psi 2000 psi 2000 psi
Valve
has a vent that must be plugged before testing
SERVICE MANUAL
HOIST & BUCKET SYS COMP SPECS & ADJS & FIGURE 25 1_2

e. SECONDARY DUMP RELIEF VALVE - 800 PSI
To check or set the Secondary Dump Relief Valve pressure perform the following
procedure:
1. Connect a gauge to the Husco Valves #1 and #2 ports at the front multi-port
distribution manifold (lower gauge connection).
2. With the lift arms above 14 feet, dump the bucket. At this time, the maximum dump
pressure should read 800 psi.
3. If not, adjust the 800-psi relief valve located in the front frame right-hand side.
Loosen the locknut and turn clockwise to increase pressure and counterclockwise to
decrease pressure to the correct level.
4. Once the correct pressure is reached, tighten the locknut.
f. PILOT PRESSURE REGULATOR
(Refer to illustration "L-1350-L-1850-L-2350 HOIST AND BUCKET SYSTEM
HYDRAULIC COMPONENT SPECIFICATIONS AND ADJUSTMENTS")
To check or set the Pilot Pressure Regulator pressure, perform the following procedure:
1. Connect a tee fitting with a gauge to Port “P” of the Pilot Control Valve (illustration
"PILOT VALVE ASSEMBLY").
2. Start the machine with the Hoist and Bucket Joystick in the center (hold) position.
Pressure should read 600-psi +0 -50 at HI throttle.
3. If adjustment is necessary, loosen the locknut on the regulator and adjust clockwise
to increase pressure and counterclockwise to decrease pressure.
g. PILOT PRESSURE RELIEF
(Refer to illustration "L-1350-L-1850-L-2350 HOIST AND BUCKET SYSTEM
To check or set the Pilot Pressure Relief, perform the following procedure:
1. Connect a tee at PVS of pilot supply manifold.
2. With the Hoist Control and Bucket Control Joystick in NEUTRAL and with LINCS
booted up, momentarily hold the AUX PILOT PUMP switch, located on the
operator’s control console, in the ON position. Pressure should read 600-psi +0 -50.
3. If adjustment is necessary, loosen the locknut on the relief valve and adjust
clockwise to increase pressure and counterclockwise to decrease pressure.
4. Once correct, tighten the locknut.
SERVICE MANUAL
FIGURE 26 1_2

1. HYDRAULIC PRESSURE GAUGE
2. PIPE COUPLING
3. ADAPTER
4. HOSE ASSEMBLY
5. TEE
6. ADAPTER STRUCTURE
7. TEE
8. ELBOW
9. ADAPTER
10. ADAPTER
11. O-RING
12. POWER UNIT ASSEMBLY
13. RELIEF VALVE ASSEMBLY
14. ADAPTER
15. TEE
16. HOSE ASSEMBLY
17. HOSE ASSEMBLY
18. ADAPTER
19. HOSE ASSEMBLY
20. ADAPTER
21. QUICK COUPLING
22. QUICK COUPLING
23. PIPE NIPPLE
24. TEST BLOCK – HUSCO RELIEF
25. HOSE ASSEMBLY
26. ADAPTER
27. VALVE ASSEMBLY
28. HOSE ASSEMBLY
Figure 26. HUSCO VALVE RELIEF VALVE
TEST STAND SETUP
4 machine 3original 2documentation!
Training only! Always use your 1 TA8243
5 6 7 8
10
14 15
11
16
13
12 17
18
28 15
19 20 2
26
21
22
23
14
27 26 25 3 22 21 24
TA-8243
SERVICE MANUAL
FIGURES 27, 28 & 29 1_2

COMPONENT OR SETTING – SETTING – SETTING – REF. ADJUSTMENT
CIRCUIT L-1350 L-1850 L-2350 PROCEDURE
Hoist/Bucket #1 and #2 #1, #3, #4 #1, #2, #3 “a” and “c”
Pumps 3300 PSI ±50 3300 PSI ±50 4000 psi ±50 -0
(Main Pumps)
Hoist Pump #3 #2 #4 “a” and “c”
(Main Pumps) 3300 PSI ±50 3300 PSI ±50 4000 PSI ±50
Valve - Main 3800 psi +50 -0 3800 psi +50 -0 4500 psi +50 -0 “d”
Hoist and (exiting Husco (exiting Husco (exiting Husco
Bucket Valve) Valve) Valve)
Hoist Circuit 3800 psi +50 -0 3800 psi +50 -0 4500 psi +50 -0 “d”
Roll Back 3800 psi ±50 3800 psi ±50 4500 psi ±50 “d”
Circuit
Power Down 2000 psi ±100 2000 psi ±50 2000 psi ±100 “d”
Circuit
Dump Circuit Dump < 14’ - Dump < 14’ - Dump < 14’ - “d”
2000 psi +50 -0 2000 psi +50 -0 2000 psi +50 -0
Dump > 14’ - Dump > 14’ - Dump > 14’ - 800 “d”
800 psi ±50 800 psi ±50 psi ±50
Pilot Pressure 600 psi +0 -50 600 psi +0 -50 600 psi +0 -50 “f”
Regulator
Pilot Pressure 600 psi +0 -50 600 psi +0 -50 600 psi +0 -50 “g”
Relief (Aux.)
Figure 27. L-1350-L-1850-L-2350 HOIST AND BUCKET SYSTEM HYDRAULIC
COMPONENT SPECIFICATIONS AND ADJUSTMENTS
Figure 28. NOT APPLICABLE
FUNCTION OPERATING TIME – OPERATING TIME – OPERATING TIME –

L-1350 L-1850 L-2350
Hoist 12 to 14 seconds 12 to 14 seconds 15 to 17 seconds
Dump 3 to 5 seconds 4 to 6 seconds 3 to 5 seconds
Float 6 to 8 seconds 6 to 8 seconds 6 to 8 seconds
Figure 29. L-1350-L-2350 HOIST/BUCKET FUNCTION OPERATING TIMES
SERVICE MANUAL
NOTES
SERVICE MANUAL
HOIST & BUCKET CIRCUIT TROUBLESHOOTING 1_2

HOIST AND BUCKET CIRCUIT TROUBLESHOOTING
L-1350-L-1850-L-2350
The written descriptions of each operation references a color schematic showing flows. The
color schematics show values and spools moved into the positions the circuits require. For
port abbreviation definitions, refer to illustration "HYDRAULIC SYSTEM GENERAL
INFORMATION".
Pilot supply pressure from the Blower Pump enters Port “P” of the Pilot Supply Valve and is
used for two functions. Solenoid 21 (SOL21), when energized, uses this pressure to shift the
float valves, located on each hoist cylinder. The supply pressure can also flow across an
internal check valve that is in parallel with the solenoid. This second path of flow is designated
for the pilot valve. This flow exits at Port “PVS”. Another function found in the Pilot Supply
Manifold is the Auxiliary Pilot Supply Relief. The flow from the Auxiliary Pilot Pump enters this
valve through Port “AS” where it is isolated from the rest of the Pilot System by an internal
check valve.
As the flow exits Port “PVS” it enters a Pressure Reducing Valve. The function of this valve is
to reduce the pilot pressure down to 450 psi. Once the supply pressure flows across the
pressure-reducing cartridge it exits the valve and enters Port “P” of the Pilot Control Valve.
The electro-hydraulic Pilot Control Valve is a parallel valve that houses four normally closed
proportional pressure reducing directional valves. These four valves direct pilot flow to the
main valves. The function of this valve is controlled by the operator via the joysticks. The valve
receives an electrical signal from the joystick that is proportional to the joystick position. The
valve’s spool position is adjusted so that it corresponds to the electrical signal. This means
that the more the joystick is actuated the further the shift of the spool allowing less pressure
loss across the valve. This allows greater pilot pressure to reach the main valve end caps,
shifting the spools further, resulting in faster cycle times. Less actuation of the joystick results
in less spool displacement causing slower cycle times.
As the flow enters Port “P” the flow is blocked when the system is in neutral. While in neutral,
the pilot lines leading form the Pilot Control Valve to the main valve labeled “BR”, “BB”, “HR”
and “HB” are connected to the hydraulic tank allowing the main valve spools to center. When
either movement of the joysticks or the pushbuttons demand a bucket or hoist function the
corresponding valve shifts. The “BR” (bucket rod) valve will be actuated to bucket dump. The
“BB” (bucket base) valve will be actuated for bucket rollback. The “HR” (hoist rod) valve will be
actuated to hoist power down. And “HB” (hoist base) valve will be actuated for hoist. The flow
from Port “P” is directed across the appropriate valve and out through the commanded pilot
port to the main valve end cap. This flow shifts the spool in the main valve allowing pump flow
to be directed to the cylinders for the requested function.
NEUTRAL (HOLD) OPERATION
(Refer to illustration "HYDRAULIC OIL FLOW FOR NEUTRAL OPERATION") The constant
pressure Blower Pump generates pilot supply flow. Flow is bled off from the Blower Pump
from the test block located on the outlet of the pump. The flow from the test block is connected
to Port “P” of the Pilot Supply Valve and is used for two functions. Solenoid 21 (SOL21), when
energized, uses this pressure to shift the float valves located on each hoist cylinder. The
supply pressure can also flow across an internal check valve that is in parallel with the
solenoid. This second path of flow is designated for the pilot valve. This valve exits at Port
“PVS”, flows across the Pressure Reducing Valve and into Port “P” of the Pilot Control Valve.
SERVICE MANUAL
HOIST & BUCKET CIRCUIT TROUBLESHOOTING 1_2

With the Hoist and Bucket Joystick in the neutral position, pilot flow is blocked. This occurs
because the valves in the Pilot Control Valve are normally closed with the inlet blocked and the
work ports open to the hydraulic tank. This allows the spools in the Main Valves to stay in the
spring-centered position. This allows the flow from the three bucket and hoist pumps, entering
Port “P” of the main valves, to pass across the open centered spools and return back to the
hydraulic tank through the return filters.
BUCKET ROLLBACK OPERATION
(Refer to illustration "HYDRAULIC OIL FLOW FOR BUCKET ROLLBACK OPERATION")
The constant pressure Blower Pump generates pilot flow. Flow is bled off from the Blower
Pump from the test block located on the outlet of the pump. The flow from the test block is
connected to Port “P” of the Pilot Supply Valve and is used for two functions. Solenoid 21
(SOL21), when energized, uses this pressure to shift the float valves located on each hoist
cylinder. The supply pressure can also flow across an internal check valve that is in parallel
with the solenoid. This second path of flow is designated for the Pilot valve. This exits at Port
As the right hand joystick is moved to the left or the thumbwheel is rolled back an electrical
signal is generated from the joystick that is proportional to the amount of input (movement)
from the operator. This electrical signal is sent to the Pilot Control Valve where it is labeled
“BB”. The valve’s spool position is adjusted so that is corresponds to the electrical signal. As
the spool opens, flow is directed across the spool and out Port “BB” to the bucket base pilot
ports located on the end caps of Main Valves #1 and #2. This flow creates pressure, which
shifts the spools. As the spool is moved away from the neutral position, the flow entering Port
“P” of the main valve from the main pumps restricts flow through neutral. This restriction
redirects the fluid flow across the load check valve, connecting the pump flow to Port “1B”.
The flow leaving Port “1B” is directed to the base of the bucket cylinders, moving the piston to
the rod end of the cylinder. When the cylinder is 4” from maximum stroke, the “BB” valve
begins to slowly close. This creates a large pressure drop across the valve decreasing the
pilot pressure available to the main valve bucket control spool. The decrease in pilot pressure
causes the bucket control spool to begin to shift to neutral. This effectively slows down the
speed of the cylinder. At 1” from maximum stroke the pilot pressure is further reduced allowing
for a soft stop condition to exist between the piston and the head of the cylinder.
The extending rod expels the fluid from the rod end of the cylinder, back across the shifted
bucket control spool and out Port “T” of the main valve returning to the hydraulic tank.
The compensator pressure setting on the pumps limits the maximum rollback force. The
compensator is the primary relief in this circuit and it is set to 3300 psi. (L-1350-L-1850), 4000
psi (L-2350) however, there are two other reliefs located in the circuit to prevent system
overloads. One is located in the inlet of each Main Valve and is in parallel with Port “P”; it is
referred to as the Main Relief and is set to relieve at 3800 psi. (L-1350-L-1850), 4500 psi (L-
2350). The second relief is the Bucket Base Port Relief. This relief is in parallel with Port “1B”
and is set to 3800 psi. (L-1350-L-1850), 4500 psi (L-2350) and is used for cylinder shock
protection.
SERVICE MANUAL
HOIST & BUCKET CIRCUIT TBLSHOOT...CONT'D 1_2

BUCKET DUMP OPERATION
(Refer to HYDRAULIC OIL FLOW BUCKET DUMP OPERATION ILLUSTRATIONS -
BELOW 14' and ABOVE 14')
The constant pressure Blower Pump generates pilot supply flow. Flow is bled off from the
Blower Pump from the test block located on the outlet of the pump. The flow from the test
block is connected to Port “P” of the Pilot Supply Valve and is used for two functions. Solenoid
21 (SOL21), when energized, uses this pressure to shift the float valves located on each hoist
with the solenoid. This second path of flow is designated for the pilot valve. This exits at Port
As the right hand joystick is moved to the right or the thumbwheel is rolled forward an electrical
“BR”. The valve’s spool position is adjusted so that is corresponds to the electrical signal. As
the spool opens, flow is directed across the spool and out Port “BR” to the bucket pilot ports
located on the end caps of Main Valves #1 and #2. This flow creates pressure, which shifts the
spools. As the spool is moved away from the neutral position, the flow entering Port “P” of the
main valve from the main pumps restricts flow through neutral. This restriction redirects the
fluid flow across the load check valve, connecting the pump flow to Port “1A”. The flow leaving
Port “1A” is directed to the rod end of the bucket cylinders, moving the piston to the base end
of the cylinder. When the cylinder is 4” from full retraction, the “BR” valve begins to slowly
close. This creates a large pressure drop across the valve decreasing the pilot pressure
available to the main valve bucket control spool. The decrease in pilot pressure causes the
bucket control spool to begin to shift to neutral. This effectively slows down the speed of the
cylinder. At 1” from full retraction the pilot pressure is further reduced allowing for a soft stop
condition to exist between the piston and the base of the cylinder.
The retraction of the rod expels the fluid from the base end of the cylinder, back across the
shifted bucket control spool and out Port “T” of the main valve returning to the hydraulic tank.
The maximum dump pressure is controlled by the Bucket Rod Port Relief which is located in
parallel with Port “1A” and is set to 2000 psi. This is a ventable relief valve. The vent port on
the relief is connected to a remote relief valve that is set to 800 psi. The remote relief is
controlled by a normally open Solenoid 4. With the key switch on and the lift arms below 14’,
Solenoid 4 will be energized blocking the vent line. This allows the Bucket Rod Port Relief to
operate at 2000 psi. As the lift arms reach 14’, Solenoid 4 de-energizes allowing the Bucket
Rod Port Relief to be vented to 800 psi. Reducing maximum dump pressure eliminates the
possibility of mechanical damage due to equipment contact when dumping.
SERVICE MANUAL

HOIST OPERATION
(Refer to illustration "HYDRAULIC OIL FLOW FOR HOIST OPERATION")
As the right hand joystick is pulled back or the top (hoist) pushbutton is pressed an electrical
“HB”. With electrical proportional actuation the valve’s spool position is adjusted so that is
corresponds to the electrical signal. As the spool opens, flow is directed across the spool and
out Port “HB” to the hoist pilot ports located on the end caps of Main Valves #1, #2 and #3.
This flow creates pressure, which shifts the spools. As the spool is moved away from the
neutral position, the flow entering Port “P” of the main valve from the main pumps restricts flow
through neutral. This restriction redirects the fluid flow across the load check valve, connecting
the pump flow to Port “2A”. The flow leaving Port “2A” is directed to the base of the hoist
cylinders, moving the piston to the rod end of the cylinder. The hoist cylinder is protected from
reaching full stroke in order to protect the system against large pressure spikes and to
maintain structural integrity. There are two different conditions what control at which rate the
hoist cylinders upper limit is controlled. When hoist is commanded at distances greater than
12” from full cylinder extension, the cylinder begins to decelerate at 3” from full stroke and
shuts off 1” from maximum stroke. At 3” the “HB” valve located in the Pilot Control Valve is
slowly closed. This creates a large pressure drop across the valve decreasing the available
pilot pressure to the hoist control spool. The decrease in pilot pressure causes the hoist control
spool to begin to shift to neutral. This effectively slows down the speed of the cylinder. At 1”
from maximum stroke, the “HB” valve is de-energized. This blocks pilot flow and vents the
Main Valve pilot ports to the hydraulic tank, which centers the spool and hoisting stops. When
hoist is commanded at distances less than 12” from full cylinder extension, the cylinder begins
to decelerate at 3” from full stroke and shuts off 2” from maximum stroke.
The extending of the rod expels the fluid form the rod end of the cylinder, back across the
shifted hoist control spool and out Port “T” of the main valve returning to the hydraulic tank.
The compensator pressure setting on the pumps limits the maximum hoist force. The
compensator is the primary relief in this circuit and it is set to 3300 psi. (L-1350-L-1850), 4000
psi (L-2350). However, there are two other reliefs located in the circuit to prevent system
overloads. One is located in the inlet of each Main Valve and is in parallel with Port “P”, it is
referred to as the Main Relief and is set to relieve at 3800 psi. (L-1350-L-1850), 4500 psi (L-
2350). The second relief is the Hoist Base Port Relief. This relief is parallel with Port “2A” and
is set to 3800 psi. (L-1350-L-1850), 4500 psi (L-2350) and is used for cylinder shock
protection.
SERVICE MANUAL

POWER DOWN OPERATION
(Refer to illustration "HYDRAULIC OIL FLOW FOR POWER DOWN OPERATION")
As the right hand joystick is pushed forward an electrical signal is generated from the joystick
that is proportional to the amount of input (movement) from the operator. This electrical signal
is sent to the Pilot Control Valve where it is labeled “HR”. The valve’s spool position is adjusted
so that is corresponds to the electrical signal. As the spool opens, flow is directed across the
spool and out Port “HR” to the hoist rod pilot ports located on the end caps of Main Valves #1
and #2. This flow creates pressure, which shifts the spools. As the spool is moved away from
the neutral position, the flow entering Port “P” of the main valve from the main pumps restricts
flow through neutral. This restriction redirects the fluid flow across the load check valve,
connecting the pump flow to Port “2B”. The flow leaving Port “2B” is directed to the rod end of
the hoist cylinders, moving the piston to the base end of the cylinder. When the cylinder is 3”
from full retraction, the “HR” valve located in the Pilot Control Valve is slowly closed. This
creates a large pressure drop across the valve decreasing the available pilot pressure to the
hoist control spool. The decrease in pilot pressure causes the hoist control spool to begin to
shift to neutral. This effectively slows down the speed of the cylinder. At 1” from maximum
stroke the “HR” valve is de-energized. This blocks pilot flow and vents the Main Valve pilot
ports to the hydraulic tank, which centers the hoist control spool and the powering down
function stops.
The retraction of the rod expels the fluid from the base end of the cylinder, back across the
shifted hoist control spool and out Port “T” of the Main Valve returning to the hydraulic tank.
The maximum power down pressure is controlled by the Hoist Rod Port Relief that is located in
parallel with Port “2B” and is set to 2000 psi.
SERVICE MANUAL

FLOAT OPERATION
(Refer to illustration "HYDRAULIC OIL FLOW FOR FLOAT OPERATION")
As the center (float) pushbutton located on the right joystick is pressed an electrical signal is
generated from the joystick. This electrical signal is sent to the Pilot Control Valve where it is
labeled “HR”. For the first 250 milliseconds of the float command the valves are in the Power
Down position. This will ensure that sufficient flow is on the rod side of the cylinders to prevent
cavitation. After 250 milliseconds the “HR” valve is fully opened allowing full pilot pressure. As
the spool opens flow is directed across the spool and out Port “HR” to the hoist rod pilot ports
located in the end caps of Main Valve #1 and #2. This flow creates pressure, which shifts the
spools. As the spool is moved away from the neutral position to the float position, both cylinder
ports are opened to the hydraulic tank. The flow entering Port “P” of the main valve from the
main pumps restricts flow through neutral. This restriction redirects the fluid flow across the
load check valve, connecting the pump flow to Port “2A” and Port “2B”. With the ports
connected the flow is diverted back to the hydraulic tank.
The rod and base end of the cylinder are also connected during float allowing fluid transfer
between the two. Gravity will cause the cylinder to retract, and due to restrictions through the
main valve, a certain amount of base fluid will transfer to the rod end of the cylinder filling any
voids with the balance going through the main valves and back to the hydraulic tank.
In order to activate the float valves, located on the cylinders, the following conditions must be
met.
1. The pressure in the base end of the hoist cylinders must be less that 2200 psi or
2. The bucket must have been just dumped and the lift arms must be at least 8’ above
the ground.
When these conditions are met and the float pushbutton is pressed, Solenoid 21 is energized.
Once energized pilot flow will pass across Solenoid 21 and flow out Port “FPS” of the Pilot
Supply Valve to the float valves located on each hoist cylinder. The float valves will be forced
to the open position by the pilot flow. This method will transfer the fluid from the base end to
the rod end directly at the cylinder resulting in faster float times. As the lift arms reach a height
or 8 ft., Solenoid 21 de-energizes, which closes the float valves on the cylinders. At this time,
the transfer of fluid is controlled solely by the Main Valves resulting in a slower float time. From
a distance of 8’ down to 3’ the pilot supply from valve “HR” is slowly reduced further until at 3’
the valve is back into Power Down. This reduction in speed allows for a smooth contact when
the bucket touches the ground.
SECTION 18, PART 5

SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC STEERING SYSTEM 1_2

LETOURNEAU, INC.
ROL-8, PART 5
TABLE OF CONTENTS
HYDRAULIC STEERING CIRCUIT OVERVIEW
STEERING PUMP REMOVAL AND INSTALLATION
PUMP REMOVAL
PUMP INSTALLATION
STEERING CONTROL VALVES (LATE PRODUCTION MODELS)
STEERING PROPORTIONAL VALVE (DANFOSS PVG VALVE)
STEERING FLOW AMPLIFIER VALVE (DANFOSS FLOW AMPLIFIER)
REMOVAL
INSTALLATION
STEERING PROPORTIONAL VALVE (DANFOSS PVG VALVE) (EARLY PRODUCTION
MODELS)
SYSTEM COMPONENTS
SYSTEM OVERVIEW
PURGING AIR FROM THE STEERING SYSTEM
STEERING LINEAR TRANSDUCER
AUXILIARY STEERING SYSTEM
HYDRAULIC CYLINDER (STEERING)
REMOVAL
DISASSEMBLY
ASSEMBLY
INSTALLATION
HYDRAULIC STEERING SYSTEM COMPONENT SPECIFICATIONS AND
ADJUSTMENTS
HYDRAULIC STEERING TROUBLESHOOTING CIRCUIT SCHEMATIC OVERVIEW
NEUTRAL OPERATION
LEFT STEERING
RIGHT STEERING
DANFOSS FLOW AMPLIFIER PRODUCTION INFORMATION
LINCS TROUBLESHOOTING FLOWCHART -- PAGE 017A036 (d) "LINCS"
HYDRAULIC OIL FLOW FOR STEERING SCHEMATICS (LOCATED IN SCHEMATICS)
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AE001A ( d 1 )
SERVICE MANUAL
HYDRAULIC STEERING SYSTEM 1_2

Figure 1. STEERING SYSTEM COMPONENT APPROXIMATE LOCATIONS
Figure 2. STEERING PROPORTIONAL VALVE – DANFOSS PVG VALVE
Figure 3. DANFOSS FLOW AMPLIFIER
Figure 4. DANFOSS FLOW AMPLIFIER SECTION VIEW
Figure 5. L-1850-L-2350 LOAD-INDEPENDENT PROPORTIONAL VALVE
Figure 6. L-1850-L-2350 LOAD-INDEPENDENT PROPORTIONAL VALVE – SECTION
VIEW
Figure 7. STEERING POSITIONING LINEAR TRANSDUCER
Figure 7.1. TYPICAL STEERING LINEAR TRANSDUCER INSTALLATION
Figure 8. AUXILIARY STEERING PUMP
Figure 9. STEERING JUNCTION VALVE ASSEMBLY
Figure 10. STEERING CYLINDER PIN INSTALLATION
Figure 11. STEERING CYLINDER ASSEMBLY
Figure 13. DANFOSS OVERLOAD TEST BLOCK (P/N 421-9622)
Figure 14. L-1350-L-1850-L-2350 STEERING SYSTEM ADJUSTMENT TABLE
Figure 15. AUXILIARY STEERING RELIEF VALVE
Figure 16. L-1350-L-1850-L-2350 AUXILIARY STEER (NEUTRAL)
Figure 17. L-1350-L-1850-L-2350 AUXILIARY STEER (STEERING)
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AE001A ( d 2 )
SERVICE MANUAL
HYDRAULIC STEERING CIRCUIT OVERVIEW 1_2

HYDRAULIC STEERING CIRCUIT OVERVIEW
The Hydraulic Steering Circuit is composed of several components. The steering pump is a
pressure compensating variable-flow load-sensing axial piston pump, mounted on the right
rear of the hydraulic pump gearbox. Refer to illustrations "HYDRAULIC PUMP
ARRANGEMENT" L-1350 or L-1850-L-2350 (as applicable).
L-1350/L-1850/L-2350 (LATE PRODUCTION UNITS): Steering direction and speed is
controlled by a single-axis joystick that sends a steering command to the Danfoss PVG Valve.
The Danfoss PVG Valve is an electro-hydraulic load sensing proportional directional valve.
Refer to STEERING CONTROL VALVE. The pilot signal from the Danfoss PVG valve is
directed to the Danfoss Flow Amplifier where flow for the desired direction of steering is
directed to the appropriate steering cylinder. The Danfoss Flow Amplifier is located between
the two steering cylinders in the front of the tow unit (refer to illustration "DANFOSS FLOW
AMPLIFIER"). The Danfoss PVG Valve is mounted to the right of the Danfoss Flow Amplifier
(refer to illustration "STEERING PROPORTIONAL VALVE").
L-1850/L-2350 (EARLY PRODUCTION UNITS): Steering and speed are controlled by a
single-axis joystick which sends a steering command to the load-independent proportional
directional valve. The valve adjusts the main spool position so that it corresponds to the
electrical control signal received from the steering joystick. Electronics within the valve adjust
oil flow to provide proportional flow to the cylinders to control speed of steering.
The positioning of the steering cylinders is continuously monitored by the Steering Linear
Transducer, located in the upper center pivot area (refer to illustration "STEERING
POSITIONING LINEAR TRANSDUCER"). This device sends electrical signals to the Steering
Control Valve when predetermined distances are reached activating the appropriate command.
STEERING PUMP REMOVAL AND INSTALLATION
The removal and installation of the steering pump requires the use of a
hoisting device. DO NOT attempt to remove the pump by hand! It is heavy
and could cause injury or component damage if removed without the use
of an adequate hoisting device.

PUMP REMOVAL
To remove the steering pump perform the following procedure:
b. Lockout the machine’s starting capability with the Maintenance Lockout Switch (optional)
or place a DO NOT OPERATE sign on the controls and remove the key.
SERVICE MANUAL
HYDRAULIC STEERING CIRCUIT OVERVIEW 1_2

c. Relieve air pressure in the hydraulic reservoir with the Manual Air Release Valve. Refer
to illustration "HYDRAULIC TANK AIR" for information on this valve.
d. Remove the suction hose, gauge block, pressure hose, case drain and any other
obstructions.
e. Attach a lifting sling around the pump.
f. Tighten the hoist against the pump in sufficient force to handle the weight of the pump
g. Remove the pump mounting bolts and lower the pump out the bottom of the loader.
h. Cover the opening in the gearbox to prevent contamination.
i. Use a forklift to move the pump to a suitable workbench.
PUMP INSTALLATION
To install the steering pump perform the following procedure:
a. Place a lifting sling around the pump.
b. Hoist the pump into position and insert the pump spline shaft into the gearbox. If the
pump’s spline shaft does not line up with the gearbox splines, rotate the pump shaft until
the splines line up and the pump can be mated to the gearbox. DO NOT use the
c. Lubricate the mounting bolts threads and under the heads with 30W motor oil.
d. Start mounting bolts by hand and tighten alternately. Torque to Grade 8 specifications,
e. Replace the suction, pressure and case drain hoses and gauge block.
f. Refill hydraulic system, if necessary. Refer to RESERVOIR FILLING FACILITIES.
g. BLEED ALL HYDRAULIC PUMPS BEFORE STARTING MACHINE.

dry-start situation at machine start-up. Refer to HYDRAULIC SYSTEM POST
SERVICE REQUIREMENTS for instructions on bleeding the hydraulic
pumps.
h. Check for leaks with the engine at high throttle.

i. Move the frame lock to the unlocked position.
SERVICE MANUAL
FIGURE 1 1_2

REFER TO TA-10179-8a FOR THIS ILLUSTRATION
1. STEERING FLOW AMPLIFIER
(DANFOSS VALVE) L-1350 OR
LOAD-INDEPENDENT
PROPORTIONAL VALVE L-1850-L-
2350
2. DANFOSS PVG VALVE – L-1350
3. AUXILIARY STEERING PUMPS
4. STEER CYLINDERS (EACH SIDE)
5. STEERING LINEAR TRANSDUCER
6. STEERING JOYSTICK CONTROL
7. STEERING JUNCTION VALVE
ASSEMBLY
Figure 1. STEERING SYSTEM
COMPONENT APPROXIMATE LOCATIONS
TA10179-8
1 2 3 7
TA10179-8A
SERVICE MANUAL
L-1350 STEERING CTRL VALVES & FIGURES 2 & 3 1_2

STEERING CONTROL VALVES
(L-1350/L-1850/L-2350 LATE PRODUCTION MODELS)
STEERING PROPORTIONAL VALVE (DANFOSS PVG VALVE)
The Steering Proportional Valve (Danfoss PVG Valve) is a closed-center electro-hydraulic load
sensing proportional directional valve. The Danfoss PVG Valve receives an electrical signal
from the steering joystick that is proportional to the amount of input (movement) from the
operator. This means that the more the joystick is actuated (pushed from center) the further
the shift of the spool in the Danfoss PVG Valve, resulting in faster steering. This is achieved
due to the fact that the steering system is load sensing. The LS port of the Danfoss PVG
Valve is connected to the LS port of the pump. The further the directional spool in the Danfoss
PVG Valve is shifted, the stronger the LS signal that is sent to the pump. This LS signal
controls the swash plate of the pump. This function allows the pump to only create enough
flow to maintain the selected rate of steering and force. Once the Danfoss PVG Valve
directional spool has shifted to the desired direction, pilot flow, from the Danfoss PVG Valve, is
directed to the appropriate cylinder pilot ports of the Danfoss Flow Amplifier. Once the pilot
signal is received at the Danfoss Flow Amplifier the directional control spool is shifted in the
desired direction allowing pump flow to the steer cylinders. Refer to illustration "STEERING
PROPORTIONAL VALVE" and vendor literature "DANFOSS PVG VALVE".
Figure 2. STEERING PROPORTIONAL VALVE – DANFOSS PVG VALVE

STEERING FLOW AMPLIFIER VALVE (DANFOSS FLOW AMPLIFIER)
The Steering Flow Amplifier Valve (Danfoss Flow Amplifier) is located on the rear steering
cylinder cross member between the steering cylinders. This valve will be referred to as the
Danfoss Flow Amplifier for the remainder of the procedures. Refer to illustration "STEERING
SYSTEM COMPONENT APPROXIMATE LOCATIONS". This control works in conjunction
with the Danfoss PVG Valve and the Steering Joystick to provide steering control. The
Danfoss PVG Valve is actuated by the movement of the joystick and provides a metering pilot
oil supply to actuate the Danfoss Flow Amplifier. The Danfoss Flow Amplifier supplies a
proportional (10:1) flow of oil to the steering cylinders.
SERVICE MANUAL
Figure 3. DANFOSS FLOW AMPLIFIER
The Danfoss Flow Amplifier has built-in directional and pressure control/amplifier valves that
prevent the transfer of positive and negative forces (overrun and kickback).
The dual shock and suction valves act as shock absorbers for the steering cylinders. Should
one steering cylinder’s pressure go above the overload relief setting of 4000 psi, the dual relief
valves will allow oil pressure to transfer to the other cylinder or back to the tank through the 75
psi counter pressure valve.
REMOVAL
To remove the Danfoss Flow Amplifier from the machine, perform the following procedures:
a. Release the air pressure from the hydraulic reservoir by moving the manual air release
valve, located on the reservoir, to the OPEN position.
b. Before disconnecting the hose lines, make sure all exterior dirt is removed from the
Danfoss Flow Amplifier and hose fittings.
SERVICE MANUAL
It is important that the steering system be kept free of dirt or foreign

matter; therefore, cleanliness in servicing the Danfoss Flow Amplifier is
absolutely necessary.
c. Tag and remove all hoses, being careful not to spill hydraulic fluid. Plug all hose
openings immediately to keep out dirt.
d. Support the Danfoss Flow Amplifier with a lifting device and remove the mounting bolts
and lockwashers.
e. Remove the Danfoss Flow Amplifier and move it to a suitable clean workbench for
maintenance and inspection.
INSTALLATION
To install the Danfoss Flow Amplifier, perform the following procedures:
a. With a suitable lifting device, lift Danfoss Flow Amplifier in position and install mounting
bolts and lockwashers.
b. Remove plugs from the Danfoss Flow Amplifier and hoses and connect as tagged.
c. Purge air from the steering system. Refer to PURGING AIR FROM THE STEERING
SYSTEM.
DO NOT operate the loader until all hydraulic pumps have been primed and
air is purged from the steering system. Refer to HYDRAULIC SYSTEM
POST SERVICE REQUIREMENTS and PURGING AIR FROM THE STEERING
SYSTEM.
SERVICE MANUAL
FIGURE 4 1_2

1. OVERLOAD RELIEFS
2. 75-PSI COUNTER PRESSURE VALVE
3. MAN RELIEF VALVE
4. NOT USED
5. “LS” AND “PP” ORIFICE
6. AMPLIFIER SPOOL
7. CHECK VALVE
8. ORIFICE SCREW
9. PRIORITY VALVE
10. THROTTLE CHECK VALVE
11. DIRECTIONAL SPOOL
Figure 4. DANFOSS FLOW AMPLIFIER SECTION VIEW
1 Always use your machine original documentation!
Training only! 2 1
TA8256
10 11
9 3
8 7 6
TA8256
SERVICE MANUAL
NOTES
SERVICE MANUAL
MODELS L-1850/L-2350 STEERING CTRL VALVE 1_2

STEERING CONTROL VALVE
(EARLY PRODUCTION MODELS)
SYSTEM COMPONENTS
The steering circuit comprises several components. The components include a pressure
compensating variable flow load sensing axial double piston pump mounted on the left rear of
the gearbox, steering pump junction valve, PVG proportional valve, single axis joystick and
steering cylinders.
The PVG valve is located between the two steer cylinders with the steering pump junction
valve immediately behind it.
Transducer located in the upper center pivot area. This device sends electrical signals to the
PVG valve when predetermined distances are reached activating the appropriate command.
SYSTEM OVERVIEW
The double pump produces the necessary flow for steering. The two pump flow outlets are
combined at the steering pump junction valve. A single port exits the steering pump junction
valve carrying the pump flow to the “P” port of the PVG valve.
The Danfoss PVG valve is a closed-center electro-Hydraulic load sensing proportional
directional valve. It is a sectional valve with the two work port sections working in parallel. The
PVG valve receives an electrical signal from the joystick that is proportional to the amount of
input (movement) from the operator. This means that the more the joystick is actuated the
further the shift of the spools, in the PVG valve, resulting in faster steering. This is achieved
due to the fact that the steering system is load sensing. The LS port of the PVG valve is
connected to the LS port of the pump. The further that the directional spools in the PVG valve
are shifted the stronger the LS signal is sent to the pump. This LS signal controls the swash
plate of the pump. This function allows the pump to only create enough flow to maintain the
selected rate of steering and force. Once the PVG directional spools have shifted to the
desired direction, flow from the pump is directed to the appropriate cylinder work ports. For
more information, refer to vendor literature "DANFOSS PVG VALVE".
SERVICE MANUAL
FIGURE 5 1_2
Figure 5. LOAD-INDEPENDENT PROPORTIONAL VALVE
SERVICE MANUAL
FIGURE 6 1_2
Figure 6. LOAD-INDEPENDENT PROPORTIONAL VALVE – SECTION VIEW
SERVICE MANUAL
NOTES
SERVICE MANUAL
PURGING AIR FROM THE STEERING SYSTEM 1_2

PURGING AIR FROM THE STEERING SYSTEM
Air will enter the steering system anytime it has been opened for repair. Before returning the
loader to service, all hydraulic pumps must be primed and air purged from the steering
system. The hydraulic pumps must be primed BEFORE purging air from the steering system.
For pump priming instructions, refer to HYDRAULIC SYSTEM POST SERVICE
REQUIREMENTS.
DO NOT operate the loader until air is purged from the steering system.
When purging air from the steering cylinders the frame lock must be in the
UNLOCKED position. DO NOT allow personnel in the area between the
tires or in the pivot area of the machine.
While purging air from the steering system, have a person monitor the
hydraulic tank fluid level sight glass. Shut the machine down immediately
should the level drop below the sight glass.
To purge air from the steering system, perform the following procedure:
a. Fill hydraulic tank to the top of the sight glass.
b. Start the engine and place the engine select switch in the LO position.
c. Move the steering joystick to steer the loader left and right from stop to stop as rapidly as
possible.
d. Shut off the engine and check the oil level in the sight gauge. Add oil to hydraulic tank
as necessary.
e. Start the engine again and repeatedly steer left and right from stop to stop. Air will leave
the system only at the hydraulic tank. Therefore, the oil must be circulated in both
directions repeatedly until the air is purged out.
The oil in the lines to the steering cylinder reaches a “dead end” at the
piston. The oil in the cylinder does not flow in a circuit. As the piston
moves back and forth, the oil moves back and forth in the lines. Therefore,
air in these lines and the cylinders may be slow moving into the hydraulic
tank.
f. When the oil in the hydraulic tank is clear (not cloudy or creamy), the system is free of
air.
g. Make a final check of the oil level in the hydraulic tank and ensure the oil is at the top of
the sight glass.
SERVICE MANUAL
NOTES
SERVICE MANUAL
STEERING LINEAR TRANSDUCER & FIGURE 7 & 7.1 1_2

Transducer, located in the upper center pivot area. Refer to illustration "STEERING
POSITIONING LINEAR TRANSDUCER". Typical installation of the steering linear transducer
is shown in Figure "TYPICAL STEERING LINEAR TRANSDUCER INSTALLATION". This
device sends electrical signals to the steering control valve. When predetermined distances
are reached, the steering control valve, as directed by LINCS™, activates the appropriate
steering command to stop steering movement. The signal is also used by the LINCS™
computer to display the steering angle on the computer monitor.
(MOUNTED RIGHT SIDE AT PIVOT AREA)

Figure 7. STEERING POSITIONING LINEAR TRANSDUCER
SERVICE MANUAL
STEERING LINEAR TRANSDUCER & FIGURE 7 & 7.1 1_2

1. FRONT FRAME STRUCTURE
3. LINEAR ROD AND CYLINDER TRANSDUCER
4. STRUCTURE ARM MOUNT STEER TRANSDUCER
5. HEX BOLT
7. FLATWASHER
8. BOLT PAD
9. LINEAR TRANSDUCER STEERING MOUNT
11. LOCK NUT
12. LOCKWASHER
13. ROD END
14. HEX NUT
15. FRONT UNIT MOUNT ARM
16. BOLT PAD
17. HEX BOLT
19. FLATWASHER
20. ROD END
21. HEX BOLT
22. HEX BOLT
Figure 7.1. TYPICAL STEERING LINEAR TRANSDUCER INSTALLATION
8 documentation!
4
17 18 10 11 6 7 13 4
19 12 21
20
15
7
14 22
5 6 3 9
7
5 6
7
15
16
16

SERVICE MANUAL
NOTES
SERVICE MANUAL
AUX STEERING SYS & FIGURES 8 & 9 1_2

AUXILIARY STEERING SYSTEM
The Auxiliary Steering System employs the use of two 24-volt, 9-horsepower motor-driven
pumps with the vehicle’s four batteries as the 24-volt power source (refer to AUXILIARY
STEERING PUMP). These pumps are controlled by a 30-psi pressure switch monitoring pump
psi. It is located in the auxiliary steering junction box. The normal pressure drop measured at
this point is approximately 350 psi with the machine throttle at HI idle. However, if the system
pressure drops to below 30 psi and the ENGINE SELECT switch is in the HI position, the
auxiliary pumps will activate. The response time to activate the Auxiliary Steering System is
momentary. Consequently, there is no loss of control.
These pumps supply fluid across a one-way check valve into the system normally supplied by
the steering pump. The check valve prevents the fluid from flowing backwards through the
normal steering pumps.
When the auxiliary pumps come on, SOL 5 is de-energized, which vents the auxiliary steering
ventable relief to tank, effectively dumping the flow back to tank. As steering is commanded by
the joystick, which at this point (auxiliary steering mode) it is independent of the LINCS system,
the PVG valve becomes a simple directional valve without proportional control. As steering
direction is commanded by the joystick, the PVG valve spool shifts in the appropriate direction,
directing the main and pilot flow created by the auxiliary pumps to the cylinders. The max
system pressure is controlled by SOL 5 and the auxiliary steering relief. As auxiliary steering is
commanded by
the joystick, SOL 5 will energize, bringing the relief psi to 2000 psi. As auxiliary steering goes
back to neutral (as commanded by the joystick), SOL 5 is de-energized, venting the relief valve
to tank and unloading the pumps. Refer to "L-1350-L-1850-L-2350 AUXILIARY STEER"
illustrations NEUTRAL and STEERING.
The LINCS computer system will activate the amber warning light, an audible alarm will sound,
and a text message indicating the activation of auxiliary steering will appear on the cab
computer monitor.
Auxiliary steering is an emergency (back up) system. It should only be

used to transport the loader to the service area. It should NEVER be used
in material handling operations.
SERVICE MANUAL
AUX STEERING SYS & FIGURES 8 & 9 1_2
(TWO PUMPS MOUNTED FRONT SIDE OF TOW UNIT)

Figure 8. AUXILIARY STEERING PUMP
REFER TO TA10150 FOR THIS

ILLUSTRATION
1. CHECK VALVE
2. O-RING
3. CAPSCREW
4. HOUSING
5. O-RING
6. HOUSING
7. RELIEF VALVE
Figure 9. STEERING JUNCTION VALVE ASSEMBLY
TA10150
1 2
7 6 5 4 3
TA10150-6
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC CYLINDER (STEERING) 1_2

HYDRAULIC CYLINDER (STEERING)
The steering hydraulic cylinders are made of extra-heavy welded steel construction. The
cylinder piston is a solid piston (refer to illustration "STEERING CYLINDER ASSEMBLY").
The cylinder weighs approximately 940 pounds (426 kg).
REMOVAL
a. Shut off engine.
f. Remove lockscrews, lockwashers and bushing pins from rod eye end of cylinder and
pivot end of cylinder.
DISASSEMBLY
procedures.
d. Pull rod structure (5) out several inches to allow removal of retainer plate bolts.
e. Remove bolts and lockwashers (2 and 1) from retainer plate (7). Slide retainer plate
and rod wiper seal (6) back against rod structure.
f. Push stuffing box head (13) in slightly until the three-piece lock ring set (11) falls out.
g. Carefully pull rod structure (5) with stuffing box head (13), piston (20), seals and O-rings
from tube structure (25). Take care and do not score tube structure when removing
piston.
h. Remove setscrew (24) from retainer nut (23).
i. Remove retainer nut (23) from end of rod structure (5). Remove piston seal (22) and
wear rings (21) from piston.
j. Unscrew piston (20) from rod structure and remove O-ring (19) and back-up ring (18)
from piston.
k. Remove retaining ring (17) and rod bushing (16) only if replacement is necessary.
l. Remove O-ring (15) and backup ring (14) from head stuffing box (13).
m. Thoroughly clean and dry all parts and place in clean uncontaminated area.
ASSEMBLY
are thoroughly clean, free from dust and foreign matter. If necessary, thoroughly re-
wash and dry the parts.
with recommended grade of hydraulic oil (refer to illustration "L-1350-L-1850-L-2350
HYDRAULIC SYSTEM FLUID, LUBRICATION AND SERVICE
RECOMMENDATIONS").
SERVICE MANUAL
a. Apply Loctite #242 and torque retainer bolts (2) to 35-40 ft. lbs.
b. Torque piston (20) to 4000 ±100 ft. lb., lubed.
c. Torque retainer nut to (23) to 4000 ±100 ft. lbs., lubed.
d. Apply Loctite #242 to setscrew (24) and torque to 15 to 20 ft. lbs. and stake.
e. Operating pressure 3500 psi.
INSTALLATION
Numbers in parenthesis refer to illustration "STEERING CYLINDER PIN INSTALLATION".
a. Thoroughly clean pins and self-aligning bushings. Pack and lubricate (refer to
c. Install lower sawcut bushing (4) and hold in place by bolting on capture plate (18), using
bolts (15), lockwashers (14) and flatwashers (13).
d. Install O-ring (12) as shown (use grease to hold them in place).
e. Position cylinder assembly with rod eye and base eye centered between frame
structures. Support cylinder and use wedges to hold centered until bolts are torqued.
f. Install pin (10) with seal retainer sleeves (16) and O-rings (6) through ball bushing so
that it rests on lower sawcut bushing (4). Lube hole must be 90º to line of action of
cylinder.
g. Install upper sawcut bushing (4).
h. Install upper washer (5) and bolt (7).
i. Install bottom nut (17) on bolt and torque bolt to 850-ft. lbs. lubed.
j. Bleed hydraulic pumps and purge air from steering system before returning machine to
service. Refer to HYDRAULIC SYSTEM POST SERVICE REQUIREMENTS.
k. Clean around hose fittings and portholes in cylinder walls.
l. Remove plastic plugs and connect hoses to cylinder. Torque fittings to standard
practice.
m. Fill reservoir with hydraulic oil (refer to illustration "L-1350-L-1850-L-2350 HYDRAULIC
SYSTEM FLUID, LUBRICATION AND SERVICE RECOMMENDATIONS".
n. Start engine, release park brake, and articulate machine back and forth several times.
o. Check cylinder assembly for oil leaks and proper function.
SERVICE MANUAL

STEERING PIN INSTALLATION
Refer to illustration "STEERING CYLINDER PIN INSTALLATION".
a. Install lower sawcut bushing (4) and hold in place by bolting on capture plate (18), using
bolts (14), lockwashers (15) and flatwashers (13).
b. Install O-ring (12) as shown (use grease to hold them in place).
c. Position cylinder assembly with rod eye and base eye centered between frame
structures. Support cylinder and use wedges to hold centered until bolts are torqued.
d. Install pin (10) with seal retainer sleeves (16) and O-rings (6) through ball bushings so
that it rests on lower sawcut bushing (4). Lube hole must be 90° to line of action of
cylinder.
e. install upper sawcut bushing (4).
f. Install upper washer (5) and bolt (7).
g. Install bottom nut (17) on bolt and torque bolt to 850 ft. lbs., lubed.
SERVICE MANUAL
FIGURE 10 1_2

REFER TO ILLUSTRATION ON PAGE 018AE020
(p)
1. CROSSMEMBER STRUCTURE
2. STEER CYLINDER
3. SELF-ALIGNING BALL BUSHING
4. SAWCUT BUSHING
5. WASHER
6. O-RING
7. BOLT
8. PIN LUG CAP
9. BOLT
10. PIN
11. RETAINING RING
12. O-RING
13. WASHER
14. BOLT
15. LOCKWASHER
16. SEAL RETAINER SLEEVE
17. LOCKNUT
18. CAPTURE PLATE
19. FLATWASHER
20. BOLT BLOCK
Figure 10. STEERING CYLINDER PIN INSTALLATION
TA10470-8
20 1 2 3
18
5
7
18
17 8
18
14 15
13
10
12
11
TA10470-8
SERVICE MANUAL
FIGURE 11 1_2

1. LOCKWASHER
2. BOLT
3. INTERNAL RETAINING RING
4. SELF-ALIGNING BUSHING
5. FORGED ROD
6. ROD WIPER SEAL
7. RETAINING PLATE
8. O-RING
9. O-RING
10. ROD SEAL
11. LOCK RING SET
12. STEP SEAL
13. HEAD
14. BACKUP RING
15. O-RING
16. BUSHING
17. RETAINING RING
18. BACKUP RING
19. O-RING
20. PISTON
22. PISTON SEAL
23. RETAINER NUT
24. SETSCREW
25. TUBE STRUCTURE
Figure 11. STEERING CYLINDER ASSEMBLY
TA11460-6
3
4
2
1
7
8
9
10
11
12 14
15
13
16
17
18
19
18
20
21
22
23
24 25
TA11460-6
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYD STEERING SYS COMP SPECS & ADJS & FIGURES 12 & 13 1_2

HYDRAULIC STEERING SYSTEM COMPONENT
SPECIFICATIONS AND ADJUSTMENTS
The component specifications listed in illustration "L-1350-L-1850-L-2350 STEERING
SYSTEM ADJUSTMENT TABLE" with the engine at HI throttle and hydraulic oil temperature
above 100ºF (38ºC).

a. STEERING PRESSURE – 3400 PSI – L-1350, L-1850 and L-2350

To check or set the Steering Pressure, perform the following procedure:
1. Place frame lock in locked position.
2. Connect a gauge to each section of the Steering Pump. Refer to "HYDRAULIC
PUMP ARRANGEMENT" illustrations L-1350 or L-1850-L-2350 (as applicable).
3. With steering in neutral, the psi should read 250-350 psi.
4. Should adjustment be necessary, adjust this flow setting compensator accordingly.
5. Slowly move joystick to the left or right.
6. Gauge should read 3400-psi ±50 psi – L-1350, L-1850, and L-2350.
7. Adjust pump pressure setting compensator.
b. DANFOSS STEERING OVERLOAD RELIEF VALVE - 4000 PSI (L-1350 ONLY)
These relief valves must be set in a test block (P/N 421-9622). Refer to illustration
"DANFOSS OVERLOAD".
1. Remove the four bolts that hold the top cover on the test valve and install the relief
valve inside.
2. Reinstall the top cover and torque the bolts to 80-ft. lbs. lubed.
3. With a Porta-Power connected to the pressure port, and the return line directed into
a suitable container, apply pressure. The reading should be 4000 ±50.
SERVICE MANUAL
HYD STEERING SYS COMP SPECS & ADJS & FIGURES 12 & 13 1_2
Figure 13. DANFOSS OVERLOAD

TEST BLOCK (P/N 421-9622)
4. If adjustment is necessary, remove the valve from the test block and loosen the
locknut and rotate the adjusting screw clockwise to increase pressure and
counterclockwise to decrease pressure.
5. Reinstall and check the pressure. Once the correct pressure is achieved, reinstall
the overload relief valve in the Danfoss Flow Amplifier.
SERVICE MANUAL
HYD STEER SYS COMP SPECS & ADJS...CONT'D & FIGS 14 & 15 1_2

REFERENCE
COMPONENT SETTING ADJUSTMENT
PROCEDURE
Steering Pump – refer to illustration "HYDRAULIC 3400 psi +50 -0 a
PUMP ARRANGEMENT", L-1350 or L-1850-L-
2350 (as applicable)
Steering Overload Relief Valve 4000 psi ±50 b
Auxiliary Steering Relief Valve 2000 psi +50 -0 c
Figure 14. L-1350-L-1850-L-2350 STEERING SYSTEM ADJUSTMENT TABLE
c. AUXILIARY STEERING RELIEF VALVE – 2000 PSI – L-1350, L-1850, L-2350

To check or set the Auxiliary Steering Relief Valve perform the following procedure:
1. Place frame lock in locked position.
2. Access LINCS Maintenance Menu, go to “Steer Left” or “Steer Right” pressure.
3. Turn the key switch on the operator’s console to the ON position and select HI
throttle. This should activate the auxiliary steering motors.
4. Move the steering joystick FULLY in either direction. The display for direction
steered should read 2000-psi +50 -0 - L-1350-L-1850-L-2350.
5. If adjustment is necessary, loosen jamnut on relief and adjust.
At 25° right/left steer, the system decelerates before stopping at set limits.
Steering positioning is sent to the LINCS™ Computer System via the
steering linear transducer. Refer to STEERING LINEAR TRANSDUCER
section.
Figure 15. AUXILIARY STEERING RELIEF VALVE
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYD STEERING TRBLSHOOT CIRCUIT SCHEMATIC OVERVIEW – L-1850/L-2350 1_2

HYDRAULIC STEERING TROUBLESHOOTING CIRCUIT
SCHEMATIC OVERVIEW
NEUTRAL OPERATION
(REFER TO "STEER [NO STEER] PUMP VENTED TO STANDBY" ILLUSTRATION)
Oil flows from the pump to the Steering Pump Junction Valve where it is combined. The flow
then exits the valve and enters the PVG valve at port “P”. Upon entering the PVG valve the
flow is divided evenly between the two work sections. In each work section, the flow has two
flow paths. One path is to the directional spool and the other is across a relief valve preset to
4000 psi. The directional spool will be closed due to it being spring centered during non-
steering functions. Since no steering is demanded there will be no LS signal from the PVG
valve to the pump. The lack of signal will cause the pump to de-stroke to standby pressure
(300± psi) producing only enough flow to maintain lubrication internally. There will be no
excess flow going across a relief valve.
LEFT STEERING
(REFER TO "LEFT STEERING" ILLUSTRATION)
Moving the joystick to the left, sends a proportional electrical signal to the PVG valve whereby
it is received and the directional spools are shifted accordingly. This shift allows oil to now flow
across the PVG valve directional spools out Ports “B”. As the oil flows across the directional
spools, a small amount of oil is metered to the load sense circuit out Port “LS” to Port “X” on
the steering pump compensator controlling the amount of flow from the pump. The majority of
the oil will continue to flow out Ports “B” to the base end of the right hand steering cylinder and
the rod end of the left-hand cylinder.
As the machine pivots and the distance between the front and rear frame reaches 3”, the
command to the PVG valve is decreased causing the directional spools to begin shifting to
neutral. This creates a larger pressure drop across the spools decreasing the available
pressure to the LS circuit. This decrease in pilot pressure decreases the stroke of the pump,
producing less flow, and the steering rate begins to slow. The combination of these events
creates a soft stop between the two machine halves.
Should a shock condition prevail during the steering function there is a 4000-psi overload relief
in parallel with the cylinder ports.
Oil returning from the opposite end of the cylinders is routed back through the directional
spools and out Port “T” to the hydraulic tank.
The rate (speed) at which the turn is made depends entirely on how much the PVG valve
directional spool is shifted. The further that the spool is shifted the less the pressure drop is
across the spool sending a stronger LS signal to the pump. The stronger the signal the more
the pump will stroke online producing more flow resulting in faster steering.
The compensator pressure setting on the pump limits the maximum steering force. The
compensator is the main relief in this circuit and it is set to 3400 psi.
SERVICE MANUAL
HYD STEERING TRBLSHOOT CIRCUIT SCHEMATIC OVERVIEW – L-1850/L-2350 1_2

RIGHT STEERING
(REFER TO "RIGHT STEERING" ILLUSTRATION)
Moving the joystick to the right, sends a proportional electrical signal to the PVG valve
whereby it is received and the directional spools are shifted accordingly. This shift allows oil to
now flow across the PVG valve directional spools out Ports “A”. As the oil flows across the
directional spools, a small amount of oil is metered to the load sense circuit out Port “LS” to
Port “X” on the steering pump compensator controlling the amount of flow from the pump. The
majority of the oil will continue to flow out Ports “A” to the base end of the left hand steering
cylinder and the rod end of the right hand cylinder.
As the machine pivots and the distance between the front and rear frame reaches 3”, the
command to the PVG valve is decreased causing the directional spools to begin shifting to
neutral. This creates a larger pressure drop across the spools decreasing the available
pressure to the LS circuit. This decrease in pilot pressure decreases the stroke of the pump,
producing less flow, and the steering rate begins to slow. The combination of these events
creates a soft stop between the two machine halves.
Should a shock condition prevail during the steering function there is a 4000-psi overload relief
in parallel with the cylinder ports.
Oil returning from the opposite end of the cylinders is routed back through the directional
spools and out Port “T” to the hydraulic tank.
The rate (speed) at which the turn is made depends entirely on how much the PVG valve
directional spool is shifted. The further that the spool is shifted the less the pressure drop is
across the spool sending a stronger LS signal to the pump. The stronger the signal the more
the pump will stroke online producing more flow resulting in faster steering.
The compensator pressure setting on the pump limits the maximum steering force. The
compensator is the main relief in this circuit and it is set to 3400 psi.
SERVICE MANUAL
FIGURES 16 & 17 1_2

Figure 16. L-1350-L-1850-L-2350 AUXILIARY STEER (NEUTRAL)
Figure 17. L-1350-L-1850-L-2350 AUXILIARY STEER (STEERING)
TA10206
AUXILIARY STEER (NEUTRAL) (1350-1850-2350)

TA10205
AUXILIARY STEER (STEER) (1350-1850-2350)

SERVICE MANUAL
NOTES
SECTION 18, PART 6

HYDRAULIC SYSTEM
ENGINE FAN CIRCUIT
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM - ENGINE FAN CIRCUIT 1_2

HYDRAULIC SYSTEM
ENGINE FAN CIRCUIT
LETOURNEAU, INC.
ROL-8, PART 6
TABLE OF CONTENTS
SCOPE OF PUBLICATION
ENGINE FAN CIRCUIT OVERVIEW
ENGINE FAN PUMP REMOVAL AND INSTALLATION
PUMP REMOVAL
PUMP INSTALLATION
ENGINE FAN MOTOR
ENGINE FAN CIRCUIT COMPONENT SPECIFICATIONS AND ADJUSTMENTS
FAN PUMP
HIGH FAN
ENGINE FAN CIRCUIT TROUBLESHOOTING CIRCUIT SCHEMATIC OVERVIEW
MANNESMANN REXROTH BRUENINGHAUS HYDROMATIK R – REPAIR
INSTRUCTIONS
MANNESMANN REXROTH HYDROMATIK GMBH – REPAIR INSTRUCTIONS
ENGINE FAN CIRCUIT SCHEMATICS (LOCATED IN SCHEMATICS)
PARTS CATALOG
Figure 1. ENGINE FAN CIRCUIT COMPONENT LOCATIONS
Figure 2. PROPORTIONAL PRESSURE RELIEF VALVE
Figure 3. RADIATOR FAN HYDRAULIC MOTOR
Figure 5. L-1850-L-2350 FAN ADJUST RELIEF
This publication covers the components, specifications, adjustment and troubleshooting of the
engine fan circuit. Refer to illustration "ENGINE FAN CIRCUIT COMPONENT LOCATIONS".
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AF001A ( d 1 )
SERVICE MANUAL
HYDRAULIC SYSTEM - ENGINE FAN CIRCUIT 1_2

ENGINE FAN CIRCUIT OVERVIEW
The engine fan circuit provides cooling air to flow across the radiator/oil cooler assembly and
the braking grids. This cooling air protects the machine’s fluids from overheating. As the
operating temperatures change, the speed of the fan varies as a function of temperature. The
fan will default to the lowest fan speed required to maintain the optimum cooling for the
system. The fan is infinitely variable from low speed to maximum speed. This precise control
optimizes the horsepower requirements.
The engine fan circuit consists of four components. On the Model L-1350, the engine fan
circuit pump is a pressure compensating variable output piston pump. On the models L-1850-
L-2350 the engine fan circuit is powered by one section of a tandem piston pump. Refer to
"HYDRAULIC PUMP ARRANGEMENT" illustrations L-1350 or L-1850.L-2350 (as applicable).
The engine fan circuit also has a normally closed solenoid, a proportional pressure relief valve,
and a bent axis piston motor. The solenoid and relief valves are located below the generator,
on the sloped section of the rear frame, behind the steering cylinders. The fan motor is located
in between the engine and the radiator/oil cooler assembly. Coupled to the motor is a 78” fan
(refer to illustration "RADIATOR FAN HYDRAULIC MOTOR").
ENGINE FAN PUMP REMOVAL AND INSTALLATION
PUMP REMOVAL
The removal and installation of the engine fan pump requires the use of a
hoisting device. DO NOT attempt to remove the pump by hand! It is heavy
and could cause injury or component damage if removed without the use
of an adequate hoisting device.

To remove the engine fan pump perform the following procedure:
b. Lock out the machine’s starting capability with the maintenance lockout switch (optional)
or place a DO NOT OPERATE sign on the controls and remove the key.
c. Relieve air pressure in the hydraulic reservoir with the manual air release valve. Refer to
HYDRAULIC TANK AIR PRESSURE REGULATOR ADJUSTMENT for information on
this valve.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AF001A ( d 2 )
SERVICE MANUAL
ENGINE FAN PUMP REM & INSTALL & FIGURE 1 1_2

REFER TO TA-10179-8d FOR THIS ILLUSTRATION
1. ENGINE FAN
2. PROPORTIONAL PRESSURE RELIEF VALVE
Figure 1. ENGINE FAN CIRCUIT COMPONENT LOCATIONS
d. Remove the suction hose, gauge block, pressure hose, case drain and any other
obstructions.
e. Attach a lifting sling around the pump.
f. Tighten the hoist against the pump in sufficient force to handle the weight of the pump
g. Remove the pump mounting bolts and lower the pump out of the bottom of the loader.
h. Cover the opening in the gearbox to prevent contamination.
i. Use a forklift to move the pump to a suitable workbench.
Pump repair and overhaul instructions are provided in the REXROTH

product information appended to this publication. Refer to the PARTS
CATALOG for service parts for the pumps.
PUMP INSTALLATION
To install the engine fan pump perform the following procedure:
a. Place a lifting sling around the pump.
b. Hoist the pump into position and insert the pump spline shaft into the gearbox. If the
pump’s spline shaft does not line up with the gearbox splines, rotate the pump shaft until
the splines line up and the pump can be mated to the gearbox. DO NOT use the
c. Lubricate the mounting bolts threads and under the heads with 30-W motor oil.
d. Start mounting bolts by hand and tighten alternately. Torque to Grade 8 specifications,
e. Replace the suction, pressure and case drain hoses and gauge block.
f. Refill hydraulic system, if necessary. Refer to RESERVOIR FILLING FACILITIES.
DO NOT enter the pivot area of the machine unless the frame lock is in the
locked position. There is no room for a person in this area when the
machine turns. Serious injury or loss of life from crushing could occur.
g. BLEED ALL HYDRAULIC PUMPS BEFORE STARTING MACHINE.
SERVICE MANUAL
ENGINE FAN PUMP REM & INSTALL & FIGURE 1 1_2

dry-start situation at machine start-up. Refer to HYDRAULIC SYSTEM
POST SERVICE REQUIREMENTS for instructions on bleeding the hydraulic
pumps.
h. Check for leaks with the engine at high throttle.

i. Move the frame lock to the unlocked position.
TA10179-8D
TA10179-8D
SERVICE MANUAL
FIGURE 2 1_2
Figure 2. PROPORTIONAL PRESSURE RELIEF VALVE
SERVICE MANUAL
ENGINE FAN MOTOR & FIGURE 3 1_2

ENGINE FAN MOTOR
The engine fan motor is a REXROTH piston-type motor (refer to illustration "RADIATOR FAN
HYDRAULIC MOTOR"). The motor is mounted on a bracket that is attached to a
crossmember. The fan motor speed sensor gear and fan are mounted on the motor’s keyed
shaft. A speed sensor probe reads motor’s rpm from the rotating gear. The motor’s speed can
be read by accessing the maintenance menu by using the channel browser function of the
LINCS™ computer system, or by connecting a voltmeter to the two terminals in the junction
box on the right side of the fan shroud. Refer to ENGINE FAN CIRCUIT COMPONENT
SPECIFICATIONS AND ADJUSTMENTS for instructions on setting fan motor speed.
Motor repair and overhaul instructions are provided in the REXROTH

product information. Refer to the PARTS CATALOG for service parts for
the motor.
Figure 3. RADIATOR FAN HYDRAULIC MOTOR
SERVICE MANUAL
NOTES
SERVICE MANUAL
ENGINE FAN CIRCUIT COMP SPECS & ADJS & FIGURE 4 1_2

ENGINE FAN CIRCUIT COMPONENT SPECIFICATIONS
AND ADJUSTMENTS
Fan speed is regulated by the temperature of the engine coolant and hydraulic oil. Engine
coolant temperature is provided to the LINCS™ Computer System via engine electronic
controls. Hydraulic oil temperature is provided to the LINCS™ Computer system via a sensor
located in the hydraulic tank. Fan speed is variable up to the parameters for demanding high-
speed fan. Variable fan speed is controlled by Solenoid 2. When engine coolant temperature
reaches 195ºF (90ºC) or when hydraulic fluid temperature reaches 165ºF (74ºC), Solenoid 1
demands the fan go to high speed.

FAN PUMP - 300 PSI MINIMUM

To check or set fan pump pressure perform the following procedure:
a. Connect a gauge to the fan pump (refer to illustration "L-1350 ENGINE FAN CIRCUIT
SCHEMATICS").
b. Access the maintenance menu of the LINCS™ computer system and command idle fan.
c. Adjust the flow compensator screw clockwise to increase the pressure and
counterclockwise to decrease pressure until the gauge reads 300 to 400 PSI (refer to
illustration "AXIAL PISTON PUMP ADJUSTMENT").
d. Once the pressure is correct, tighten the flow compensator locknut.
e. Once the correct pressure is achieved, reinstall the locknut and tighten.
HIGH FAN - 800 RPM

The high fan system is set by speed and not pressure.
a. Start the engine and move the engine select switch to HIGH throttle.
b. To read fan speed, access the maintenance menu of the LINCS™ computer system.
SERVICE MANUAL
ENGINE FAN CIRCUIT COMP SPECS & ADJS & FIGURE 4 1_2
The fan motor has a single cog gear that produces a square wave signal.
By measuring the frequency (Hz), fan speed can be measured (1 Hz = 1
RPM). High fan speed should be 800 RPM +0 -50.
c. To force fan speed to HI, access the bypass limits menu. Force fan speed to HI.
d. L-1350: If pump adjustment is necessary, loosen the locknut for the pressure
compensator at the fan pump and adjust the screw clockwise to increase the pressure
and counterclockwise to decrease the pressure until the correct RPM is achieved. Once
the correct RPM is reached, tighten the locknut (refer to illustration "AXIAL PISTON
PUMP ADJUSTMENT").
e. L-1850-L-2350:
1. Adjust pump compensator to 900 RPM maximum.
2. Using the remote fan relief, adjust fan speed until correct RPM is reached (refer to
illustration "FAN ADJUST RELIEF").
f. Select NORMAL FAN.
SERVICE MANUAL
FIGURE 5 1_2

REFER TO TA11182 FOR ILLUSTRATION
Figure 5. L-1850-L-2350 FAN ADJUST
RELIEF
(LOCATED UNDER TOW UNIT)
TA11182
TA11182
SERVICE MANUAL
ENG FAN CIRC TSHOOT CIRC SCHEMATIC OVERVIEW 1_2

ENGINE FAN CIRCUIT TROUBLESHOOTING CIRCUIT
SCHEMATIC OVERVIEW
The engine fan pump provides flow to the fan motor causing it to rotate. The pressure
compensator, located on the pump, controls pressure. The pressure compensator is set to a
value that controls maximum allowable fan speeds. Connected in series with the “X” (LS) port
on the pressure compensator is the solenoid and the proportional relief valve. Should both the
hydraulic and engine system require minimum cooling, the solenoid and proportional relief
valve are fully energized. With these two valves open, the LS port on the pump is vented to the
hydraulic tank. This creates a small pressure drop across the valves. With little pressure in the
LS Port the pump de-strokes creating only enough flow to maintain the given pressure. The
decrease in available flow reduces the speed at which the fan rotates.
As the system’s temperatures begin to rise more cooling is required. The sending units send
an electrical signal to the proportional valve requiring the valve’s spool to meter to the closed
position. As the spool begins to move to a closed position, the pressure drop across the valve
increases. This increase in pressure results in a higher pressure being sensed in the LS Port.
This pressure increase signals the pump compensator to demand more pump flow to meet the
increased pressure requirements. The increase in pump flow results in increased fan speed
providing more cooling air.
The majority of the time the hydraulic system will dictate the fan speeds. However, should the
engine require more cooling the normally closed solenoid will be de-energized. De-energizing
this solenoid will block the LS Port from venting to the hydraulic tank. With the LS Port blocked,
maximum pump pressure is demanded, this in turn causes the pump to fully stroke and
produce maximum flow. Maximum flow results in maximum fan speeds.
The return oil from the fan motor is directed to the oil cooler control valve (refer to illustration
"L-1350 ENGINE FAN CIRCUIT SCHEMATICS").
SERVICE MANUAL
NOTES
SECTION 18, PART 7

HYDRAULIC-POWERED COOLING AIR
(BLOWER CIRCUIT)
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM - HYD-POWERED COOLING AIR (BLOWER CIRC) 1_2

HYDRAULIC-POWERED COOLING AIR
(BLOWER CIRCUIT)
LETOURNEAU, INC.
ROL-8, PART 7
TABLE OF CONTENTS
OVERVIEW OF COOLING FAN CIRCUIT
SETTING REMOTE BLOWER RELIEF
BLOWER SPEED ADJUSTMENT PROCEDURE
L-2350 HYDRAULIC BRAKES
SYSTEM COMPONENTS
SYSTEM OVERVIEW
SYSTEM OPERATION
NO BRAKING (DRIVING OPERATION)
PARK BRAKE APPLICATION
SERVICE BRAKE APPLICATION
BLOWER CIRCUIT SCHEMATICS (LOCATED IN SCHEMATICS)
Figure 1. BLOWER PUMP REMOTE RELIEF VALVE
Figure 2. BLOWER MOTOR ASSEMBLY
Figure 3. L-1350-L-1850-L-2350 BLOWER CIRCUIT COMPONENT LOCATIONS
Figure 4. HYDRAULIC SERVICE VALVE ASSEMBLY L-2350
OVERVIEW OF COOLING FAN CIRCUIT OPERATION

The Cooling Air System is installed on the loader to ventilate and cool the wheel motors AC
generator and electrical control cabinet. Since temperature can damage electrical
components, the blower operates at a constant speed assuring sufficient airflow regardless of
the condition. On the Model L-1350, the Blower Circuit pump is a pressure compensating axial
piston pump, mounted on the left front of the hydraulic pump gearbox. On the Models L-1850-
L-2350 the blower circuit pump is a tandem pump with one section powering the blower circuit
and the other section powering the engine-cooling fan and hydraulic service brakes. Refer to
"HYDRAULIC PUMP ARRANGEMENT" illustrations L-1350 or L-1850-L-2350 (as applicable).
Other components include a remote relief valve and a bent axis piston motor. The relief valve
is located inside the tow unit with access available to adjust from the ground through the
opening under the tow unit (refer to illustration "BLOWER PUMP RELIEF VALVE").
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AG001A ( d 1 )
SERVICE MANUAL
FIGURE 1 1_2
Figure 1. BLOWER PUMP REMOTE RELIEF VALVE
SERVICE MANUAL
OVERVIEW OF COOLING FAN CIRC OP...CONT'D & FIGURE 2 1_2

The circuit also provides pilot flow for the hoist and bucket circuit and float valves. On the
Model L-1350 loader, the cab air conditioner and Driver Filtration Systems also receive flow
from the blower circuit. On early production Models L-1850/L-2350, the Automatic Lubrication
System is hydraulically powered and plumbed to the blower circuit and pilot supply unless field
retrofitted and plumbed to the accessory pump.
The Driver Filtration System is covered in AUXILIARY CIRCUIT. The Basic

Driver Filtration System for the Models L-1350, L-1850 and L-2350 loaders
is the same except for the L-1350 loader Driver Filtration is plumbed to the
blower circuit and on the models L-1850-L-2350 loaders, it is plumbed to
the auxiliary circuit. The auxiliary circuit is unique to the Models L-1850-L-
2350 loaders
The blower pump produces flow, which is directed to the blower motor. The pressure
compensator located /on the pump controls pressure. The pressure compensator is set to a
value that controls maximum allowable blower speed. Connected to the “X” (LS) Port on the
pressure compensator is the remote relief valve (on Model L-1350 only). This remote relief
valve (Model L-1350 only) is employed so that the pressure can be adjusted safely while the
machine is running. This is necessary as the pump pressure compensator is adjacent to the
driveshaft. The remote relief valve is used to vent the pressure compensator to a lesser value
(refer to illustration "BLOWER PUMP REMOTE RELIEF VALVE"). Venting the compensator
will de-stroke the swash plate reducing the flow rate of the pump. The motor will now rotate at
a slower speed. The return flow from the blower motor is directed back through the return
filters and into the hydraulic tank.
SETTING REMOTE BLOWER RELIEF
The following procedure should be used when setting the Remote Blower Relief.
1. Screw remote relief adjustment in fully. (Close)
2. With engine at high idle adjust pump comp. so that the blower runs at 3100 RPM.
(Sensitive adjustment so be careful).
3. Screw remote relief adjustment out completely. (Open)
4. With engine at high idle adjust pump load sense so that blower is running at 500 RPM.
Ensure that screw does not come out of pump.
5. With engine at high idle adjust remote relief adjustment in to set blower speed to 3000
RPM. (Sensitive adjustment so be careful).
SERVICE MANUAL
OVERVIEW OF COOLING FAN CIRC OP...CONT'D & FIGURE 2 1_2
Figure 2. BLOWER MOTOR ASSEMBLY
BLOWER SPEED ADJUSTMENT PROCEDURE

Access LINCS™ maintenance menu, go to BROWSE CHANNELS, then go to BLOWER
SPEED. Adjust speed to 3000 RPM, using blower pump remote relief valves (refer to
illustration "BLOWER PUMP REMOTE RELIEF VALVE").
SERVICE MANUAL
HYDRAULIC BRAKES 1_2

HYDRAULIC BRAKES (EARLY MODEL L-2350)
SYSTEM COMPONENTS
The braking system on the early model L-2350 is comprised of several components. The
components include a Spring/Hydraulic Actuated Caliper Assembly mounted to a 22” diameter
disc located at each of the four J-2 wheel motors. Other components include a Brake Control
Valve located in each axle; a Park Brake Switch and a Brake Control Pedal both located in the
cab. Pressure transducers monitor the system pressures.
The Blower Pump supplies fluid for the braking circuit. The Brake Control Valve located in the
front axle controls the two front brakes and the Brake Control Valve located in the rear axle
controls the rear brakes. The Brake Control Pedal is manually actuated with a proportional
electronic signal output to the Service Brake Solenoid. An On/Off electrical switch operates
the Park Brake Solenoid.
Service instructions for the hydraulic brake caliper assembly are located in
HYDRAUS07-000000-00-009-04page 007A009(d).
SYSTEM OVERVIEW
A manually actuated Park Brake Switch actuates the Park Brakes. The Park Brake Switch is
an On/Off electrical switch that provides power to the Park Brake Solenoid located in the Brake
Control Valve. Pulling the switch out will de-energize the solenoid causing the park brakes to
set. The Switch will be illuminated while there is an absence of pressure in the Park Brake
circuit (park brakes set). Pushing the Park Brake Switch in will energize the Solenoid therefore
releasing the brakes. Pushing the Switch in will cause the Switch to flash until sufficient
pressure is attained to release the brakes. Once the brakes are released the light will go out.
The Service Brakes are applied by the operator via a Brake Control Pedal. The Brake Control
Pedal is a manually actuated foot pedal equipped with a potentiometer. As stopping is
required the operator provides force (movement) to the pedal. The further that the pedal is
depressed the greater the electronic output signal is generated. This signal is fed to the
Service Brake Solenoid located in the Brake Control Valve.
Pilot supply pressure from the Blower Pump passes through an inline filter and enters at Port
”Inlet” of the two Brake Control Valves and is used to control the park brakes and the service
brakes. The flow can pass across the Service Brake .039” Control Orifice and across a
proportional solenoid (Service Brake Sol) and out Ports ”B1 and B2” to the Brake Caliper
Cylinder. A second path of flow requires flowing across the Park Brake .039” Control Orifice
and onward to the High Flow Valve and to the Park Brakes via Port ”R1 and R2”. The third
path for the flow to take after entering Port ”Inlet” is directly to the Park Brake Solenoid.
The Spring/Hydraulic Caliper Assembly provides two braking functions; Park and Service
Brakes. The Park Brakes are spring applied while the Service Brakes are spring applied with
hydraulic assistance. There is one caliper assembly per wheel motor.
SERVICE MANUAL
HYDRAULIC BRAKES 1_2
SYSTEM OPERATION
NO BRAKING (DRIVING CONDITION)
The flow from the Blower Pump enters Port ”Inlet” and has three flow direction options. One
option is as flow enters the port it will flow across the Service Brake Control Orifice and will be
blocked by the normally closed Service Brake Solenoid (refer to illustration "HYDRAULIC
SERVICE BRAKE VALVE ASSEMBLY" on page 018AG008 (p). With the Solenoid closed this
prevents pressurized fluid from entering the spring chamber in the Caliper Assembly and
applying the Service Brakes.
In order for driving conditions to exist the Park Brakes must be released as well. As the flow
enters Port ”Inlet” it will also flow across the Park Brake Control Orifice as well as to the Park
Brake Solenoid. These two components are in parallel. The Park Brake Switch must be
pushed in which will energize the Park Brake Solenoid. This action will allow pilot flow to pass
across the Park Brake Solenoid and act upon the High Flow Valve where it will move to the
closed position. The closing of the High Flow Valve will direct the fluid that is entering Port
”Inlet” directly to Ports ”R1 and R2” where it will exit the valve and proceed to the rod side of
the caliper assembly. The fluid will apply pressure to the piston, which in turn compresses the
spring and releases the caliper from the brake disc. The pressure in this circuit is regulated to
130 psi by a relief valve in the Brake Control Valve.
SERVICE MANUAL
HYDRAULIC BRAKES...CONT'D 1_2

PARK BRAKE APPLICATION
option is as flow enters the port it will flow across the service brake control orifice and will be
blocked by the normally closed service brake solenoid. With the solenoid closed this prevents
pressurized fluid from entering the spring chamber in the caliper assembly and applying the
service brakes.
The Park Brakes are applied by pulling the Park Brake Switch out. This action de-energizes
the Park Brake Solenoid allowing the pilot flow acting upon the High Flow Valve to be vented
to tank and blocks any additional flow from Port ”Inlet”. The flow from Port ”Inlet” is directed to
tank as well. The venting of the pilot flow allows the High Flow Valve to rapidly shift to the
open position effectively venting the flow on the rod side of the Caliper Assembly back to tank.
With the absence of pressure the spring will expand causing the calipers to compress against
the disc.
The setting of the Park Brakes is instantaneous, to avoid pulling a vacuum on the spring side
of the Caliper Assembly a Pre-fill Check is located in the Brake Control Valve which allows
some return flow to pass into the spring chamber eliminating the void.
SERVICE BRAKE APPLICATION
option is as flow enters the port it will flow across the Service Brake Control Orifice and will be
blocked by the normally closed Service Brake Solenoid. With the Solenoid closed this
prevents pressurized fluid from entering the spring chamber in the Caliper Assembly and
applying the Service Brakes.
The Service Brakes are applied by the operator via a Brake Control Pedal. The Brake Control
Pedal is a manually actuated foot pedal equipped with a potentiometer. As stopping is
required the operator depresses the Pedal. The further that the Pedal is depressed the greater
the electronic output signal is generated. This signal is fed to the Service Brake Solenoid
located in the Brake Control Valve. As the operator generates the signal the Solenoid begins
to shift proportionately to the force on the foot Pedal. As the Solenoid begins to open there is
a large pressure drop in the system creating a small force on the Caliper Assembly. Once the
pressure in the Service Brake circuit reaches 10 psi the Vaw drops to zero and the machine is
placed into a dynamic retard braking condition. The further that the solenoid is shifted the less
the pressure drop until the solenoid is fully open and maximum braking pressure is attained by
the hydraulic circuit. The pressure in this circuit is regulated to 250 psi by a relief valve in the
Brake Control Valve.
SERVICE MANUAL
FIGURE 3 1_2

REFER TO ILLUSTRATION ON PAGE 018AG007 (p)
1. AUTOMATIC LUBRICATION SYSTEM (L-1850-L-2350)
2. BLOWER MOTOR
3. BLOWER REMOTE RELIEF VALVE
Figure 3. L-1350-L-1850-L-2350 BLOWER CIRCUIT COMPONENT LOCATIONS
TA10874
2 TA1
TA10874
SERVICE MANUAL
FIGURE 4 1_2

REFER TO ILLUSTRATION ON PAGE 018AG008 (p)
1. VALVE BODY
2. VENT REDUCING/RELIEVING VENT
3. LOGIC ELEMENT
4. RELIEF CARTRIDGE
5. RELIEF CARTRIDGE
6. SOLENOID
7. SOLENOID
8. COIL
9. ORIFICE PLUG
10. PLUG
11. PLUG
12. PLUG
Figure 4. HYDRAULIC SERVICE BRAKE VALVE ASSEMBLY - (EARLY MODEL L-2350)
TA10450-8
4 2
12
6 7 8
9 11
5
12
10
TA10450-8
TA10210
TA1
BLOWER CIRCUIT (L-1350)

TA2
BLOWER CIRCUIT (L-1850-2350)

SERVICE MANUAL
FIGURES 5 & 6 original documentation! 1_2
NOTE: Figure 5 is only applicable to L1350 machines and does not appear in the electronic manual for this machine.
Figure 5. L-1350 BLOWER CIRCUIT--SEE ILLUSTRATION ON PAGE 018AG009 (p)
Figure 6. L-1850-L-2350 BLOWER CIRCUIT--SEE ILLUSTRATION ON PAGE 018AG009 (p)

NOTE: Figure 6 is only applicable to L1850-L2350 machines and does not appear in the electronic manual for this machine.
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all relevant data, such as specifications, Warnings,
Cautions or Notes that may be found in other documentation. Verify you have read and understood all associated information before performing any work on the machine. It is the
responsibility of the mechanic, repairman or inspector to understand all instructions for the specific work being performed.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AG009( d 1 )
SECTION 18, PART 8

SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC OIL COOLING CIRCUIT 1_2

LETOURNEAU, INC.
ROL-8, PART 8
TABLE OF CONTENTS
HYDRAULIC OIL COOLING CIRCUIT OVERVIEW
DELTA TEMPERATURES
HYDRAULIC SYSTEM FUNDAMENTALS
SIGNIFICANT POINTS
MAIN OIL COOLER FAN SPEED CONTROL
AUXILIARY OIL COOLER FAN SPEED CONTROL
HYDRAULIC SYSTEM THERMAL CONTROL
OIL COOLER CONTROL VALVE
OIL COOLER CIRCUIT SCHEMATICS (LOCATED IN SCHEMATICS)
AUXILIARY OIL COOLER CIRCUIT SCHEMATIC (LOCATED IN SCHEMATICS)
Figure A1. AUXILIARY FAN RELIEF
Figure 1. AUXILIARY OIL COOLER
Figure 2. OIL COOLER CONTROL VALVE
Figure 3. OIL COOLER PILOT VALVE
Figure 4. OIL COOLER CIRCUIT – COMPONENT APPROXIMATE MACHINE
LOCATION
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AH001A ( d 1 )
SERVICE MANUAL
HYDRAULIC OIL COOLING CIRCUIT 1_2

HYDRAULIC OIL COOLING CIRCUIT OVERVIEW
The hydraulic system temperature is monitored in several ways, and the LINCS generates
commands to control the system cooling and issue warnings about the fault conditions
detected.
The hydraulic system has a main oil cooler located in the radiator group at the rear of the
loader. Approximately one-third of the width of the radiator and oil cooler assembly is
dedicated to the main oil cooler (RHS of the loader). The main oil cooler oil flow enters the
cooler at the bottom and leaves from the top of the core. Airflow across the core is provided by
the main engine fan, which is a variable speed device. (See discussion on main engine fan
speed control below.) The main oil cooler receives a fixed volume of 105 GPM (397
liters/minute) at engine high idle from a dedicated oil cooler circulation pump.
Some loaders in high ambient temperature locations also are equipped an optional auxiliary oil
cooler in addition to the main oil cooler (refer to illustration "AUXILIARY OIL COOLER"). The
auxiliary oil cooler is located on the right hand rear of the loader and contains its own
hydraulically driven, two-speed fan. (Refer to discussion of AUXILIARY OIL COOLER FAN
SPEED CONTROL.) Oil enters the auxiliary oil cooler at the top and flows downward to leave
from the bottom of the core. The auxiliary oil cooler receives a variable volume of
approximately 60 to 105 GPM (227 – 397 liters/minute) at engine high idle from a combination
of the auxiliary fan pump circuit (fixed 60 GPM) and the return oil flow from the main engine fan
(variable up to 45 GPM).
Both oil coolers have both inlet oil temperature and outlet oil temperature monitoring, and an
alarm for “Delta Temperature Low.” The “delta” temperature is simply the difference between
the inlet temperature and the outlet temperature, expressed in ° F or ° C.
DELTA TEMPERATURES
Typically, the delta temperatures will be the best indicator of hydraulic cooling system
performance and condition.
Where hydraulic system temperatures are elevated, the increase in temperature is inversely
proportional to the effectiveness of the system sealing and the hydraulic hose life. A single
instance of the hydraulic system temperature rising above 175° F (80° C) starts the
deterioration of the system sealing and reduces hydraulic hose life. Repeated instances tend
to have an exponential effect on hydraulic system component life. O-rings, seals and hoses
have shorter lives when the system runs hotter.
Maintaining the system in good condition means a reduction in oil leaks, less unplanned
downtime and maintenance man hours for field repairs of leaks and hose failures, reduced
cost in premature hose replacements and cost savings in extended component life of
cylinders, pumps and control valves. The reduction in oil leaks has a very positive “flow-on”
effect in other maintenance practices too, like reduced wash-down times for repairs and a
cleaner environment for maintenance personnel, encouraging better maintenance practices.
All loaders have a warning system for high hydraulic oil temperature, typically 205° F (96° C).
While the command points for maximum fan speed enable are set at lower temperature levels,
continuing operation of a machine with an oil cooler fault, e.g. the airway plugged with dust and
dirt, would raise the temperature of the system to an unacceptably high level before the
operator is informed of the fault at 205° F (96° C).
The delta alarms monitor the change in oil temperature across the cooler, and warn the
operator of a loss of cooling efficiency, well before the entire hydraulic system temperature is
raised to very high levels. This early warning of the loss of oil cooler efficiency is paramount in
protecting the system from the undesirable side effects of heat stress.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AH001A ( d 2 )
SERVICE MANUAL
HYD OIL COOLING CIRCUIT OVERVIEW...CONT'D 1_2

HYDRAULIC SYSTEM FUNDAMENTALS
Several loader hydraulic system fundamentals should be clearly understood at this time:
a. Oil cooler inlet temperature should be about the same to slightly higher than system
operating temperature.
b. Given the ambient temperature is LOWER than the inlet temperature, AND there is
airflow over the core, the outlet oil temperature will be LOWER than the inlet oil
temperature. Where the ambient temperature is HIGHER than the inlet oil temperature,
the outlet temperature will rise toward the ambient temperature.
c. If the oil cooler outlet temperature is not lower than oil cooler inlet temperature (delta
temperature) by the desired delta temperature, then;
1. The airflow path into or out of the oil cooler core may be blocked and airflow through
the oil cooler core is reduced.
2. The fan speed is not correct (too low) and the airflow through the oil cooler is
reduced.
3. The oil passages through the oil cooler core may be blocked and oil flow through the
oil cooler core is reduced. Oil supplied to the oil cooler circuit would bypass the oil
cooler core and the oil cooler regulator valve. See NOTE following item “4.”
4. The oil cooler pressure regulator valve is faulty (open) and is bypassing oil around
the oil cooler core.
Items “3” and “4” above: For the main oil cooler, these problems would
result in a LOWER oil temperature for the outlet oil, as the cooler pressure
regulator valve is located on the hydraulic tank side of the temperature
sensors, and the oil flow would bypass the oil cooler via the oil cooler
pressure regulator valve. The reduced oil volume flowing through the main
oil cooler would be exposed to the core for a longer time and therefore,
more heat would be dissipated for the small oil flow passing the outlet
temperature sensor.
5. The air temperature entering the oil cooler core is significantly LOWER than the inlet
oil temperature.
6. One or more temperature sensors are not reading correctly.
SIGNIFICANT POINTS
● The main oil cooler has the temperature sensors located between the oil cooler control
valve and the oil cooler. Therefore, if the main oil cooler control (pressure regulator) valve
is faulty, the main oil cooler delta temperature will be HIGHER, due to the reduced oil
volume passing through the core, and the longer time the oil in the cooler has in contact
with the cooling tubes.
● The optional auxiliary oil cooler has the temperature sensors located in the core end
tanks. Therefore, if the auxiliary oil cooler control valve (located at the forward end of the
core) is faulty, the auxiliary oil cooler delta temperature will be LOWER, due to the
bypassing hot oil coming around the core.
SERVICE MANUAL
HYD OIL COOLING CIRCUIT OVERVIEW...CONT'D 1_2
MAIN OIL COOLER FAN SPEED CONTROL

The main fan circulating air through the engine radiator and main hydraulic oil cooler is
controlled by several systems, as each system may have different requirements under different
operating modes of the loader. Three inputs are monitored for engine fan speed control. There
are:
● The engine. The engine has an on-board computer management system monitoring
numerous parameters and will request fan speed based on such variables as:
● Coolant temperature of the coolant leaving the engine block.
● Coolant temperature of the coolant in the aftercooler system.
● Ambient temperature of the air charge entering the turbochargers.
● The electro-dynamic retarding system. When the loader is in retard mode for a specified
period, the engine fan speed is increased to give more grid retard cooling.
● The hydraulic system. The hydraulic oil temperature in the hydraulic tank is monitored
and the main fan speed is increased with the rising oil temperature.
SERVICE MANUAL
HYD OIL COOLING CIRCUIT OVERVIEW...CONT'D & FIGURE 1 1_2

AUXILIARY OIL COOLER (OPTIONAL) FAN SPEED CONTROL
The auxiliary oil cooler fan is a two-speed system, where the fan rolls at a low speed during its
“OFF” mode, and the fan rotates at high speed during its “ON” mode.
The auxiliary oil cooler fan is commanded “ON” when the hydraulic oil temperature (sensed in
the hydraulic tank) rises above 140° F (60° C) and will remain “ON” until the hydraulic tank oil
temperature drops to 131° F (55°C), where the auxiliary oil cooler fan will return to “OFF” mode
again.
Refer to AUXILIARY OIL COOLER for service requirements.
Fan speed can be adjusted to high speed should additional cooling be required in extremely
hot conditions. Temporarily forcing the fan to high speed is also useful in blowing
accumulations of dust and dirt from the coils. Fan speed adjustments are made via the
LINCS™ computer system. To adjust fan auxiliary oil cooler pressure:
a. Go to the LINCS™ maintenance menu screen and force the auxiliary oil cooler fan to HI.
Monitoring the oil cooler pump pressure, adjust the relief until 1100 PSI is achieved. Refer
to illustration "AUXILIARY FAN RELIEF". Once adjustment is complete, return fan to
normal operation with the LINCS screen.
Figure A1. AUXILIARY FAN RELIEF
SERVICE MANUAL

HYDRAULIC SYSTEM THERMAL CONTROL
Under “normal” conditions the hydraulic cooling system will keep the hydraulic oil temperature
below approximately 158° F (70° C). Any one or more of the following reasons may contribute
to an increase in the system temperature.
● Incorrectly adjusted relief valve.
● Incorrectly adjusted pump compensator
● Incorrectly adjusted main fan pump compensator.
● Incorrect hydraulic fluid type and/or viscosity.
● Excessive dust and/or dirt plugging air path through oil cooler core.
● Foreign debris plugging interior oil cooler core.
● Incorrect fan speed setting.
● Operation of the machine above system limits for extended periods. These limits may
be:
● Operation above rated altitude.
● Excessive bucket load weight
● Excessive hydraulic system stalling or holding circuits against system stops and/or
relief valves.
● Operation in an ambient temperature above rated temperature. (Actual temperature
where loader is working must be reviewed, not the “district” ambient temperature.)
Where “normal” operation consists of occasional, short excursions over

the rated ambient temperature, the loader must have all other possible
system faults eliminated. The duty cycle of the loader should be reduced
to such a level that the cooling system maintains hydraulic oil temperature
at a constant level, preferably at or below 158° F (70° C). It is paramount
that all other system components are clean and correctly adjusted to help
offset the increased ambient temperature. Operation of the loader under
these conditions, with other defects in the hydraulic cooling system, will
quickly cause rapid temperature rise and may result in catastrophic
temperature related failures.
SERVICE MANUAL
Figure 1. AUXILIARY OIL COOLER
SERVICE MANUAL
NOTES
SERVICE MANUAL
OIL COOLER CONTROL VALVE & FIGURE 2 1_2

OIL COOLER CONTROL VALVE
The oil cooler control valve is a spring biased pilot controlled logic valve that controls the flow
path. Oil can flow directly through the valve out to the oil cooler, which is mounted adjacent to
the radiator, or bypass the oil cooler by flowing across the logic valve and back to the hydraulic
tank. The route of the oil is dependent upon temperature and viscosity. On the inlet to this
valve is a pilot port that is connected by a hose to the cap end of the valve. This pilot port
provides controlling pressure to the logic element and provides flow to the oil cooler pilot valve
at Port “P” (refer to illustrations "OIL COOLER CONTROL VALVE" and "OIL COOLER PILOT
VALVE").
The Oil Cooler Pilot Valve controls the operation of the oil cooler control valve. As oil enters
Port “P” of the oil cooler pilot valve it has two parallel paths to flow. One path is across a 100-
psi check valve and the other is across a normally closed solenoid valve. Both paths exit Port
“T”.

1. HOUSING
2. CARTRIDGE ASSEMBLY
3. SPRING
4. BACKUP RING
5. O-RING
6. END CAP
7. LOCKWASHER
8. BOLT
Figure 2. OIL COOLER CONTROL
VALVE
1
TA10427-6
7
8
Ta10427
LeTourneau, Inc. 2005 All Rights Reserved 018AH005 ( p1 )
SERVICE MANUAL
FIGURE 3 1_2

ILLUSTRATION
1. SOLENOID
2. OIL COOLER PILOT VALVE
3. CHECK VALVE
4. PLUG
Figure 3. OIL COOLER PILOT VALVE –
COMPONENT APPROXIMATE
MACHINE LOCATIONS
TA10229-8
1
4
1 2
1
1
2
2
3
TA10229-8
SERVICE MANUAL
FIGURE 4 1_2

REFER TO TA-10179-8D FOR THIS
ILLUSTRATION
1. OIL COOLER CONTROL VALVE
2. OIL COOLER PILOT VALVE
Figure 4. OIL COOLING CIRCUIT
TA10179-8D
TA10179-8D
SECTION 18, PART 9

HYDRAULIC SYSTEM
AUXILIARY CIRCUIT
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM - AUXILIARY CIRCUIT & FIGURE 1 1_2

HYDRAULIC SYSTEM
ACCESSORY CIRCUIT
LETOURNEAU, INC.
ROL-8, PART 9
TABLE OF CONTENTS
CIRCUIT OVERVIEW
ACCESSORY PUMP SETTING AND ADJUSTMENT PROCEDURE
DRIVER OIL FILTRATION SCHEMATICS (LOCATED IN SCHEMATICS)
AUTO LUBE SCHEMATICS (LOCATED IN SCHEMATICS)
AIR CONDITIONING SCHEMATICS (LOCATED IN SCHEMATICS)
Figure 1.1. DRIVER FILTRATION SYSTEM MOUNTING
Figure 2. L-1350 BLOWER CIRCUIT – DRIVER FILTRATION
Figure 3. L-1350-L-1850-L-2350 DRIVER FILTRATION SYSTEM COMPONENT
LOCATIONS
CIRCUIT OVERVIEW
The accessory pump is a pressure-compensated piston pump producing flow for the air
conditioning, autolube and driver filtration systems on late Models L-1850-L-2350.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AI001A ( d 1 )
SERVICE MANUAL
HYDRAULIC SYSTEM - AUXILIARY CIRCUIT & FIGURE 1 1_2

ACCESSORY PUMP SETTING AND ADJUSTMENT PROCEDURE
The accessory piston pump adjustment procedure is as follows:
a. Insure that flow (stand-by) set screw in screwed completely in. See figure "AXIAL
PISTON PUMP ADJUSTMENT".
b. With the oil at operating temperature and the engine at high throttle adjust the pump
compensator setting to 2000psi.
c. Be sure both of the adjustment acorn nuts are secure.

The driver oil filtration system consists of two hydraulically driven motors with 1 GPM pumps
(one for the front drivers and one for the rear), and a strainer and a spin-on oil filter for each
driver (refer to illustration "DRIVER FILTRATION SYSTEM MOUNTING").
The following is a brief overview of system operation:
a. When the engine is started, the pump motors receive hydraulic oil at the rate of 1 GPM.
On the Model L-1350 loader, the Driver Filtration System is plumbed to the
Blower Circuit. On Models L-1850-L-2350 loaders, it is plumbed to the
Auxiliary Circuit.
b. The driver’s oil is picked up inside the spindle primary gear case through a fitting in the
motor endbell.
c. The oil is pumped through a strainer and then through the pump to a 10-micron absolute
media spin-on oil filter.
d. The oil is then pumped back into the internal gear area of the driver through another
fitting in the motor endbell.
Refer to schematics "L-1350 BLOWER CIRCUIT - DRIVER FILTRATION" for

a schematic of the driver oil filtration system.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AI001A ( d 2 )
SERVICE MANUAL
FIGURE 1.1 1_2
REFER TO ILLUSTRATION ON PAGE 018AI002 (p)

1. STRAINER
2. SPIN-ON FILTER
3. PUMP/MOTOR
4. FUEL TANK
REAR UNIT SHOWN WITH AXLE REMOVED. SIMILAR

UNIT MOUNTED IN FRONT FRAME FOR FRONT
DRIVERS
Figure 1.1. DRIVER FILTRATION SYSTEM MOUNTING
Should a LINCS™ warning situation occur, remove the machine from

service and correct the problem immediately, or serious damage could
result.
TA10626
1 2 3 4 2 1
TA10626
LeTourneau, Inc. 2005 All Rights Reserved 018AI002 ( p1 )
SERVICE MANUAL
FIGURE 2 1_2

REFER TO ILLUSTRATION ON PAGE 018AI006 (p)
1. DRIVER OIL FILTRATION SYSTEM – FRONT
2. DRIVER OIL FILTRATION SYSTEM - REAR
Figure 2. L-1350-L-1850-L-2350 DRIVER FILTRATION SYSTEM COMPONENT
LOCATIONS
TA10873
COMPONENT LOCATIONS
LeTourneau, Inc. 2005 All Rights Reserved 018AI006 ( p1 )
SECTION 18, PART 10

HYDRAULIC PUMP
GEARBOX ASSEMBLY
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC SYSTEM - HYDRAULIC PUMP GEARBOX ASSY 1_2

HYDRAULIC PUMP GEARBOX ASSEMBLY
LETOURNEAU, INC.
ROL-8, PART 10
TABLE OF CONTENTS
HYDRAULIC PUMP GEARBOX LUBRICANT PUMP CIRCUIT
HYDRAULIC PUMP GEARBOX ASSEMBLY REPAIR AND OVERHAUL PROCEDURES
LOADER MODEL L-1350
HYDRAULIC GEARBOX REMOVAL
HYDRAULIC GEARBOX DISASSEMBLY
INSPECTION
HYDRAULIC GEARBOX ASSEMBLY
INSTALLATION AND ALIGNMENT OF GEARBOX TO GENERATOR
COMPLETING THE INSTALLATION
HYDRAULIC PUMP GEARBOX ASSEMBLY REPAIR AND OVERHAUL PROCEDURES
LOADER MODELS L-1850-L-2350
INSPECTION
MOBILE HYDRAULIC TROUBLESHOOTING GUIDE (LET-6)
Figure 1. HYDRAULIC PUMP GEARBOX OIL COOLER CIRCUIT
Figure 2. L-1350-L-1850-L-2350 HYDRAULIC PUMP GEARBOX COMPONENT
SPECIFICATIONS
Figure 3. L-1350 HYDRAULIC PUMP GEARBOX ASSEMBLY
Figure 4. HYDRAULIC GEARBOX DRIVE SHAFT INSTALLATION
Figure 5. HYDRAULIC PUMP GEARBOX ALIGNMENT
Figure 6. GENERATOR INSULATED COMPONENTS
Figure 7. INSTALLED COMPONENTS CROSS SECTION
Figure 8. L-1850-L-2350 HYDRAULIC PUMP GEARBOX ASSEMBLY
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AJ001A ( d 1 )
SERVICE MANUAL
HYDRAULIC SYSTEM - HYDRAULIC PUMP GEARBOX ASSY 1_2

HYDRAULIC PUMP GEARBOX LUBRICANT PUMP CIRCUIT
The hydraulic pumps are driven by a gearbox assembly that is mechanically powered by the
generator via a driveshaft. A 12 GPM vane pump (refer to "HYDRAULIC PUMP
ARRANGEMENT" illustrations L-1350 or L-1850-L-2350 – as applicable) pumps the hydraulic
gearbox internal lubricating oil through a spin-on filter. The oil then travels to the gearbox oil
cooler control valve, which is mounted on the bottom of the hydraulic pump gearbox. The oil
enters the control valve at port “P” where it is monitored by a 100-psi pressure limiting check
valve and a 50-psi oil cooler bypass check valve. The flow then leaves the control valve at
port “CP” and travels through the oil cooler, returning to the control valve at Port “CR”. This
fluid passes through the control valve and is plumbed to a distribution manifold. Oil flows into
each of 10 bearing areas from a common distribution tube. The splined adapters are fitted
with a piston ring on its outside diameter that mates with a bore in the bearing housing. This
blocks the flow of oil around the shaft except what passes along the spline root areas. Flow is
great enough to fill the cavity between the pump and drive adapter to a point above the drive
adapter where a drain hole in the bearing housing allows overflow through the bearing area
into the sump. The spline, being totally saturated, brings the term “wet spline” to reality.
A pressure transducer is remotely mounted and a sending unit attached to the valve monitors
performance. These two switches provide warning information by illuminating the amber
warning light on the operator’s console and sounding an audible alarm. A warning screen
indicating gearbox overheating will appear on the LINCS™ computer monitor. "HYDRAULIC
PUMP GEARBOX OIL COOLER CIRCUIT" illustration provides a schematic of the oil filtration
and cooling system and an illustration of the gearbox oil cooler control valve.
L-1850-L-2350: If removing and replacing gearbox lube pump, make special

note of seal orientation. The seal is reversed to prevent cross-
contamination of gearbox lubricant and hydraulic oil.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 018AJ001A ( d 2 )
SERVICE MANUAL
FIGURE 1 1_2

REFER TO TA-11157-4 FOR
THIS ILLUSTRATION
1. LUBE PUMP
2. ELBOW
3. HOSE
4. FILTER HOUSING
5. FITTING
6. ELBOW
7. HOSE
8. CONTROL VALVE
9. FITTING
10. HOSE
11. HOSE
12. OIL COOLER
Figure 1. HYDRAULIC
PUMP GEARBOX OIL
COOLER CIRCUIT
3 2 1
TA-11157-4
6 5 4
7
8
9 12
10
11 6
TA11157-4
LeTourneau, Inc. 2005 All Rights Reserved 018AJ002 ( p1 )
SERVICE MANUAL
FIGURE 2 1_2

COMPONENT USE / DESCRIPTION SPECIFICATION LOCATION
Gearbox Vane Hydraulic Pump 12 GPM Mounted on rear
Lubricant Pump Pump Gearbox Lube 45 L/Min side of hydraulic
Refer to 20-38 psi pump gearbox.
illustrations
"HYDRAULIC
PUMP
ARRANGEMENT",
L-1350 or L-1850-
L-2350, (as
applicable).
Check Valve Pressure limiting check 100 psi Oil Cooler Control
valve - regulates Valve - bottom of
pressure flow into gearbox
control valve.
Check Valve Pressure Limiting 50 psi Oil Cooler Control
Check Valve - Valve - bottom of
regulates pressure gearbox
flow into oil cooler.
Pressure Monitors oil pressure Variable PSI Transducer
Transducer for visual and audible man.
alarm.
Temperature Monitors oil Variable Oil Cooler Control
Sending Unit temperature for visual Valve - bottom of
and audible alarm. gearbox
Oil Filter Filter lubricating oil Spin-on filter Mounted to left of
gearbox.
Air Breather Filter Air filter ventilation Spin-on filter Mounted behind cab
on cooling and fan
housing.
Oil Cooler Cool gearbox Mounted at SCR
lubricating oil. cabinet air exhaust.
Figure 2. L-1350-L-1850-L-2350 HYDRAULIC PUMP GEARBOX COMPONENT
SPECIFICATIONS
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYD PUMP GBOX ASSY REP & OH PROC LOADER L-1350 1_2

HYDRAULIC PUMP GEARBOX ASSEMBLY REPAIR AND
OVERHAUL PROCEDURES LOADER MODEL L-1350
Numbers in parentheses refer to illustration "L-1350 HYDRAULIC GEARBOX ASSEMBLY"
unless otherwise noted.
Lock out the machine’s starting capability with the maintenance lockout
switch (if so equipped) and place frame lock in the locked position. If not
equipped with the maintenance lockout switch, place a DO NOT OPERATE
sign on the controls and remove the key. Serious injury or loss of life is
possible if the machine is started while repair operations are being
conducted.
Removal and installation of the hydraulic pump gearbox requires either a

truck-mounted or overhead crane of sufficient height and capacity to lift
the cooling air system air filtration unit, blower assembly and gearbox with
pumps attached.
a. Remove the catwalk grating behind the operator’s cab.

b. Remove the front hood structure.
c. Remove central air blower assembly.
d. Disconnect drive shaft U-joint from hydraulic gearbox.
e. Tag and disconnect the hydraulic hoses from the hydraulic pumps (38, 46, 62, 63, 90
and 96). Then cap the openings to prevent foreign material from entering.
f. Remove the bolts, flatwashers and lockwashers (77, 79 and 80) securing the mounting
structures (81) to the frame of the loader.
g. Attach a suitable hoist to the eye brackets (71) and lift the gearbox clear of the loader
and into a prepared area.
a. Remove the bolts, nuts and lockwashers to allow the hydraulic pumps (38, 46, 62, 63) to
be removed along with O-rings (35) and adapter sleeves (32).
Do not disassemble retainer (58), bearing (53) and input shaft (59) unless
inspection reveals excessive wear.
b. Remove bolts and lockwashers to allow hydraulic pumps (90 and 96) to be removed
along with O-ring (35) and adapter sleeve (32).
c. Remove air bleed valve on top of gearbox cover.
SERVICE MANUAL
HYD PUMP GBOX ASSY REP & OH PROC LOADER L-1350 1_2

d. Provide a suitable container, then remove the plug (85) and drain the gearbox oil.
e. Remove bolts and lockwashers securing cover plate structure (27). Remove cover plate
and gasket (28).
f. Disconnect tube assembly (19) from tube structure manifold (16).
g. Disconnect and remove the tube structure manifold (16) by removing bolts and
lockwashers.
h. Remove hose assembly (3 and 7, illustration "HYDRAULIC PUMP GEARBOX OIL
COOLER CIRCUIT" ). Remove the bolts, lockwashers and flatwashers to remove the oil
filter assembly (4, illustration "HYDRAULIC PUMP GEARBOX OIL COOLER CIRCUIT" )
from mount structure.
Do not disassemble the tube manifold structure unless inspection reveals

damage.
Take note of or mark each bearing housing as to its location so as not to

confuse the positioning during disassembly.
i. Remove the bolts and lockwashers to allow removal of the output bearing housings (29)
with O-rings (66).
As each bearing housing is removed, take note of the size and number of
shims used to position that housing, or utilize a small piece of wire and
attach the shims to the housings.
j. The bearings (10) must be pressed from the housings (29).

k. Remove the drive gears (11).
SERVICE MANUAL
HYD PUM GBOX ASSY REP & OH PROC LOADER L-1350...CONT'D 1_2

INSPECTION
a. Check all the bearings for excessive play, pitting or discoloration. Replace any found
defective.
b. Inspect the gears for broken or worn teeth, pitting, discoloration or damaged splines.
Replace any found defective.
c. Inspect all splined components for wear or damage. Replace any found worn beyond
serviceability.
d. If gear failure has occurred, check the housings (29) for cracks.
e. Clean all parts in solvent and dry with compressed air.
f. Check all machined parts for cleanliness, burrs, etc. Clean/deburr, if required.
g. Be sure to flush all oil passageways to eliminate any debris from a gear or bearing
failure.
h. Install a new oil filter element (4, illustration "HYDRAULIC PUMP GEARBOX OIL
COOLER CIRCUIT").
i. Lubricate all gears, splines and bearings prior to installation.
j. Check to assure that all parts are available and gather at assembly area.
a. Press the bearings (10) into the bearing housings (29).
b. Position the gears (11) one at a time into the bearings (10) that have been pressed into
the housings.
c. Install bearing housings (29) complete with shims (88, 89 and 90) to housing. Secure
housings with studs and nuts. Torque nuts to 282-ft. lbs. lubricated. DO NOT install O-
rings (66) at this time.
d. Position the gearbox-housing upright. Spin the gears to be certain that no binding
occurs. If rotation is difficult, do not force, rather disassemble that group and find the
problem.
e. With the gearbox at ambient temperature (assuming ambient temperature is at least 65°
F), mount a magnetic base dial indicator with the probe resting on the bearing. Force
the gear (11) against the housing opposite the dial indicator. Then zero the dial
indicator. To determine bearing play, force the gear back in the direction of the dial
indicator. The amount of bearing play should be between 0.005” to 0.007” loose. Repeat
this step for each gear assembly.
Install shims if bearing play is more than 0.005”. Remove shims if the
reading is less than 0.003” (shim packs available are 0.003”, 0.010”
and .0020“).
SERVICE MANUAL
HYD PUM GBOX ASSY REP & OH PROC LOADER L-1350...CONT'D 1_2
f. Install the tube manifold structure (16) and secure with bolts and lockwashers (18 and
14). Tighten bolts to 18-ft. lbs. lubricated with 30W motor oil on the threads and under
the heads.
g. Recheck endplay on all gears, adjusting if necessary.
h. Check to assure all gears have adequate backlash and that the gears rotate freely,
without binding or noise.
i. Remove bearing housings, install O-rings (66), using a light coat of grease on the O-
rings. Reassemble using Loctite thread sealant. Torque bolts to 282-ft. lbs.
j. Install hydraulic pumps (38, 46, 62, 63, 90 and 96) with adapter sleeves and O-rings.
Install cover plate (91).
k. Install 45° elbow (23), and connect hose (22). Be sure hose is routed so that it does not
interfere with the gear teeth.
l. Install tubes (19) to tube manifold. Assure that the ends of the tube are located in the
bearing housing oil holes.
m. Install ball bearing (53) onto input shaft (59).
n. Install retaining ring (52).
o. Install bearing/shaft assembly into bearing housing (51).
p. Install O-ring (55) and bolts (57) into seal plate (56) and install into bearing housing with
retaining ring (58).
q. Install level gauges (99). Do not overtighten as glass breakage may occur.
r. Install pipe plugs (100).
s. Install cover gasket (28) and cover plate (27).
t. Install pipe plug (85).
SERVICE MANUAL
HYD PUMP GBOX ASSY REP & OH PROC LOADER L-1350...CONT'D 1_2

Extreme caution must be exercised to ensure proper alignment of the

gearbox to the generator or component damage could occur.
Numbers in parenthesis refer to illustration "HYDRAULIC GEARBOX DRIVE SHAFT

INSTALLATION".
a. Install the drive hub on the generator output shaft.
INSULATED COMPONENTS – It is CRITICALLY IMPORTANT to install

insulated components as shown in illustration "GENERATOR INSULATED
COMPONENTS". Note that the laminated retainer key has a specific
installation orientation. When installed in the proper orientation, the
material is approximately the same strength as a steel key. Orientation of
all insulated components is further illustrated in "INSTALLED
COMPONENTS CROSS SECTION".
b. Install the driven hub on the gearbox input shaft.

c. Attach hoisting device to lifting eyes and hoist gearbox into mounting position.
d. Temporarily place the driveshaft (7) between the drive hub (3) and the driven hub (8) to
assure proper clearance.
e. Move the drive shaft (7) until the hubs are aligned.
f. Place a straight edge, of adequate length, over the top of each hub in the 12 o’clock
position (refer to illustration "HYDRAULIC PUMP GEARBOX ALIGNMENT").
g. With a feeler gauge, check under the straight edge.
h. Adjust the gearbox vertically by screwing in or out on the bolts in the adjusting bars (14)
until there is 1/8” clearance or less at the 12 o’clock position.
i. Next, place the straight edge over the side of each hub at the 3 or 9 o’clock position.
j. Adjust the gearbox laterally by repositioning the mount structures (15) to obtain 1/32” or
less clearance at either the 3 or 9 o’clock position.
k. Recheck the 12 o’clock position to make certain that the original tolerance is
maintained.
l. Install the gearbox mount bolts. Torque bolts to Grade 8 specifications per the
m. Lift the drive shaft (7) into position and move the driven hub (8) until it meets with the
drive shaft end. Secure the driven hub in place.
n. Secure the U-joint bolts (5 and 6) into the drive hub (3) and driven hub (8). Tighten the
bolts to 90-ft. lbs., lubricated with 30-W motor oil on the threads and under the heads.
o. Double check the alignment by placing the straight edge and the 12 and 3 or 9 o’clock
positions to see if the original tolerances were maintained. Adjust if required.
p. Fill the gearbox with the proper oil as listed on illustration "L-1350-L-1850-L-2350
HYDRAULIC SYSTEM FLUID AND SERVICE RECOMMENDATIONS". The gearbox
holds 7 gallons of oil.
SERVICE MANUAL
HYD PUMP GBOX ASSY REP & OH PROC LOADER L-1350...CONT'D 1_2

a. Attach hoisting device to lifting eye on blower assembly and hoist assembly into
position.
b. Attach hoisting device to cooling air system air filtration unit and hoist into position.
c. Reinstall mount bolts, nuts and washers that secure blower assembly to adapter
structure and air filtration unit to mount structure. Torque bolts to Grade 8 specifications
d. Install flex duct and hose clamp between filter assembly and blower assembly.
e. Reconnect hydraulic lines to blower motor.
f. Refill the hydraulic reservoir to the full mark on the reservoir sight gauge. Refer to
RESERVOIR FILLING FACILITIES.
g. Close manual air release valve.
h. Bleed all hydraulic pumps per the instructions in HYDRAULIC SYSTEM POST
SERVICE REQUIREMENTS.
Failure to bleed each hydraulic pump following service or repair of the

hydraulic system can result in pump failure or shortened pump life due to a
dry-start condition at machine start up.
j. Recheck flex hose and clamp between blower and filter assembly for leaks.
k. Check all hydraulic pumps and blower motor for hydraulic fluid leaks with engine at HI
throttle.
l. Reinstall the front hood structure.
m. Reinstall crossmember that anchors grating.
n. Reinstall grating.
SERVICE MANUAL
FIGURE 3 1_2

1. ELBOW
2. ADAPTER
3. HOSE
4. ADAPTER
5. MOUNT STRUCTURE
6. FLATWASHER
7. LOCKNUT
8. BOLT
9. FILTER
10. BEARING
11. GEAR
12. BOLT BLOCK
13. CUP
14. LOCKWASHER
15. BOLT
16. TUBE
17. TUBE
18. NUT
19. TUBE
20. TUBE
21. BOLT
22. HOSE
23. ELBOW
24. PIPE PLUG
25. BOLT
26. LOCKWASHER
27. COVER PLATE
28. GASKET
29. BEARING HOUSING
30. FLATWASHER
31. BOLT
32. ADAPTER SLEEVE
33. RING
34. RETAINING RING
35. O-RING
36. LOCKWASHER
37. BOLT
38. PUMP
39. SLEEVE
40. RING
41. RETAINING RING
42. ADAPTER
43. LOCKWASHER
44. BOLT
LeTourneau, Inc. 018AJ009 ( d 1 )
Reserved LOADER
SERVICE MANUAL
FIGURE 3 1_2

45. O-RING
46. PUMP
47. ELBOW
48. HOSE
49. CLAMP
50. TUBE
51. HOUSING
52. RETAINING RING
53. BEARING
54. SEAL
55. O-RING
56. SEAL PLATE
57. BOLT
58. RETAINING RING
59. INPUT SHAFT
60. FLATWASHER
61. BOLT
62. PUMP
63. PUMP
64. O-RING
65. SLEEVE
66. O-RING
67. DIFFUSER
68. O-RING
69. WASHER
70. ELBOW
71. PLATE
72. LOCKWASHER
73. BOLT
74. BOLT
75. NUT
76. BAR
77. LOCKWASHER 89. SHIM
78. BOLT 90. PUMP
79. BOLT 91. PLATE
80. FLATWASHER 92. PLATE
81. MOUNT STRUCTURE 93. O-RING
82. GAUGE 94. SLEEVE
83. VALVE ASSEMBLY 95. BOLT
84. BOLT 96. PUMP
85. PLUG 97. LOCKNUT
86. SETSCREW 98. HOUSING
87. SHIM 99. BAR
88. SHIM 100. PIPE PLUG
Figure 3. L-1350 HYDRAULIC GEARBOX ASSEMBLY
Reserved LOADER
36 37 38 48
TA10358-6
24 50
47
49
49
25 46
9
26 25
8
35 47
27 32
7
16 33
6 34
26
17 18
19 45
5 44
43 59
4 21 61
42 58
41 57 43
14 14 35 60 62
28 40 56
3 15 39
13 23 31 55
2 30 54
20 29 53 35
1 22
11 5 32
12 29
33
51 64 34
10
63
29
65
31
100
99
61
98
43
35
82 97
29 32
67 33
66
34
35 68
34 69 10
33
32
86
70
71
85 22
74
72
43 73 75
44 34 68
35 33 76
90 32 35
92 66 83
77
96
93 26 79 78
34 87 88 82
33 89 77
29 84
32
94
43 80
80
95
77
81 79
90 44 43 35
91 35
34
33
32
90
37 36
L-1350 HYDRAULIC GEARBOX ASSEMBLY

SERVICE MANUAL
TABBLANK
SERVICE MANUAL
FIGURES 4 & 5 1_2

ILLUSTRATION
1. GENERATOR
2. OUTPUT SHAFT
3. DRIVE HUB
4. U-JOINT
5. BOLT
6. BOLT
7. DRIVE SHAFT
8. DRIVE HUB
9. SETSCREW
10. INPUT SHAFT
11. LIFTING EYE
12. GEARBOX
13. KEY
14 ADJUSTING BAR
15. MOUNT STRUCTURE
Figure 4. HYDRAULIC GEARBOX
DRIVE SHAFT INSTALLATION
ILLUSTRATION
1. GENERATOR OUTPUT
SHAFT
2. DRIVE HUB
3. STRAIGHT EDGE
4. DRIVE HUB
5. GEARBOX INPUT SHAFT
GEARBOX ALIGNMENT
11 12 TA7744
13
11
10
8
8
6
4
6 14
7
1 6 15
4
2
3
HYDRAULIC GEARBOX DRIVESHAFT INSTALLATION

TA9774
1 2
4 5
HYDRAULIC PUMP GEARBOX ALIGNMENT

SERVICE MANUAL
FIGURES 6 & 7 1_2

ILLUSTRATION
1. RETAINER BOLT
2. INSULATED RETAINER PLATE
3. INSULATED DRIVE HUB
4. INSULATED RETAINER KEY
5. GENERATOR DRIVE SHAFT
6. INSULATED BEARING
Figure 6. GENERATOR INSULATED
COMPONENTS
TA11084
GENERATOR INSULATED COMPONENTS

SERVICE MANUAL
NOTES
SERVICE MANUAL
HYD PUMP GBOX ASSY REP & OH PROC L-1850,L-2350 1_2

HYDRAULIC PUMP GEARBOX ASSEMBLY REPAIR AND
OVERHAUL PROCEDURES LOADER MODELS L-1850-L-
2350
Numbers in parentheses refer to illustration "L-1850-L-2350 HYDRAULIC PUMP GEARBOX"
Lock out the machine’s starting capability with the Maintenance Lockout
Switch (if so equipped) and place frame lock in the locked position. If not
equipped with the Maintenance Lockout Switch, place a DO NOT OPERATE
sign on the controls and remove the key. Serious injury or loss of life is
possible if the machine is started while repair operations are being
conducted.
Removal and installation of the hydraulic pump gearbox requires either a

truck-mounted or overhead crane of sufficient height and capacity to lift
the cooling air system air filtration unit, blower assembly and gearbox with
pumps attached.
a. Remove the catwalk grating behind the operator’s cab.

b. Remove the front hood structure.
c. Remove central air blower assembly.
d. Disconnect drive shaft U-joint from hydraulic gearbox.
e. Tag and disconnect the hydraulic hoses from the hydraulic pumps (58, 70, 73, 105 and
111). Then cap the openings to prevent foreign material from entering.
f. Tag and disconnect lines to air compressor (46). Cap openings to prevent foreign
material from entering.
g. Remove the bolts, flatwashers and lockwashers (85, 86, 87 and 88) securing the
mounting structures (89) to the frame of the loader.
h. Attach a suitable hoist to the eye brackets (79) and lift the gearbox clear of the loader
and into a prepared area.
SERVICE MANUAL
HYD PUMP GBOX ASSY REP & OH PROC L-1850,L-2350 1_2

a. Remove the bolts, nuts and lockwashers to allow the hydraulic pumps and air
compressor (46, 58, 70, 73, 105 and 111) to be removed along with associated O-rings
(32), adapter sleeves (37 and 55), gasket (43), piston ring (40) and nut (41).
Do not disassemble retainer (68), bearing (63) and input shaft (69) unless
inspection reveals excessive wear.
b. Remove air bleed valve on top of gearbox cover.
c. Provide a suitable container, then remove the plug (93) and drain the gearbox oil.
d. Remove bolts and lockwashers securing cover plate structure (27). Remove cover plate
and gasket (28).
e. Disconnect tube assembly (19) from tube structure manifold (16).
f. Disconnect and remove the tube structure manifold (16) by removing bolts and
lockwashers.
g. Remove hose assembly (3 and 7, illustration "HYDRAULIC PUMP GEARBOX OIL
COOLER CIRCUIT"). Remove the bolts, lockwashers and flatwashers to remove the oil
filter assembly (4, illustration "HYDRAULIC PUMP GEARBOX OIL COOLER CIRCUIT")
from mount structure.
Do not disassemble the tube manifold structure unless inspection reveals

damage.
Take note of or mark each bearing housing as to its location so as not to

confuse the positioning during disassembly.
h. Remove the bolts and lockwashers to allow removal of the output bearing housings (29)
with O-rings (74).
As each bearing housing is removed, take note of the size and number of
shims used to position that housing, or utilize a small piece of wire and
attach the shims to the housings.
i. The bearings (10) must be pressed from the housings (29).
j. Remove the drive gears (11).
SERVICE MANUAL
HYD PUMP GBOX ASSY REP & OH PROC L-1850,L-2350...CONT'D 1_2

INSPECTION
a. Check all the bearings for excessive play, pitting or discoloration. Replace any found
defective.
b. Inspect the gears for broken or worn teeth, pitting, discoloration or damaged splines.
Replace any found defective.
c. Inspect all splined components for wear or damage. Replace any found worn beyond
serviceability.
d. If gear failure has occurred, check the housings (29) for cracks.
e. Clean all parts in solvent and dry with compressed air.
f. Check all machined parts for cleanliness, burrs, etc. Clean/deburr, if required.
g. Be sure to flush all oil passageways to eliminate any debris from a gear or bearing
failure.
h. Install a new oil filter element (4, illustration "HYDRAULIC PUMP GEARBOX OIL
COOLER CIRCUIT").
i. Lubricate all gears, splines and bearings prior to installation.
j. Check to assure that all parts are available and gather at assembly area.
a. Press the bearings (10) into the bearing housings (29).
b. Position the gears (11) one at a time into the bearings (10) that have been pressed into
the housings.
c. Install bearing housings (29) complete with shims (95, 96 and 97) to housing. Secure
housings with studs and nuts. Torque nuts to 282-ft. lbs. lubricated. DO NOT install O-
rings (66) at this time.
d. Position the gearbox-housing upright. Spin the gears to be certain that no binding
occurs. If rotation is difficult, do not force, rather disassemble that group and find the
problem.
e. With the gearbox at ambient temperature (assuming ambient temperature is at least 65°
F), mount a magnetic base dial indicator with the probe resting on the bearing. Force the
gear (11) against the housing opposite the dial indicator. Then zero the dial indicator. To
determine bearing play, force the gear back in the direction of the dial indicator. The
amount of bearing play should be between 0.005” to 0.007” loose. Repeat this step for
each gear assembly.
Install shims if bearing play is more than 0.005”. Remove shims if the
reading is less than 0.003” (shim packs available are 0.003”, 0.010”
and .0020“).
SERVICE MANUAL
f. Install the tube manifold structure (16) and secure with bolts and lockwashers (18 and
14). Tighten bolts to 18-ft. lbs. lubricated with 30W motor oil on the threads and under
the heads.
g. Recheck endplay on all gears, adjusting if necessary.
h. Check to assure all gears have adequate backlash and that the gears rotate freely,
without binding or noise.
i. Remove bearing housings, install O-rings (66), using a light coat of grease on the O-
rings. Reassemble using Loctite thread sealant. Torque bolts to 282-ft. lbs.
j. Remove the bolts, nuts and lockwashers to allow the hydraulic pumps and air
compressor (46, 58, 70, 73, 105 and 111) to be removed along with associated O-rings
(32), adapter sleeves (37 and 55), gasket (43), piston ring (40) and nut (41).
k. Install 45° elbow (23), and connect hose (22). Be sure hose is routed so that it does not
interfere with the gear teeth.
l. Install tubes (19) to tube manifold. Assure that the ends of the tube are located in the
bearing housing oil holes.
m. Install ball bearing (63) onto input shaft (69).
n. Install retaining ring (62).
o. Install bearing/shaft assembly into bearing housing (29).
p. Install O-ring (65) and bolts (67) into seal plate (69) and install into bearing housing with
retaining ring (68).
q. Install level gauges (122). Do not overtighten as glass breakage may occur.
r. Install pipe plugs (123).
s. Install cover gasket (28) and cover plate (27).
t. Install pipe plug (93).
SERVICE MANUAL

Extreme caution must be exercised to ensure proper alignment of the

gearbox to the generator or component damage could occur.
Numbers in parenthesis refer to illustration "HYDRAULIC GEARBOX DRIVE SHAFT
INSTALLATION".
a. Install the drive hub on the generator output shaft.
INSULATED COMPONENTS – It is CRITICALLY IMPORTANT to install

insulated components as shown in illustration "GENERATOR INSULATED
COMPONENTS". Note that the laminated retainer key has a specific
installation orientation. When installed in the proper orientation, the
material is approximately the same strength as a steel key. Orientation of
all insulated components is further illustrated in "INSTALLED
COMPONENTS CROSS SECTION".
b. Install the driven hub on the gearbox input shaft.
c. Attach hoisting device to lifting eyes and hoist gearbox into mounting position.
d. Temporarily place the driveshaft (7) between the drive hub (3) and the driven hub (8) to
assure proper clearance.
e. Move the drive shaft (7) until the hubs are aligned.
f. Place a straight edge, of adequate length, over the top of each hub in the 12 o’clock
position (refer to illustration "HYDRAULIC PUMP GEARBOX ALIGNMENT").
g. With a feeler gauge, check under the straight edge.
h. Adjust the gearbox vertically by screwing in or out on the bolts in the adjusting bars (14)
until there is 1/8” clearance or less at the 12 o’clock position.
i. Next, place the straight edge over the side of each hub at the 3 or 9 o’clock position.
j. Adjust the gearbox laterally by repositioning the mount structures (15) to obtain 1/32” or
less clearance at either the 3 or 9 o’clock position.
k. Recheck the 12 o’clock position to make certain that the original tolerance is
maintained.
l. Install the gearbox mount bolts. Torque bolts to Grade 8 specifications per the
m. Lift the drive shaft (7) into position and move the driven hub (8) until it meets with the
drive shaft end. Secure the driven hub in place.
n. Secure the U-joint bolts (5 and 6) into the drive hub (3) and driven hub (8). Tighten the
bolts to 90-ft. lbs., lubricated with 30-W motor oil on the threads and under the heads.
o. Double check the alignment by placing the straight edge and the 12 and 3 or 9 o’clock
positions to see if the original tolerances were maintained. Adjust if required.
p. Fill the gearbox with the proper oil as listed on illustration "L-1350-L-1850-L-2350
HYDRAULIC SYSTEM FLUID AND SERVICE RECOMMENDATIONS". The gearbox
holds 7 gallons of oil.
SERVICE MANUAL

a. Attach hoisting device to lifting eye on blower assembly and hoist assembly into
position.
b. Attach hoisting device to cooling air system air filtration unit and hoist into position.
c. Reinstall mount bolts, nuts and washers that secure blower assembly to adapter
structure and air filtration unit to mount structure. Torque bolts to Grade 8 specifications
d. Install flex duct and hose clamp between filter assembly and blower assembly.
e. Reconnect hydraulic lines to blower motor.
f. Refill the hydraulic reservoir to the full mark on the reservoir sight gauge. Refer to
RESERVOIR FILLING FACILITIES for instructions on filling the hydraulic reservoir.
g. Close Manual Air Release Valve.
h. Bleed all hydraulic pumps per the instructions in HYDRAULIC SYSTEM POST
SERVICE REQUIREMENTS.
Failure to bleed each hydraulic pump following service or repair of the

hydraulic system can result in pump failure or shortened pump life due to a
dry-start condition at machine start up.
j. Recheck flex hose and clamp between blower and filter assembly for leaks.
k. Check all hydraulic pumps and blower motor for hydraulic fluid leaks with engine at HI
throttle.
l. Reinstall the front hood structure.
m. Reinstall crossmember that anchors grating.
n. Reinstall grating.
SERVICE MANUAL
FIGURE 8 1_2

ILLUSTRATION
1. ELBOW
2. ADAPTER
3. HOSE ASSEMBLY
4. ADAPTER
5. MOUNT STRUCTURE
6. FLATWASHER
7. LOCKNUT
8. BOLT
9. FILTER ASSEMBLY
10. BEARING
11. GEAR
12. BOLT BLOCK
13. CAP ASSEMBLY
14. LOCKWASHER
15. BOLT
16. TUBE STRUCTURE
17. FERRULE
18. NUT
19. TUBE
20. TUBE
21. BOLT
22. HOSE ASSEMBLY
23. ELBOW
24. PIPE PLUG
25. BOLT
26. LOCKWASHER
27. COVER PLATE STRUCTURE
28. COVER GASKET
29. GEARING HOUSING
30. FLATWASHER
31. BOLT
32. O-RING
33. RETAINER RING
34. MOUNT ADAPTER
35. O-RING
36. SEAL ADAPTER
37. SLEEVE ADAPTER
38. RETAINING RING
39. PISTON RING
40. PISTON RING
41. NUT
42. DRIVE HUB
43. GASKET
44. LOCKWASHER
Reserved LOADER
SERVICE MANUAL
FIGURE 8 1_2

45. BOLT
46. AIR COMPRESSOR
47. GASKET
48. COVER
49. LOCKWASHER
50. BOLT
51. ELBOW
52. TUBE
53. ADAPTER
54. CAPSCREW
55. ADAPTER SLEEVE
56. PISTON RING
57. RETAINING RING
58. PUMP ASSEMBLY
59. LOCKWASHER
60. BOLT
61. BEARING HOUSING
62. RETAINING RING
63. BEARING
64. OIL SEAL
65. O-RING
66. SEAL PLATE
67. BOLT
68. RETAINING RING
69. INPUT SHAFT
70. PUMP ASSEMBLY
71. LOCKWASHER
72. BOLT
73. PUMP ASSEMBLY
74. O-RING
75. DIFFUSER
76. O-RING
77. WASHER
78. ELBOW
79. PLATE
80. LOCKWASHER
81. BOLT
82. BOLT
83. NUT
84. ADJUSTMENT BAR
85. LOCKWASHER
86. BOLT
87. BOLT
88. FLATWASHER
89. MOUNT STRUCTURE
Reserved LOADER
SERVICE MANUAL
FIGURE 8 1_2

90. GAUGE
91. VALVE ASSEMBLY
92. BOLT
93. PLUG
94. SETSCREW
95. SHIM
96. SHIM
97. SHIM
98. ADAPTER MOUNT
99. LOCKWASHER
100. BOLT
101. ADAPTER SLEEVE
102. PISTON RING
103. RETAINING RING
104. O-RING
105. PUMP ASSEMBLY
106. LOCKWASHER
107. BOLT
108. O-RING
109. LOCKWASHER
110. BOLT
111. PUMP ASSEMBLY
112. ADAPTER
113. HOSE ASSEMBLY
114. ELBOW
115. BOLT
116. PUMP
117. ADAPTER
118. O-RING
119. ADAPTER MOUNT
120. LOCKNUT
121. HOUSING STRUCTURE
122. BRACE BAR
123. PIPE PLUG
Figure 8. L-1850-L-2350 HYDRAULIC
PUMP GEARBOX
Reserved LOADER
SERVICE MANUAL
NOTES
45
TA10552-8
44
43
46
42
41
40 47
25 37
38 48
26
39
16 36
4 60
27 35 59
28 34
17 18 51
5 19 33
3 32 52
53
6 21
2 49
50
1 7 14 14 54
72
15 58 69 71
13 23
32 68
31 55
20 67
8 30 56
12 66
11 29 57
65
9 22 64 72
29 71
10 83
61 62 70
32
31 123 55
29
56
122 57
73
32
121 55
56
57
120
90
75 28
32
57 76
56 74
55 77 10
58
94
78
79
32 83 22
119 80
81 82
118 83
57 32 76
56 57
58 56 84
55 55 91
74 85
117
86
116 26 87
32 95 96
90
99 98 85
97 92
100 103
29
102 88
101
32
104
57 88
114 105 56 85
55 89 87
113
99 106
99
115 107 100
108
112
109 59
111
110 60
TA10552-8
SERVICE MANUAL
TABBLANK
SECTION 19A
MACHINE STORAGE PROCEDURES
SERVICE MANUAL
NOTES
SERVICE MANUAL

LETOURNEAU, INC.
ROL-9
TABLE OF CONTENTS
TEMPORARY STORAGE – 30 DAYS OR LESS
INSPECTION AND REPAIR
LUBRICATION
CLEANING
PARKING
BATTERIES
RUST PREVENTION
AIR TANKS
FUEL AND HYDRAULIC OIL TANKS
TIRES
ENGINE
ELECTRIC WHEEL ASSEMBLIES
RADIATOR AND COOLING SYSTEM
EXTENDED STORAGE – UNDER SIX MONTHS
LUBRICATION
PARKING
BATTERIES
RUST PREVENTION
AIR SUPPLY TANKS (IF SO EQUIPPED)
TIRES
ENGINE
VENTS AND BREATHERS
EXTENDED STORAGE – OVER SIX MONTHS
PERIODIC INSPECTIONS
COMPONENT HEATERS
SERVICE MANUAL

RETURN TO SERVICE
LUBRICATION
BATTERIES
ENGINE
TIRES
AIR TANKS
VENTS AND BREATHERS
PAINT
PARTS CATALOG

Maintenance and servicing of the machine is important prior to storage for even a short period
of time. The following guidelines will help to prevent an expensive overhaul of various
components or a delay in returning the machine to service.
These procedures should be considered as minimum requirements as they do not attempt to
cover all possible details of storage maintenance or inspection. The age of the machine,
length of storage and conditions under which the machine is stored contribute to the amount
and kind of maintenance required. Local conditions and/or experience may dictate additional
storage precautions. These instructions assume the machine is fully operational and in
generally good working order.
SERVICE MANUAL
TEMPORARY STORAGE - 30 DAYS OR LESS

Thoroughly inspect and test the machine and make any necessary repairs and adjustments
which may be required to prepare the unit for service. This will allow the machine to be put
back into service with a minimum of delay.
LUBRICATION
Completely lubricate the machine in accordance with LUBRICATION AND SERVICE.
CLEANING
Thoroughly clean the entire machine with a steam cleaner or hot water high-pressure washer
and inspect the welds, tires etc. per the instructions in CLEANING AND COMPONENT
INSPECTION.
PARKING
Park it on a hard, dry, level surface that is free from grease and oil. Grease and oil will cause
tire deterioration. Securely position suitable chock blocks at each wheel.
BATTERIES
Moderate climates: Where moderate temperatures are expected, the batteries may be left in
the machine. If the machine is not going to be used for approximately 30 days, the batteries
may need a boost at the end of the storage period.
ALWAYS wear safety goggles or a face shield when working around the
machine’s batteries.
Temperature extremes - hot/cold: It is recommended the batteries be removed and taken
into a shop where they can be inspected, brought up to full charge, and placed on a trickle
charger to keep them at full charge.
In very cold or hot climates, it is IMPORTANT to store the batteries where

they will be protected from temperature extremes.
NEVER charge a frozen battery, it could explode. Warm it to at least 60° F

(16° C).
SERVICE MANUAL
In extremely cold climates where freezing of battery electrolyte is a

problem, battery heaters are recommended if the batteries are not removed
from the machine.
RUST PREVENTION
Clean all evidence of rust from the machine. Prime and paint affected areas as required to
prevent the reformation of rust. Also, cover all exposed machined surfaces with a good rust
preventative.
AIR TANKS
Open the drain cocks on air tanks.
When the air reservoirs are bled, the brakes will set. Therefore, the
machine MUST be blocked and parked on a hard, dry, level surface.

Fill fuel and hydraulic tanks to prevent moisture condensation within the tanks. If filling the
tanks is not possible or practical, use alternate methods to ensure that no moisture collects in
the tanks.
SERVICE MANUAL

TIRES
Inflate all tires to correct pressure. During storage, check inflation pressure approximately
once every two weeks.
STAND BEHIND THE TREAD AND USE A SELF-ATTACHING AIR CHUCK

WHEN INFLATING TIRES. DO NOT STAND IN FRONT OF OR BEHIND THE
TIRE AND RIM ASSEMBLY. IN THE EVENT OF TIRE EXPLOSION, FAILURE
TO COMPLY WITH THIS WARNING COULD RESULT IN SERIOUS INJURY
OR DEATH.
Refer to TIRE MAINTENANCE for proper inflation procedures and safety

precautions BEFORE inflating the tires.
ENGINE
Consult engine manufacturers’ service manual (available on manufacturer's website). Follow
the recommended storage procedures for periods equivalent to 30 days or less.
Care must be taken to see that the exhaust stack is covered. If it has a rain cap, make
sure it is working properly. If the rain cap is damaged or worn it should be replaced. If
replacement is not possible at that time, cover the stack by some other means to ensure that
moisture will not be allowed to enter the engine through the exhaust stack.
The best protective measure for the electric wheel assemblies for a machine that is to be
stored for a short period of time is to operate the machine once a week for at least 30 minutes.
Operating the machine circulates oil in the primary gearboxes and drivers to keep gears
lubricated and free from rust.
If it is not possible or practical to operate the machine for a short period of time, the use
of Axle Structure Anti-condensation Heaters is recommended.
SERVICE MANUAL

The use of an electrical control cabinet heater is recommended and the heater should be
energized continuously.
Service the cooling system in accordance with the instructions provided in SERVICING AND
TROUBLESHOOTING PROCEDURES and the instructions in the engine and radiator
manufacturers’ service manuals. BE SURE the antifreeze mixture is adequate to carry the
machine down to the lowest expected temperature.
In extremely cold climates, the use of a coolant and engine oil preheating
system or a block heater is recommended.
Refer to RETURN TO SERVICE PROCEDURES before the machine is

returned to service.
SERVICE MANUAL
EXTENDED STORAGE - UNDER SIX MONTHS

When storing the machine for periods of longer than 30 days, but less than six months, the
following procedures should be followed:
The procedures are the same as listed in TEMPORARY STORAGE - 30 DAYS OR LESS.
LUBRICATION
PARKING
The procedures are the same as listed in TEMPORARY STORAGE - 30 DAYS OR LESS plus
the machine should be jacked up and securely blocked under the axles so the tires are off the
ground or shop floor.
Refer to LOADER JACKING INSTRUCTIONS, BEFORE attempting to jack up

the machine.
BATTERIES
The batteries should be removed from the machine and stored in a suitable place where they
are protected from extremes of heat and cold and charged at least every 30 days or kept on a
trickle charger.
RUST PREVENTION
AIR SUPPLY TANKS (IF SO EQUIPPED)
TIRES
With the machine up on blocks, deflate the tires to 10 lbs. pressure. Clean off all grease and oil
and protect the tires from direct sunlight and water with a suitable cover. Refer to TIRE
MAINTENANCE for proper deflation procedures and safety advisories BEFORE deflating
the tires.
ENGINE
Consult engine manufacturers’ service manual (available on manufacturer's website). Follow
the recommended storage procedures for periods equivalent to “extended storage, longer than
30 days but less than six months”.
SERVICE MANUAL

Proper storage of the electric wheel assemblies is critical to the life of these components.
Bearings, gears and insulation may deteriorate unless adequate protective measures are
taken to protect against the elements.
Bearings and gears in the primary gearboxes and drivers are susceptible to the formation of
rust; insulation in rotating electrical equipment can accumulate moisture; and bearings may
become pitted.
Electrical components:
a. Perform a megohmmeter test on the drive motors. Refer to the LeTourneau publication
"TAKING CARE OF YOUR DC MOTOR – PART 2", Chapter 3 for instructions. Record the
Megger readings for future reference. They will be helpful in determining if deterioration is
being experienced when additional megger tests are made as part of a periodic inspection.
b. Lift the brushes in the drive motors and remove them from their brush holders. It is not
necessary to disconnect the pigtails.
c. Cover any open ductwork with screening material to prevent rodents from entering, and
then tape over the screening material to prevent the entry of water and dirt (allow
breathing).
d. Seal compartment doors with weatherproof tape to prevent entry of rain, snow and dirt.
Drivers:
a. The drivers should be drained and SHAEFFER MFG. CO. #802 M-L ANTI-RUST FLUID
(LeTourneau P/N 414-3841) (or equivalent) should be installed. Fill per the instructions in
DRIVER MAINTENANCE AND ROTATION.
Rotate electric wheel assemblies for at least 30 minutes to assure the rust
preventative is thoroughly circulated in the drivers.
b. Drain the drivers.
a. The use of an electrical control cabinet heater is recommended and the heater should be
energized continuously.
b. Open all switches in the control cabinet.
VENTS AND BREATHERS
Securely seal all vents and breathers on the machine to prevent moisture, insects, birds,
rodents etc. from entering.
Refer to RETURN TO SERVICE PROCEDURES before the machine is

returned to service.
SERVICE MANUAL
EXTENDED STORAGE - OVER SIX MONTHS

EXTENDED STORAGE - OVER SIX MONTHS
Follow the procedures outlined in EXTENDED STORAGE - UNDER SIX MONTHS. Repeat
these procedures every six-month period the machine is in storage. It is IMPORTANT to
maintain the lubrication procedures outlined in LUBRICATION OVERVIEW for each six month
period the machine is in storage (with the exception of the drivers which have rust preventative
installed).
PERIODIC INSPECTIONS
Inspections should be made every three months to determine the lasting qualities of
extended storage protection measures. Such inspections will indicate the need for renewing
or modifying protective measures when necessary to prevent equipment deterioration:
ELECTRIC WHEEL ASSEMBLIES-APPLICABLE TO MACHINES WITH M-40 AND J-2
MOTORS ONLY
a. Remove the seals from the axles and perform a Megger test as described in the
LeTourneau publication "TAKING CARE OF YOUR DC MOTOR – PART 2", Chapter 3.
Record the test results and compare them with the readings taken when the machine was
first placed into storage and those taken throughout the storage period.
If megger readings indicate a deterioration of insulation quality, to below

2.0 megohms, consideration should be given to providing more protection.
The motor may require disassembly and repair before returning it to
service.
b. Remove all test equipment, close and reseal the axles with new weatherproof tape.
COMPONENT HEATERS
Check the anti-condensation heaters in the axle structures and the electrical control cabinet.
Repair or replace any that have become inoperative.
Check all weatherproof tape and seals. Replace any that has become loose or is missing
completely.
SERVICE MANUAL
NOTES
SERVICE MANUAL
RETURN TO SERVICE

RETURN TO SERVICE
Proper inspection and servicing prior to placing the machine back in service is equally as
important as the procedures used for placing the machine into storage. The following
procedures should be followed prior to returning the machine to service:
Often potential problems can be identified and corrected by a walk around inspection of the
sheet metal, air and oil hoses, fittings, electrical connections, frame and other structural
assemblies.
LUBRICATION
Completely lubricate the machine in accordance with the instructions in LUBRICATION AND
SERVICE.
BATTERIES
Install the batteries and make sure they are fully charged. Refer to BATTERY MAINTENANCE
for additional maintenance instructions and safety precautions regarding the machine’s
batteries.
ENGINE
Refer to engine manufacturers’ service manuals (available on manufacturer's website) for
instructions on returning the engine to service after extended storage.
Turbocharged engines make pre-lubrication essential, since the

turbocharger bearings are damaged easily and quickly during a dry start.
Make certain pre-lubrication instructions, as covered in the engine
manufacturer’s service manual are followed prior to start up.
SERVICE MANUAL
RETURN TO SERVICE

TIRES
Inflate the tires to the correct pressures.
STAND BEHIND THE TREAD AND USE A SELF-ATTACHING AIR CHUCK

WHEN INFLATING TIRES. DO NOT STAND IN FRONT OF OR BEHIND THE
TIRE AND RIM ASSEMBLY. IN THE EVENT OF TIRE EXPLOSION, FAILURE
TO COMPLY WITH THIS WARNING COULD RESULT IN SERIOUS INJURY
OR DEATH.
Refer to TIRE MAINTENANCE for proper inflation procedures and safety

precautions BEFORE inflating the tires.

The following procedures should be done before placing the electric wheel assemblies back
into service:
a. Turn off axle structure anti-condensation heaters.
b. Remove all tape and screening material from the axle structures.
c. Fill the drivers with recommended lubricant (refer to DRIVER MAINTENANCE AND
ROTATION, for instructions on filling the drivers).
SERVICE MANUAL
RETURN TO SERVICE
DO NOT operate the machine for even a short period of time without
lubricant in the drivers.
Clean the driver filtration system strainers and replace spin-on filters after
the initial 100 hours of operation, again at 500 hours of operation, and
every 2000 hours of operation thereafter. Oil samples for analysis should
be taken every 500 hours. Refer to DRIVER MAINTENANCE AND ROTATION
for additional information.
SERVICE MANUAL
RETURN TO SERVICE - CONT'D

d. MACHINES EQUIPPED WITH M-40 AND J-2 MOTORS: Perform a thorough inspection of
the DC drive motors and all associated components. Look for:
1. Rust or dirt accumulation on machined surfaces
2. Damaged insulation
3. An accumulation of moisture or debris
4. Loose wiring and cables
5. Any accumulation of moisture or debris in the ductwork
e. MACHINES EQUIPPED WITH M-40 AND J-2 MOTORS: Reinstall the brushes in their
brush holders and be sure all brush pigtails are tight. Make sure the brushes move freely
and they have enough length to serve until the next inspection period as specified in the
500 HOUR ELECTRICAL PM in the MODULAR PREVENTIVE MAINTENANCE
SCHEDULES. When brushes have worn to one inch in length, it is time to install new
brushes. Install new brushes if necessary. Refer to the LeTourneau publication "TAKING
CARE OF YOUR DC MOTOR – PART 2", Chapter 3 for instructions on replacing the
brushes in the DC drive motors.
f. MACHINES EQUIPPED WITH M-40 AND J-2 MOTORS: Perform a megohmmeter test.
Refer to the LeTourneau publication "TAKING CARE OF YOUR DC MOTOR – PART 2",
Chapter 3 for the correct procedure.
If Megger readings are less than 2.0 megohms, the problem could be an
accumulation of moisture in the motor. If this is the case, the faulty
component will have to be isolated and dried out. Refer to your distributor
or an authorized LeTourneau repair facility for assistance.
g. If the megger readings are acceptable, perform the preventive maintenance procedures
recommended in the LeTourneau publication "TAKING CARE OF YOUR DC MOTOR –
PART 2", Chapter 4.
h. Clean or make repairs as necessary.
a. Turn off the heater in the electrical control cabinet.
b. Check for any rust on connectors and any loose cards in the card panels.
AIR TANKS
Close the drain cocks. Charge air tanks from an outside supply, if required.
The air brakes and the air horn will not function until the air pressure is
returned to the proper level.
SERVICE MANUAL
RETURN TO SERVICE - CONT'D

Drain the sumps and fill the tanks to the proper level.
It is possible to damage the hydraulic components unless the hydraulic

tank is filled, the pumps primed and the system bled for air before start up.
Refer to HYDRAULIC SYSTEM POST SERVICE REQUIREMENTS for pump
priming instructions.
Testing the tanks for water and microbial contamination is recommended.

Refer to WATER CONTAMINATION and MICROBIAL CONTAMINATION for
more information.
VENTS AND BREATHERS

Remove the seals for the vents and breathers and verify the passages are clean and
unobstructed.
Once the machine is operational, visually check for leaks and pressure test the system to be
sure no internal leaks are present. Refer to COOLING SYSTEM MAINTENANCE for
additional information on pressure testing the cooling system and external and internal leaks.
PAINT
Check the machine for rust. Remove all rusty spots and repaint these areas.
SERVICE MANUAL
NOTES
SECTION 19B
SPECIFICATION QUICK
REFERENCE CHARTS
SERVICE MANUAL
NOTES
SERVICE MANUAL
SPECIFICATIONS QUICK REFERENCE CHARTS

SPECIFICATION QUICK REFERENCE CHARTS
LETOURNEAU, INC.
ROL-10
TABLE OF CONTENTS
L-1350
L-1850
L-2350
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 019B001 ( d 1 )
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1350original documentation!
SPECIFICATIONS
HYDRAULICS
LINCS ELECTRICAL
MECHANICAL
PROPULSION
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 019B001A( d 1 )
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1350-HYDRAULIC

All pressures with Engine at High Throttle L-1350
Pumps Hoist & Bucket 3300 psi ± 50
Hoist Only 3300 psi ± 50
Steering 250 - 350 psi (Stand-by)
3400 psi ± 50
Fan 300 psi (Stand-by)
800 RPM (Max)
Accessories N/A
Blower 3300 RPM
Gearbox 30 to 70 psi at High Throttle ( Not Adjustable)
Pilot Pressure Reducing Valve 600 psi +0 -50
Pilot Overpressure Relief 800 psi +0 -50
Aux Pilot Relief 600 psi +0 -50
HB Pilot (Hoist Raise) 0 ~153.8 psi (JS) 220 psi (Detent)
HR Pilot (Hoist Lower) 0 ~ 179 psi (JS) 236 psi (Float)
BB Pilot (Bucket Rollback) 0 ~ 153.8 psi
BR Pilot (Bucket Dump) 0 ~ 179 psi
Hoist / Bucket Main Valve Relief 3800 psi +50 -0
Hoist Base Circuit Relief 3800 psi ± 50
Hoist Rod Circuit Relief 2000 psi ± 50
Bucket Base Circuit Relief 3800 psi ± 50
Bucket Rod Circuit Relief 2000 psi ± 50
Bucket Rod Reduction 800 psi ± 50
Steer Steering Main Relief (Flow Amp) 4000 psi ± 50
Steering Overload Relief (Flow Amp) 4000 psi ± 50
LS Relief (PVG) 4000 psi
Shock / Suction Valves (PVG) N/A
Aux. Steering Relief 2000 psi +50 -0
Blower Blower Remote Relief 3000 RPM
Fan Idle Fan (Adjust at pump) 300 psi
High Fan (Adjust at pump) 800 RPM
Aux Oil Cooler Idle Speed 165 psi (275 RPM)
High Speed 1100 psi (1400 RPM)
Brakes Service Brake N/A
Parking Brake N/A
AutoLube N/A
Air Conditioning Relief Setting 1600 psi (Model 1C) 2000 psi (Model 4C)
Flow Setting 6 GPM (Model 1C) 7.5GPM (Model 4C)
Cycle Times Hoist Up 12-14 Sec
Hoist Down 9-11 Sec
Float 6-8 Sec
Bucket Rollback 3-5 Sec
Bucket Dump 3-5 Sec
Steer Lock to Lock 6 Sec
NOTES: Must add pressure from opposite side of spool to value in chart to get produced pressure
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 019B001AA ( d 1 )
SERVICE MANUAL
L-1350-LINCS ELECTRICAL

L-1350 Std. Lift L-1350 High Lift
Joystick /
Wheel Steering (Left) = 2 VDC (Neutral) = 5 VDC (Right) = 8 VDC (Left) = 2 VDC (Neutral) = 5 VDC (Right) = 8 VDC
Bucket (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC
Bucket Wheel (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC
Hoist (Hoist) = 2 VDC (Neutral) = 5 VDC (Lower) = 8 VDC (Hoist) = 2 VDC (Neutral) = 5 VDC (Lower) = 8 VDC
Foot Pot (Up )= 0 VDC (Full Down) = 10 VDC (Up )= 0 VDC (Full Down) = 10 VDC
Buttons Hoist Detent (Off) = 0 VDC (On) = 24 VDC (Off) = 0 VDC (On) = 24 VDC
Float (Off) = 0 VDC (On) = 24 VDC (Off) = 0 VDC (On) = 24 VDC
Back Drag (Off) = 0 VDC (On) = 24 VDC (Off) = 0 VDC (On) = 24 VDC
SOL HB
Solenoids (Hoist Raise) (Off) = 24 VDC (On) = 0 VDC "Proportional" (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL HR
(Hoist Lower) (Off) = 24 VDC (On) = 0 VDC "Proportional" (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL BB
(Bucket Rollback) (Off) = 24 VDC (On) = 0 VDC "Proportional" (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL BR
(Bucket Dump) (Off) = 24 VDC (On) = 0 VDC "Proportional" (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL 4
(Bucket Reducing) (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
SOL 7 (Auto Lube) (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
SOL 14
(Aux Oil Cooler) *** (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
SOL 16~20/22
(KLENZ) (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
Sol 21 ( Float) (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
Steering
Interface
Card ** Left 6 VDC-----Neutral 12 VDC-------18 VDC Right Left 6 VDC-----Neutral 12 VDC-------18 VDC Right
Position
Sensors Lift Arm * (Ground) = 1 VDC (Full Up) = 3.84 VDC (Ground) = 1 VDC (Full Up) = 3.84 VDC
Bucket Cylinder * (Full Dump) = 1.25 VDC (Full Rollback) = 2.56 VDC (Full Dump) = 1.25 VDC (Full Rollback) = 2.56 VDC
Steering * (Full Left) = 1.4 VDC (Full Right) = 3.55 VDC (Full Left) = 1.4 VDC (Full Right) = 3.55 VDC
Notes * These Are Approximate Values with Limits By-Passed

** Neutral 1/2 Right 1/4 Left 3/4 of supply voltage
*** Optional
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 019B001BB ( d 1 )
SERVICE MANUAL
L-1350-MECHANICAL SYSTEMS

L-1350 Standard Lift L-1350 High Lift
Air System Compressor Governor 120 psi 120 psi
Hydraulic Tank 7 to 11 psi 7 to 11 psi
Klenz System 90 psi 90 psi
High Side Freon 175 psi @ 90°F / 32°C 175 psi @ 90°F / 32°C
Ball Cap Movement Lift Arm 0.012" to 0.040" at PM 0.012" to 0.040" at PM

Hoist Cylinder 0.010" to 0.036" at PM 0.010" to 0.036" at PM
Middle Pivot 0.008"to 0.030" at PM 0.008"to 0.030" at PM
Rear Axle 0.008"to 0.030" at PM 0.008"to 0.030" at PM
Gearbox Drive Shaft Alignment 1/32" Gap with Straight Edge 1/32" Gap with Straight Edge
Cylinders Hoist (Full Retract) = 109.44" (Full Up) = 184" (Full Retract) = 109.44"(Full Up) = 184"
Bucket (Full Dump) = 81.25" (Full Rollback) = 122.8" (Full Dump) = 91.4" (Full Rollback) = 132.9"
Steering (Full Left) = -39.39° (Full Right) = +36.85° (Full Left) = -39.39° (Full Right) = +36.85°
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 019B001CC ( d 1 )
SERVICE MANUAL
L-1350-PROPULSION

L-1350
Phase to Ground Resistance *** >3 Megohms
Slip Ring to Ground Resistance *** >3 Megohms
Resistance Across Slip Ring (7~N) 0.56 Ohms @ 68°F / 20 °C
Slip Ring Runout > 0.005" **
Slip Ring Minimum Diameter 6.2"
Slip Ring Maximum Groove Depth > 0.080"
Minimum Brush Length 1"
Bearing Temperature Not greater than 100°F / 56°C above ambient
Temperature Sensing (RTD) 142.030 Ohms @ 86°F / 30°C
Armature to Ground Resistance *** >3 Megohms

Field to Ground Resistance *** >3 Megohms
Commutator Runout
Temperature Sensing (Thermistor)
Speed Sensor Air Gap 0.035" to 0.040"
SCR Clamp Force (VR / FC) 400 Indicator Reading

SCR Clamp Force (AC) 2 1/2 Indicator Reading
SCR Resistance >1 Megohm
** > 0.005"Uniform / >0.002" within 90°

*** If low check for moisture and contamination before condemning
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 019B001DD ( d 1 )
SERVICE MANUAL
SPECIFICATIONS
HYDRAULICS
LINCS ELECTRICAL
MECHANICAL
PROPULSION
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-1850-HYDRAULIC

3400 psi ± 50
800 RPM (Max)
Accessories 2000 psi ± 50
Blower 3300 RPM
HB Pilot (Hoist Raise) 0 ~200 psi (JS) 220 psi (Detent)
BB Pilot (Bucket Rollback) 0 ~ 196 psi
Steer Steering Main Relief (Flow Amp) N/A
Steering Overload Relief (Flow Amp) N/A
Shock / Suction Valves (PVG) 5450 psi
Brakes Service Brake N/A
Parking Brake N/A
AutoLube 350 psi ± 50
Flow Setting 6 GPM (Model 1C) 7.5 GPM (Model 4C)
Hoist Down 9-11 Sec
Float 6-8 Sec
Bucket Dump 3-5 Sec
SERVICE MANUAL

L-1850 Std. Lift L-1850 High Lift
Joystick /
Wheel Steering (Left) = 2 VDC (Neutral) = 5 VDC (Right) = 8 VDC (Left) = 2 VDC (Neutral) = 5 VDC (Right) = 8 VDC
Bucket (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC
Bucket Wheel (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC
Hoist (Hoist) = 2 VDC (Neutral) = 5 VDC (Lower) = 8 VDC (Hoist) = 2 VDC (Neutral) = 5 VDC (Lower) = 8 VDC
Foot Pot (Up )= 0 VDC (Full Down) = 10 VDC (Up )= 0 VDC (Full Down) = 10 VDC
Buttons Hoist Detent (Off) = 0 VDC (On) = 24 VDC (Off) = 0 VDC (On) = 24 VDC
Float (Off) = 0 VDC (On) = 24 VDC (Off) = 0 VDC (On) = 24 VDC
Back Drag (Off) = 0 VDC (On) = 24 VDC (Off) = 0 VDC (On) = 24 VDC
SOL HB
Solenoids (Hoist Raise) (Off) = 24 VDC (On) = 0 VDC "Proportional" (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL HR
(Hoist Lower) (Off) = 24 VDC (On) = 0 VDC "Proportional" (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL BB
(Bucket Rollback) (Off) = 24 VDC (On) = 0 VDC "Proportional" (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL BR
(Bucket Dump) (Off) = 24 VDC (On) = 0 VDC "Proportional" (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL 4
(Bucket Reducing) (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
SOL 7 (Auto Lube) (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
SOL 14
(Aux Oil Cooler)*** (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
SOL 16~20/22
(KLENZ) (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
Sol 21 ( Float) (Off )= 24 VDC (On) = 0 VDC (Off )= 24 VDC (On) = 0 VDC
Steering
Interface
Card ** Left 6 VDC-----Neutral 12 VDC-------18 VDC Right Left 6 VDC-----Neutral 12 VDC-------18 VDC Right
Position
Sensors Lift Arm *
Bucket Cylinder *
Steering *

*** Optional
SERVICE MANUAL

L-1850 Standard Lift L-1850 High Lift
Air System Compressor Governor 120 psi 120 psi
Hydraulic Tank 7 to 11 psi 7 to 11 psi
Klenz System 90 psi 90 psi
High Side Freon 175 psi @ 90°F / 32°C 175 psi @ 90°F / 32°C
Ball Cap Movement Lift Arm 0.014" to 0.048" at PM 0.014" to 0.048" at PM

Hoist Cylinder 0.012" to 0.040" at PM 0.012" to 0.040" at PM
Middle Pivot 0.010" to 0.036" at PM 0.010" to 0.036" at PM
Rear Axle 0.010" to 0.036" at PM 0.010" to 0.036" at PM
Gearbox Drive Shaft Alignment 1/32" Gap with Straight Edge 1/32" Gap with Straight Edge
Cylinders Hoist (Full Retract) = 116.56" (Full Up) = 199.56" (Full Retract) = 121.9" (Full Up) = 204.9"
Bucket (Full Dump) = 103" (Full Rollback) = 145.75" (Full Dump) = 108" (Full Rollback) = 150.75"
Steering
SERVICE MANUAL
L-1850-PROPULSION

L-1850
GENERATOR
TRACTION MOTORS
Commutator Runout
CONVERTERS
NOTES
** > 0.005"Uniform / >0.002" within 90°
SERVICE MANUAL
SPECIFICATIONS
HYDRAULICS
LINCS ELECTRICAL
MECHANICAL
PROPULSION
SERVICE MANUAL
NOTES
SERVICE MANUAL
L-2350-HYDRAULIC

3400 psi ± 50
800 RPM (Max)
Accessories 2000 psi ± 50
Blower 3300 RPM
HB Pilot (Hoist Raise) 0 ~200 psi (JS) 220 psi (Detent)
BB Pilot (Bucket Rollback) 0 ~ 196 psi
Steer Steering Main Relief (Flow Amp) N/A
Steering Overload Relief (Flow Amp) N/A
Shock / Suction Valves (PVG) 5450 psi
Brakes Service Brake 350 psi +50 - 0
Parking Brake 130 psi + 50 -0
AutoLube 350 psi ± 50
Flow Setting 6 GPM (Model 1C) 7.5 GPM (Model 4C)
Hoist Down 12-14 Sec
Float 6-8 Sec
Bucket Dump 3-5 Sec
SERVICE MANUAL

L-2350
Joystick / Wheel Steering (Left) = 2 VDC (Neutral) = 5 VDC (Right) = 8 VDC

Bucket (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC
Bucket Wheel (Back) = 2 VDC (Neutral) = 5 VDC (Dump) = 8 VDC
Hoist (Hoist) = 2 VDC (Neutral) = 5 VDC (Lower) = 8 VDC
Foot Pot (Up )= 0 VDC (Full Down) = 10 VDC
Buttons Hoist Detent (Off) = 0 VDC (On) = 24 VDC

Float (Off) = 0 VDC (On) = 24 VDC
Back Drag (Off) = 0 VDC (On) = 24 VDC
Solenoids SOL HB (Hoist Raise) (Off) = 24 VDC (On) = 0 VDC "Proportional"

SOL HR (Hoist Lower) (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL BB
(Bucket Rollback) (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL BR
(Bucket Dump) (Off) = 24 VDC (On) = 0 VDC "Proportional"
SOL 4
(Bucket Reducing) (Off )= 24 VDC (On) = 0 VDC
SOL 7 (Auto Lube) (Off )= 24 VDC (On) = 0 VDC
SOL 14
(Aux Oil Cooler) *** (Off )= 24 VDC (On) = 0 VDC
SOL 16~20/22
(KLENZ) (Off )= 24 VDC (On) = 0 VDC
Sol 21 ( Float) (Off )= 24 VDC (On) = 0 VDC
Steering Interface Card ** Left 6 VDC--------Neutral 12 VDC----------18 VDC Right
Position Sensors Lift Arm *

Bucket Cylinder *
Steering *

*** Optional
SERVICE MANUAL

L-2350
Air System Compressor Governor 120 psi
Hydraulic Tank 7 to 11 psi
Klenz System 90 psi
High Side Freon 175 psi @ 90°F / 32°C
Ball Cap Movement Lift Arm 0.014" to 0.048" at PM

Hoist Cylinder 0.012" to 0.040" at PM
Middle Pivot 0.010" to 0.036" at PM
Rear Axle 0.010" to 0.036" at PM
Gearbox Drive Shaft Alignment 1/32" Gap with Straight Edge
Cylinders Hoist (Full Retract) = 121.9" (Full Up) = 204.9"
Bucket (Full Dump) = 108" (Full Rollback) = 150.75"
Steering
SERVICE MANUAL
L-2350-PROPULSION

L-2350

Commutator Runout

** > 0.005"Uniform / >0.002" within 90°

SECTION 20
LETOURNEAU (LET) PUBLICATIONS
SERVICE MANUAL
NOTES
LeT-1
FIELD WELDING PROCEDURES
LOADERS
SERVICE MANUAL
NOTES
SERVICE MANUAL
FIELD WELDING PROCEDURE-LOADERS ML

FIELD WELDING PROCEDURE
LOADERS
LETOURNEAU, INC.
LET-1
TABLE OF CONTENTS
GENERAL WELDING PRACTICES
PREHEAT AND INTERPASS TEMPERATURES
ELECTRODE STORAGE AND HANDLING
CERTIFIED WELDERS AND APPROVED WPS
WELDING TECHNIQUES
CLEANING REQUIREMENT
WELDING DEFECTS
PROPER ELECTRODE SELECTION
FIELD WELDING
FIELD REPLACEMENT WELD
FIELD REPAIR OF A DEFECTIVE WELD
COMPONENT MATERIALS
STRUCTURAL WELDING OF HIGH STRESS JOINTS
PREPARATION
WELDING
UPPER PIVOT BALL FIELD REPLACEMENT PROCEDURE
LOWER PIVOT BALL FIELD REPLACEMENT PROCEDURE
PIVOT BALL SOCKET FIELD REPLACEMENT PROCEDURE
TLC WELD-ON COMPONENTS – REMOVAL AND REPLACEMENT
REMOVAL
INSTALLATION
RECOMMENDED WELDING TECHNIQUE
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 020A001A001 ( d 1 )
SERVICE MANUAL

Figure 1. MATERIAL WELDABILITY GROUPING
Figure 2. PREHEAT REQUIREMENTS
Figure 3. INTERPASS MAXIMUM
Figure 4. MAXIMUM EXPOSURE TIME
Figure 5. GRINDERS
Figure 6. WEAVE WELD
Figure 7. STRINGER BEAD
Figure 8. BACKUP STRIP
Figure 9. FULL PASS WELD
Figure 10. INTERPASS TEMPERATURE
Figure 11. WELD STARTS AND STOPS
Figure 12. NEEDLE SCALER KIT, SCALERS
Figure 13. WELD FINISHING
Figure 14. WELD POLISHING
Figure 15. UPPER BALL FIELD REPLACEMENT
Figure 16. AREA TO BE CLEANED PRIOR TO BEGINNING REPAIRS
Figure 17. REMOVAL OF OLD BALL
Figure 18. WELD REMOVAL FOR EXTRACTION OF PIVOT BALL
Figure 19. REMOVAL OF PIVOT BALL
Figure 20. PREPARING AREA FOR INSTALLATION OF NEW PIVOT BALL
Figure 21. REPAIRING GOUGES IN PLATE PRIOR TO INSTALLATION OF NEW
PIVOT BALL
Figure 22. SMOOTHING GOUGE REPAIR
Figure 23. INSTALLATION OF COPPER WIRE TO NEW PIVOT BALL
Figure 24. POSITIONING OF NEW PIVOT BALL FOR INSTALLATION
Figure 25. POSITIONING NEW PIVOT BALL AGAINST PLATE
Figure 26. PREHEATING PLATE FOR PIVOT BALL INSTALLATION
Figure 27. WELDING PIVOT BALL TO PLATE
Figure 28. COVERING PIVOT BALL WITH INSULATION
Figure 29. SMOOTH WELD
Figure 30. REMOVAL OF SOCKET FROM FRAME
Figure 31. PREPARING FRAME FOR INSTALLATION OF NEW SOCKET
Figure 32. INSTALLATION OF BALL CAP AND SOCK TO BALL BASE
Figure 33. POSITIONING OF SOCKET INTO FRAME
Figure 34. PRELOADING CAP/SOCKET AND PREHEATING SOCKET AND CROSS
MEMBER
Figure 35. INSTALLATION OF BALL CAP IN INVERTED POSITION
SERVICE MANUAL

Figure 36. WELDING OF SOCKET
Figure 37. COVERING SOCKET AND PLATE WITH INSULATION
Figure 38. INSTALLATION TLC WELD-ON COMPONENTS (1 OF 9) (FOR EARLY
PRODUCTION UNITS)
PRODUCTION UNITS)
PRODUCTION UNITS)
PRODUCTION UNITS)
PRODUCTION UNITS)
PRODUCTION UNITS)
PRODUCTION UNITS)
PRODUCTION UNITS)
PRODUCTION UNITS)

FIELD WELDING PROCEDURES provides instructions for welding structural components on
all LeTourneau, Inc. loaders. To avoid personal injury or damage to machine components, it is
essential to follow the instructions in this publication.
SERVICE MANUAL

Place a DO NOT OPERATE sign on the controls before welding,

maintenance or repair work is performed. Serious injury or death is
possible if the machine is started or moved while maintenance or repair
operations are being conducted. Always disconnect the battery positive (+)
and negative (-) battery leads to prevent the machine from being started
while the welder is working and to prevent damage to the electronic
controls of the engine.
NEVER, under any circumstances, weld or use a cutting torch on a wheel

with an inflated tire. This could cause a tire explosion resulting in serious
injury or loss of life. Refer to the section of the SERVICE MANUAL entitled
TIRE AND RIM MAINTENANCE for deflation instructions.
BEFORE working in the pivot or “pinch” area of an articulated machine,

securely attach the frame lock to prevent the machine from turning. Enter
this area only when necessary. Before operating, be sure frame lock is
disconnected and properly pinned to retaining plate.
To ensure that no damage occurs to solid-state components, the welding

ground clamp should be as close as possible to the area to be welded.
Ground cable must be in close proximity to welding location-Engine must
never be used as a grounding point.
Under NO circumstances should a bearing or movable joint be between the

grounding point and the area to be welded.
Isolate ALL DDEC and Cummins ECM components before beginning

welding procedures. Damage to components could otherwise result.
Welding on the engine or engine mounted components is NEVER
recommended.
SERVICE MANUAL
Machines with Detroit Diesel engines equipped with the DDEC system (instead of the
governor system) are also equipped with an electronic battery equalizer. To avoid
reverse polarity damage when disconnecting battery terminals, always remove the
equalizer ground terminal first and replace the equalizer ground terminal last.
1. For machines with an articulating joint, make certain that the groundstrap in the
pivot area is left firmly connected because this cable electrically “ties” the two
frame sections together.
2. If the welding unit is connected to commercial power such as in a shop area, the
machine must be isolated from all other contacts to ground other than the
welding ground clamp if possible. Machine attachments must not contact any
steel wear rails in the floor. If an overhead crane is used to support any part of
the machine, a nonconductive sling should be used.
3. Do not disconnect the neutral from ground in the master junction box. Machines
fitted with the optional ground fault system have this connection at the fault
current limiting resistors.
1. Remove in-line fuse to AFEX Fire Control System Circuit Monitor

panel. Failure to do so may cause the system to actuate and/or
damage solid-state components of the system. Replace in-line
fuse after completing welding operations.
2. Loaders with electric/hydraulic powered rear access ladders -
disconnect electrical power to the ladder. Failure to do so could
result in serious damage to solid-state components.
SERVICE MANUAL
NOTES
SERVICE MANUAL
GENERAL WELDING PRACTICES ML

Preheat and interpass temperature controls are crucial elements in making a quality weld.
Preheat is defined as the temperature of the base metal in the surrounding area of the starting
point of welding immediately before welding begins. Preheat is to be applied using an oxy-fuel
torch with a rosebud attachment. The minimum preheat temperature shall be maintained within
3” of the welding area. To determine the proper minimum preheat temperature and the
maximum interpass temperature, follow the information on. Where possible, preheat on
opposite side of the area in which welding is being done to insure that the temperature has
soaked through the part. Temperature of the part shall be checked with temperature crayons to
ensure correct preheat.
Interpass temperature is defined as the temperature of the weld between weld passes. The
interpass temperature shall be checked between each successive weld pass with temperature
crayons. The start of another weld pass shall not begin until the temperature of the part is
below the maximum interpass temperature at the arc initiation site.
All SMAW electrodes shall be removed from a fresh hermetically sealed canister or from
baking or storage ovens. Electrodes shall be issued and held in quivers or other small open
containers by the welder until used. After hermetically sealed containers are opened or after
electrodes are removed from baking or storage ovens, the electrode exposure to the
atmosphere shall not exceed the values shown in illustration "MATERIAL WELDABILITY
GROUPING". Electrodes exposed to the atmosphere for periods less than those permitted by
illustration "MAXIMUM EXPOSURE TIME" may be returned to a holding oven maintained at
250°F minimum for a minimum hold time of four hours. Electrodes exposed to the atmosphere
for periods greater than those permitted in illustration "MAXIMUM EXPOSURE TIME" shall be
re-baked as follows:
● All electrodes having low-hydrogen coverings conforming to ANSI/AWS A5.1 shall be
baked for at least two hours between 500°F and 800°F.
baked for at least one hour at temperatures between 700°F and 800°F.
After the electrodes have been re-baked, they may be re-issued. Electrodes shall be re-baked
no more than once. Electrodes that have been wet shall not be used.
All welding done shall be performed by a certified welder following an approved Welding
Procedure Specification (WPS). The WPS and welder must be qualified according to AWS D
1.1 Structural Welding Code - Steel or other recognized governing code requirements.
WELDING TECHNIQUES
For multiple pass welds, starts and stops should stagger for each weld pass. All starts and
stops should occur before or after the corner of a structure. No slug welding will be permitted.
Where possible, use run-off tabs. All stops and starts should be on the tabs. Remove all tabs
by oxy-fuel cutting or arc gouging and grind flush. No weave welding is allowed.
SERVICE MANUAL

CLEANING REQUIREMENT
Prior to welding, all lose scale, cutting dross, grease, oil, water, paint, rust, dirt and other
contaminants are to be removed at least 2” from the edge of the joint. During welding, all
individual passes are to be cleaned. No slag welding is allowed. After welding, remove slag
and spatter from the weld and welding area by appropriate means. Excessive grinding should
be avoided, but blend grind all repairs.
WELDING DEFECTS
The following discontinuities will cause the weld to be deemed defective and will require for the
discontinuity and/or the defective weld to be removed.
● Porosity (Pinholes) - any cavity type discontinuity.
● Overlap (Cold lap) - protrusion of weld metal beyond the weld toe or weld root.
● Crack - a fracture of the weld metal and/or the base metal characterized by a sharp tip and
high length to width ratio.
● Undercut - Removal of parent material at the toes of the weld.

(refer to illustration "MATERIAL WELDABILITY GROUPING" to determine
class)
Class Electrode
1 E7018-1
2 E7018-1
3 E8018C3
4 E9018-M
5 E9018-M
FIELD WELDING
Defined as any welding done outside of the original fabrication environment in which an item is
being welded to the structure for the first time.
a. Check with the engineering print to ensure dimensional accuracy.
b. Determine the base metals being joined to determine the proper preheat and interpass
temperatures (refer to illustrations "MATERIAL WELDABILITY GROUPING", "PREHEAT
REQUIREMENTS" and "INTERPASS MAXIMUM").
c. Preheat the weld joint.
d. Weld using requirements and techniques described above.
e. Visually inspect the weld during and after welding. If a defect is noted, refer to FIELD
REPAIR OF A DEFECTIVE WELD to make the repair.
SERVICE MANUAL

Defined as any welding done outside of me original fabrication environment in which an item is
being welded to the structure to replace a worn or defective item.
a. Before removing the old item, make any dimensional markings as needed.
b. Preheat the area to be gouged to 250°F.
c. Use Air Carbon Arc Gouging to remove the old item. Be sure not to damage the permanent
items in the structure.
d. Prepare the joint as defined by engineering. Repair all excessive gouges and nicks up to
3/16” by blending the metal by grinding. All discontinuities about 3/16” are to be restored
to the original joint profile using the approved WPS for the structure.
e. Clean the joint as defined above.
f. Preheat the joint using guidelines defined in illustrations "MATERIAL WELDABILITY
GROUPING", "PREHEAT REQUIREMENTS" and "INTERPASS MAXIMUM".
g. Weld using requirements and techniques described above.
h. Visually inspect the weld during and after welding. If a defect is noted, refer to FIELD
Defined as any welding done outside of me original fabrication environment in which a
structure is being welded on to repair a defective weld or base material.
a. Determine the extent of the defect by using Non-Destructive Examinations (NDE) such as
Magnetic Particle Inspection (MT) or Liquid Penetrant Testing (PT).
b. Preheat the area of the defect to be removed to 250°F.
c. Use Air Carbon Arc Gouging to remove the defect. If the defect is a crack, remove the
crack plus one inch past the termination of the crack.
d. MT or PT the area to ensure the defect has been removed.
e. Clean the weld joint as defined above.
f. Preheat the joint using guidelines defined in illustrations "MATERIAL WELDABILITY
GROUPING", "PREHEAT REQUIREMENTS" and "INTERPASS MAXIMUM".
h. MT or PT and visually inspect the completed weld. If a defect is still detected, repeat Steps
“a” through “h”.
SERVICE MANUAL
FIGURES 1, 2, 3, 4 ML
Class 1 Class 2 Class 3 Class 4 Class 5

A-36 C23M (1506) 4820H 8630M N40 FSC (1510)
EH36 NC23M (1517) N20 Cl-1 (1518) NN30 (1508) A514-Q
A-106-B C1035 N20 Cl-2 (1518) N20 HS (1503) N30 FSC (1508)
A500 A572 Gr-50 N20 Cl-3 (1518) NN-20HS (1503) N30 LVR (1508)
1026 N20 Cl-5 (1518) N20 Hi Moly N30 HN (1509)
C1010 M&M Class 2 (1504) N25HN HTF S1
CMS10 (1512) N20 HMRB (1516)
Mild .33 Max M&M A/R (1512) (1505) 4340
Carbon A516-70 NN25 (1507)
8720-H M&M Class 3
4130 (1512)
M&M Tubing
(1511)
N-20 Cl-6 (1518)
A710 Class 1
A710 Class 3
Material Class 1 Class 2 Class 3 Class 4 Class 5

Thickness
< or = 3/4” 100°F 100°F 125°F 175°F 200°F
>3/4” to 1-1/2” 125°F 150°F 225°F 225°F 250°F
>1-1/2” to 2- 150°F 225°F 250°F 275°F 300°F
1/2”
>2-1/2” 225°F 300°F 300°F 325°F 350°F

Thickness
< OR = 3/4” 500°F 500°F 500°F 450°F 450°
>3/4” to 1-1/2” 500°F 500°F 500°F 450°F 450°F
>1-1/2” to 2- 500°F 500°F 500°F 450°F 450°F
1/2”
>2-1/2” 500°F 500°F 500°F 450°F 450°F
SERVICE MANUAL
FIGURES 1, 2, 3, 4 ML
Electrode Maximum Exposure

Time (hours)
E70XX 4
E70XXR 9
A5.1
E70XXHXR 9
E7018M 9
E70XX-X 4
E80XX-X 2
A5.2 E90XX-X 1
E100XX-X 1/2
E110XX-X 1/2
SERVICE MANUAL
NOTES
SERVICE MANUAL
COMPONENT MATERIALS ML

COMPONENT MATERIALS*
COMPONENT LETOURNEAU STEEL ASTM

EQUIV.
Material NC23M
77,000 psi (min.) -
Main Frame Tensile
100,000 psi (max.) A572-50
42,000 psi (min.) -
Yield
55,000 psi (max.)
Material N20 BHT (8720)
80,000 psi (min.) - A678
Lift Arms Tensile Grade C
100,000 psi (max.)
(Boom) ASTM-
70,000 psi (min.) - A710
Yield
85,000 psi (max.)
Material N20 BHT (8720)
80,000 psi (min.) -
Tensile A678
Axles 100,000 psi (max.)
Grade C
70,000 psi (min.) -
Yield
85,000 psi (max.)
Material (Shell) N20 BHT (8720)
80,000 psi (min.) -
Tensile
100,000 psi (max.)
70,000 psi (min.) - A678
Bucket Yield
85,000 psi (max.) Grade C
Material (Cutting Edge) N30 HS/A514 (Gr.F)
Tensile 140,000 psi
Yield 100,000 psi
L-1350 Castings ASTM 487 Grade 10
- Lift Arm Material
modified (4320)
Crosstube,
——
Axles, Upper Tensile 100,000 psi min.
Structure of
Front Frame Yield 75,000 psi min.
*This chart reflects the material with the highest percent usage per structure.
SERVICE MANUAL
NOTES
SERVICE MANUAL
STRUCTURAL WELDING ON HIGH STRESS JOINTS & FIG. 5-6 ML

The following procedure is provided as a generic procedure for the repair of cracks that may
appear in the lift arms, chassis, or other parts of a LeTourneau, Inc. loader.
This procedure applies only to crack repairs. Replacement of a ball or

socket should be done in accordance with the LOWER PIVOT BALL,
UPPER PIVOT BALL, and PIVOT BALL SOCKET FIELD REPLACEMENT
Procedures listed in this publication.
PREPARATION
a. Steam clean the area to remove all contamination on weld joints.
b. Clean the area to be welded of all rust, paint, oil, grease, dirt and/or mill scale.
c. Before any cutting or air carbon arc gouging is performed, ensure the area is dry.
d. Preheat the area around the crack to at least 250°F (121°C).
If the crack is in a casting or a weld attached to a casting, such as the lift

arm torque tube (between the two side plates), the preheat is 350°F (177°C).
The preheat area should extend 3” from the crack. Maintain the preheat
temperature during the repair procedure.
e. Use air carbon gouging to remove the crack.
f. Test the area after arc air has been completed with die penetrant or mag particle to assure
that the entire crack has been removed. Continue to air carbon arc gouge until the crack
has been removed.
g. Grind the entire gouged area (100%) so that the steel is free of any slag and carbon
deposits. Shiny steel material should be visible in all parts. This can be done with either air
powered or electric powered grinders as shown in illustration "GRINDERS".
WELDING
a. Use AWS Class E7018-1 low hydrogen electrodes for the repair. These electrodes must be
clean and dry.
b. Control the moisture in low hydrogen electrodes by purchasing electrodes in 10-pound (4.5
kg) sealed packages.
c. Remove only one hour’s supply of electrodes at a time. Keep the remainder in a ventilated
holding oven at 225°F (107°C).
SERVICE MANUAL
STRUCTURAL WELDING ON HIGH STRESS JOINTS & FIG. 5-6 ML
Figure 5. GRINDERS

d. Bake previously opened packages of electrodes in a ventilated oven at 500°F (260°C) for
two hours before using.
e. Electrodes taken from cardboard boxes or a non-airtight container should also be baked at
500°F (260°C) for two hours in a ventilated oven. Then they should be placed immediately
in a ventilated holding oven set at 225°F (107°C).
f. Any electrode exposed to the air for more than four hours should be re-baked per the
instructions above.
g. Preheat the area to be welded with a heat blanket or torch to a temperature of 250°F (121°
C).
If the crack is in a casting or a weld attached to a casting, such as the lift

arm torque tube (between the two side plates), the preheat is 350°F (177°C).
The preheat area should extend 3” from the crack. Check periodically and
maintain the preheat temperature during the repair procedure. The
temperature should be checked using heat crayons or heat sticks.
SERVICE MANUAL
STR WELD HIGH STRESS JNTS - CONT'D & FIG. 7-9 ML

h. When welding use stringer beads. The bead width must be no wider than 3 times the rod
diameter. Refer to illustration "STRINGER BEAD".
i. No weave welds are permitted. Refer to illustration "WEAVE WELD".

j. Use a backup strip made from 1/4” thick mild steel (when practical) if the crack penetrates
completely through the plate. Refer to illustration "BACKUP STRIP".
k. Weld the root pass bead for the complete length of the bottom of the crack area.
l. Remove the slag from the root pass with an air scaler or air chisel.
m. To ensure that the root pass has no cracks, visually check the root pass weld. Use die
penetrant or mag particle if a crack is suspected. If cracks are found, the root should be
gouged out, edges ground smooth with a grinder and re-welded.
If there are problems with cracks in the root pass using the 7018 electrode,
then it is permissible to use either 6013 or 6011 electrodes to make the root
pass.
n. Continue the bead for a full pass the length of the weld prior to beginning a second pass.
Refer to illustration "FULL PASS WELD".
o. Interpass temperature (temperature in the base material 1” away from the weld) should not
exceed 450°F (232°C). Use heat crayons or heat sticks adjacent to the weld to check
temperatures. Refer to illustration "INTERPASS TEMPERATURE".
p. Starts and stops on each pass should each be in different locations from the previous
passes. Refer to illustration "WELD STARTS AND STOPS".
SERVICE MANUAL
SERVICE MANUAL

q. Remove the slag after each pass with an air powered needle scaler or chipper. Refer to
illustration "NEEDLE SCALER KIT, SCALERS".
SERVICE MANUAL
SERVICE MANUAL

r. Peen each bead, except for the root and cap passes, with the scaler or chipper to reduce
stress concentrations.
s. Grind the weld-repaired area to blend in with the adjacent base material. No undercut is
allowed. Grind feed marks should not be visible when the grinding is finished. If necessary,
polish with an emery wheel or disk. Refer to illustrations "WELD FINISHING" and "WELD
POLISHING".
t. If surrounding air is above 40°F (5°C), post-heating after welding is NOT necessary. If
surrounding air is below 40°F (5°C), post-heat the entire repaired area uniformly at 350°-
400°F (177°-204°C) then air-cool.
SERVICE MANUAL
NOTES
SERVICE MANUAL
UPPER BALL FIELD REPLACEMENT & FIGURE 15 ML

UPPER PIVOT BALL FIELD REPLACEMENT PROCEDURE
For upper ball field replacement, perform the following procedures:
a. Before removing the damaged ball, a locating dimension must be established so that the
new ball can be located properly. This dimension is taken from the shoulder of the ball
base, across the weld joint, to the face of the side plate ring. Make three or four
measurements around the ball (refer to View “A” on illustration "UPPER PIVOT BALL
FIELD REPLACEMENT"). The shoulder of the ball base may have its corners beveled, as
shown in Detail “1”. Make sure the locating dimension is taken from the original shoulder
corner and not from the beveled corner. This can be accomplished by laying a straight
edge on the ball base and measuring out from the side plate ring to the straight edge (refer
to Detail “1” on illustration "UPPER PIVOT BALL FIELD REPLACEMENT").
b. Scribe a mark around the weld joint 1/4” out from the side plate ring. This scribe mark is to
be used when cutting off the ball base (refer to View “A” on illustration "UPPER PIVOT
BALL FIELD REPLACEMENT").
c. Scribe a mark around the base of the ball 1-3/4” in from the outer diameter of the ball base.
This scribe mark is to be used when cutting off the ball base (refer to View “A” on
illustration "UPPER PIVOT BALL FIELD REPLACEMENT").
REFER TO ILLUSTRATION ON PAGE 020A001A013 (p)

TA1
TA6075
LeTourneau, Inc. 2005 All Rights Reserved 020A001A013 ( p1 )
SERVICE MANUAL
UPPER BALL FIELD REPL PROCED - CONT'D ML

d. Use air-arc to cut the ball off at the neck, as shown in View “A” on illustration "UPPER
PIVOT BALL FIELD REPLACEMENT".
e. Use air-arc to cut the ball weld joint out. The intersection of the 1/4” and 1-3/4” scribe
marks is used to locate the approximate root of the weld joint. Do not undercut past the
1/4” scribe mark (refer to View “A” on illustration "UPPER PIVOT BALL FIELD
REPLACEMENT").
f. Make two air-arc cuts 90° from each other as shown in View “B” on illustration "UPPER
PIVOT BALL FIELD REPLACEMENT". Be careful not to cut into the tube.
g. Remove the pie shaped section of the ball base.
h. Before cutting and removing the other ball base section, determine the dimension between
the bottom of the ball and the machined recess in the tube (refer to Detail “2”). A shim of
this dimension will be used when installing the new ball. This dimension should be
approximately 0.125”.
i. Cut and remove the rest of the ball base section (refer to View “B” on illustration "UPPER
PIVOT BALL FIELD REPLACEMENT").
j. TUBE WELDING PREPARATION:
1. The end of the tube is to be replaced by grinding clean and welding up any air-arc
undercut of the tube below the 1/4” scribe line. Preheat the weld area to 300° F (149°
C) and weld with material listed in Step “o”, 1 (refer to View “C” on illustration "UPPER
PIVOT BALL FIELD REPLACEMENT").
2. Grind the end of the tube and, if necessary, grind the I.D. as the machine surface of the
tube (refer to View “C” on illustration "UPPER PIVOT BALL FIELD REPLACEMENT").
3. Install a shim, of your making, in the bottom of the machined recess in the tube. The
thickness for this shim was determined in Step “h”.
k. INSTALLATION TOOL FABRICATION:
1. Fabricate the ball installation tool, as shown in tool drawings on illustration "UPPER
PIVOT BALL FIELD REPLACEMENT".
2. Make gage rod tool, as shown in tool drawing on illustration "UPPER PIVOT BALL
FIELD REPLACEMENT".
l. BALL FREEZING PROCEDURE:
1. Insert the installation tool through the new ball. Place a 1” flatwasher over the 1” rod
and put a 3/8” X 2” bolt through the 7/16” hole. Do not put a nut on the 3/8” bolt.
2. Place the ball in liquid nitrogen and freeze for 30 to 40 minutes. Watch the position of
the lifting lug on the ball installation tool so that the 3/8” X 2” bolt does not fall out.
m. TUBE EXPANSION:
1. Heat is required to enlarge the tube bore. The five-inch slab around the tube is to be
heated first to about 300°F (149°C), and then the tube can be heated to 300°F (149°C).
2. Use the gage rod to check expansion of the tube. If gage rod will not go into tube, then
increase slab and tube temperature by 25°F (-4°C) and recheck with gage rod.
SERVICE MANUAL
UPPER BALL FIELD REPL PROCED - CONT'D ML

n. BALL INSTALLATION PROCEDURE:
1. Be sure the shim install in Step “j”, 3 is still in place. Hoist the frozen ball into position
and insert into the heated tube. You will have three to four minutes to locate the ball.
The ball should bottom against the shim. Check the locating dimension obtained in
Step “a”. This should be checked in three or four places around the ball. Reposition, as
necessary, to hold this dimension until the ball temperature increases to the point that
the ball is held snugly in place within the tube. This dimension must be held for proper
ball location (refer to View “D” on illustration "UPPER PIVOT BALL FIELD
REPLACEMENT").
2. Allow the ball and tube to return to room temperature.
3. Rotate the ball installation tool until the 3/8” X 2” bolt falls out. Remove the installation
tool.
o. BALL WELDING PROCEDURE:
1. Preheat the weld area to 300°F (149°C) and maintain this temperature while welding
out the joint. Arc weld with 1/8” diameter E-8018C1 electrodes or MIG weld with Tri-
Mark TM-911N2 flux cored wire. The electrodes must have been stored in a sealed
container and heated in a 250°F (121°C) oven for 30 minutes before welding. Do not
weave weld.
2. The cap passes must be blended smooth. If not, they must be ground smooth.
3. Paint the repair area.
SERVICE MANUAL
LOWER PIVOT BALL FIELD REPLMENT PROC & FIGURES 16 & 17 ML

LOWER PIVOT BALL FIELD REPLACEMENT PROCEDURE
a. Separate the pivot ball from the ball socket as described in the section of the SERVICE
MANUAL entitled FRONT FRAME REMOVAL.
b. Clean the repair area free of dirt and grease.
SEE ILLUSTRATION ON PAGE 020A001A015 (p1)
Figure 16. AREA TO BE CLEANED PRIOR TO BEGINNING REPAIRS
c. Preheat the cross member to 200°F (93°C) and cut off the old ball.
Figure 17. REMOVAL OF OLD BALL
d. Cut away ball material and not the cross member plate.
TA1
TA11295
TA2
TA11296
SERVICE MANUAL
FIGURES 18 & 19 ML

Figure 18. WELD REMOVAL FOR EXTRACTION OF PIVOT BALL
e. The ball base is very heavy (the 9” ball weight is listed on illustration "REMOVAL OF
PIVOT BALL"). Prepare suitable lifting devices (Illustration "POSITIONING OF NEW
PIVOT BALL FOR INSTALLATION" shows one possibility) to support the ball once it has
been cut loose.
Figure 19. REMOVAL OF PIVOT BALL
f. Grind the area smooth to remove any carbon left from the cutting process.
TA1
TA11297
TA2
TA11298
SERVICE MANUAL
FIGURES 20 & 21 ML

Figure 20. PREPARING AREA FOR INSTALLATION OF NEW
PIVOT BALL
g. Repair any gouges or cracks in the plate while it is still hot, using dry E-8018C1
electrodes. (E7018 electrodes are also acceptable for the plate repairs.
Figure 21. REPAIRING GOUGES IN PLATE PRIOR TO
INSTALLATION OF NEW PIVOT BALL
h.Grind the cross member plate smooth.
TA1
TA11299
TA2
TA11300
SERVICE MANUAL
FIGURES 22 & 23 ML

Figure 22. SMOOTHING GOUGE REPAIR
i. Place a 1/16” diameter copper wire around the ball base as shown on illustration
"INSTALLATION OF COPPER WIRE TO NEW PIVOT BALL". Space the wire away from
the edge of the ball base so that the wire cannot melt into the weld.
Figure 23. INSTALLATION OF COPPER WIRE TO NEW
PIVOT BALL
j. Position the new ball base. Place on a rolling stand so that it can be lifted into position.
TA1
TA11301
TA2
TA11302
SERVICE MANUAL
FIGURE 24 ML

Figure 24. POSITIONING OF NEW PIVOT BALL FOR
INSTALLATION
k. Lift the ball base into position. The pilot hole in the plate will position the ball properly.
TA1
TA11303
SERVICE MANUAL
FIGURE 25 ML

Figure 25. POSITIONING NEW PIVOT BALL AGAINST
PLATE
l. Preheat the plate around the perimeter of the ball base until the temperature is 300°F
(149°C). Do not exceed this temperature on the ball base. DO NOT contact the neck or
spherical portion of the ball base with a torch flame.
TA1
TA11304
SERVICE MANUAL
FIGURE 26 ML

Figure 26. PREHEATING PLATE FOR PIVOT BALL
INSTALLATION
m. Weld the ball base to the cross member using dry E-8018C1 electrodes.
n. Use a 1/8” diameter rod for the first 3 root passes.
o. Finish each pass all the way around the ball before starting on the next pass.
p. After welding each root pass, remove the slag with a needle scaler air tool. This will
remove the slag and also provide stress relief to the weld.
TA1
TA11305
SERVICE MANUAL
FIGURE 27 1 OF 2 ML

1 OF 2
q. Use 5/32” diameter E-8018C1 rod for the rest of the passes. (Tri-Mark TM-911N2 gas
shielded flux cored wire may be used for welding.)
r. Finish each pass all the way around before starting on the next pass.
1. NO Weave welding is allowed. Only multi-pass stringer beads are allowed.
s. After welding each pass, remove the slag with a needle scaler air tool. This will remove
the slag and also provide stress relief to the weld.
t. Monitor the neck area of the ball base during welding to assure that the temperature never
exceeds 400°F (204°C).
u. Monitor the spherical area of the ball base during welding to assure that the temperature
never exceeds 300°F (149°C).
TA1
TA11306
SERVICE MANUAL
FIGURE 27 2 OF 2 & FIGURE 28 ML

2 OF 2
v. Extend the weld out from the edge of the ball 1/38”.
w. Wrap the ball and cross member to extend the cool downtime. The ball must cool down to
at least 100°F (38°C) before reassembling.
SEE ILLUSTRATION ON PAGE 020A001023 (p2)
Figure 28. COVERING PIVOT BALL WITH INSULATION
x. Blend smooth the slab by grinding.
TA1
TA11307
TA2
TA11308
SERVICE MANUAL
FIGURE 29 ML

REFER TO ILLUSTRATION ON PAGE 020A001A024 (p1)
Figure 29. SMOOTH WELD
y. Follow the PIVOT BALL SOCKET REPLACEMENT PROCEDURE in the following steps.
One socket must be removed and reinstalled to insure correct alignment and preload with
the new ball.
z. Clean and paint the welded area.
TA1
TA11309
SERVICE MANUAL
NOTES
SERVICE MANUAL
PIVOT BALL SOCKET FIELD REPLMENT PROC & FIGURE 30 1 OF 2 ML

PIVOT BALL SOCKET FIELD REPLACEMENT
PROCEDURE
a. Clean the area free of dirt and grease.
b. Preheat the cross member to 200°F (93°C).
c. Cut the weld from around the socket using air-arc. Remove the socket material – not the
plate material.
1 OF 2
TA1
TA11310
SERVICE MANUAL
FIGURE 30 2 OF 2 ML

d. Remove the socket.
2 OF 2
TA1
TA11311
SERVICE MANUAL
FIGURE 31 ML

e. Bevel the plate as shown on illustration "PREPARING FRAME FOR INSTALLATION OF
NEW SOCKET".
f. Grind the bevels smooth and remove all carbon marks.
g. Repair any gouges or cracks in the plate while it is still hot, using dry E-8018C1
electrodes. (E-7018 electrodes are also acceptable for the plate repairs.)
h. Grind the repairs smooth and remove all carbon marks.
Figure 31. PREPARING FRAME FOR INSTALLATION OF NEW SOCKET
TA1
TA11312
SERVICE MANUAL
FIGURE 32 1 & 2 OF 2 ML

i. Hoist the ball cap and socket up to the ball base and install with a normal number of
spacers and shims.
Figure 32. INSTALLATION OF BALL CAP AND SOCKET
TO BALL BASE
1 OF 2
j. Snug the capscrews.

Figure 32. INSTALLATION OF BALL CAP AND SOCKET
TO BALL BASE
2 OF 2
TA1
TA11313
TA2
TA11314
SERVICE MANUAL
FIGURES 33 & 34 ML

k. Join the machine halves together, allowing the socket to seat firmly against the rear of the
notch in the plate.
l. Tighten the capscrews to hold the socket in position.
Figure 33. POSITIONING OF SOCKET INTO FRAME
m. Place a jack beneath the ball cap and socket.

n. Push up with 10,000 -12,000-lbs. of force.
o. Heat the socket and cross member plate near the socket to 250° - 350°F (121° - 177°C).
p. Tack weld the socket firmly into place using E-8018C1 electrodes (or Tri-Mark TM-911N2
gas-shielded flux cored wire).
Figure 34. PRELOADING CAP/SOCKET AND PREHEATING
SOCKET AND CROSS MEMBER
TA1
TA11315
TA2
TA11316
SERVICE MANUAL
FIGURE 35 ML

q. Invert and place the ball cap onto the socket and install as many capscrews as will line up.
r. Tighten the capscrews.
Figure 35. INSTALLATION OF BALL CAP IN INVERTED
POSITION
TA1
TA11317
SERVICE MANUAL
FIGURE 36 1 OF 2 ML

s. Use a 1/8” diameter rod for the first 3 root passes.
t. Finish each pass all the way around the ball before starting on the next pass.
u. After welding each root pass, remove the slag with a needle scaler air tool. This will
remove the slag and also provide stress relief to the weld.
1 OF 2
TA1
TA11318
SERVICE MANUAL
FIGURE 36 2 0F 2 ML

v. Use 5/32” diameter E-8018C1 rod for the rest of the passes. (Tri-Mark TM-911N2 gas-
shielded flux cored wire may be used for welding.)
w. Finish each pass all the way around the ball before starting on the next pass.
1. NO Weave welding is allowed. Only multi-pass stringer beads are allowed.
2 OF 2
TA1
TA11319
SERVICE MANUAL
FIGURE 37 ML

x. Wrap the ball and cross member to extend the cool downtime. The ball socket must cool
down to at least 100°F (38°C) before reassembling.
Figure 37. COVERING SOCKET AND PLATE WITH INSULATION
y. Follow the reassembly procedure outlined in ASSEMBLY OF REAR FRAME TO FRONT
FRAME AND BALL CAP SHIMMING PROCEDURES located in the section of the
SERVICE MANUAL entitled STRUCTURAL.
z. After assembly, check the steering pivot ball cap shim tolerances and adjust as required.
TA1
TA11320
SERVICE MANUAL
TLC WELD-ON COMPONENTS - REMOVAL & REPLACEMENT ML

WELD-ON BUCKET LIP COMPONENTS - REMOVAL AND REPLACEMENT
REMOVAL
a. Steam clean bucket to remove all material from bucket and any material on weld joints.
b. Before cutting or arc air is performed, ensure area is dry.
c. Preheat cutting edge, adapters and blade savers to a minimum temperature of 300ºF
(149ºC). The preheat area should extend 3” from the weld joint. Maintain the preheat
d. Use arc air to remove the weld securing the tooth adapters and blade savers to the
cutting edge. Grind the area free of any slag and carbon deposits.
INSTALLATION
1. The illustrations for the following procedure show adapter and blade saver
locations for an L-1850 clip vee-type bucket. Weld details are typical of all
types of weld-on adapters. Details on specific component locations for other
buckets may be requested from the LeTourneau, Inc. Product Support
Department in Longview, Texas, USA.
2. Follow the RECOMMENDED WELDING TECHNIQUE for installing all
components. Should you have any questions or need additional information,
contact your distributor or the LeTourneau, Inc. Product Support Department
in Longview, Texas, USA.
a. Clean the area to be welded of all paint, oil, grease, dirt or mill scale.
b. Fit and tack weld adapters and blade savers in location per the illustrations in this
procedure, using AWS Class E7018 low hydrogen electrodes.
c. Preheat the piece to be welded and the lip of the heat blanket or torch to a minimum
temperature of 300ºF (149ºC). The preheat area should extend 3” from the weld joint.
Check periodically and maintain the preheat temperature during the repair procedure.
If welding in cold conditions, 40°F (5°C) or less, preheat the adapter or

blade saver a minimum of 350°F (177°C). The preheat area should extend 3”
from the weld joint. Check periodically and maintain the preheat
d. Weld adapters and blade savers to cutting edge with AWS Class E7018 low hydrogen
electrodes or E-70-5 (preferred) or E-70T-1 wire.
SERVICE MANUAL
TLC WELD-ON COMPONENTS - REMOVAL & REPLACEMENT ML
RECOMMENDED WELDING TECHNIQUE

a. Control the moisture in low hydrogen electrodes by purchasing electrodes in 10 pound
(4.5 kg.) sealed packages. Larger packages invite moisture contamination that can result
in inferior welds. Remove only one hour’s supply of rods at a time. Keep the remainder in
a ventilated holding oven at 250°F (120°C). electrodes taken from cardboard boxes or a
non-airtight container should also be heated to 500°F (260°C) for two hours in a
ventilated oven. Then they should be placed in a ventilated holding oven set at 250°F
(120°C) while still warm. Remove only a one -hour’s supply at a time. Any electrode
exposed to the air for more than one hour should be re-baked per the instructions above.
b. Remove chill from light sections.
c. When welding use stringer beads.
d. Continue the bead for a full pass the length of the weld prior to beginning a second pass.
e. Starts and stops on the following passes should each be in different locations from the
previous passes below.
f. Remove the slag after each pass.
g. Bevel joints to get 100% weld penetration, when possible.
h. All welding should be done in a horizontal position, if possible.
i. Peen each bead to reduce stress concentrations — except for the first pass the final cap
pass.
j. Hold interpass temperature to 400°F (204°C) or less.
k. DO NOT put weld bead within 1-1/2” of front cutting edge of the bucket lip, either on the
topside or on the bottom side.
l. If surrounding air is above 40°F (5°C), post-heating after welding is NOT necessary. If
surrounding air is below 44°F (5°C), post-heat the entire part uniformly at 350 to 400°F
(177 to 204°C) then air cool.
Special instructions for adapters: (1) Taper the weld from 3/4” to 1/2” on
the front top (illustration "INSTALLATION TLC WELD-ON COMPONENTS -
SHEET 4 OF 9"). (2) Blend the weld over the length (illustration
"INSTALLATION TLC WELD-ON COMPONENTS - SHEET 5 OF 9").
SERVICE MANUAL
FIGURES 38 & 39 ML

Figure 38. INSTALLATION TLC WELD-ON
COMPONENTS (1 OF 9)

Figure 39. INSTALLATION TLC WELD-ON
COMPONENTS (2 OF 9)
TA10075
237 TA1
118-1/2”
92-3/16” TYP 26-5/16” TYP
65-13/16” TYP
13-3/16” TYP
39-1/2” TYP
51-1/2” TYP 26-3/4” TYP4PLACES
A E
A D D
TA10075
C
LOFCUTTINGEDGE
TA10075
237
TA10075A
TA2
118-1/2”
92-3/16” TYP
65-13/16” TYP
39-1/2” TYP
26-5/16” TYP
13-3/16” TYP
A E
TA10075a
C
L OF CUTTING EDGE
TA10075A
SERVICE MANUAL
FIGURES 40 & 41 ML

Figure 40. INSTALLATION TLC WELD-ON COMPONENTS
(3 OF 9)
Figure 41. INSTALLATION TLC WELD-ON COMPONENTS
(4 OF 9)
237
TA1
51-1/2” TYP
D D
TA10075b
C
L OF CUTTING EDGE
TA10075B
Blend documentation!
grind this area per C-C
TA2

Taper the front from 3/4” down to 1/2”
Taper
Blend grind this area per C-C

Taper the front from 3/4” down to 1/2”
VIEW B-B TA10075c

TA10075C
SERVICE MANUAL
FIGURES 42 & 43 ML

Figure 42. INSTALLATION TLC WELD-ON COMPONENTS (5 OF 9)

TA1
TAPER WELD TOWARD FRONT

1/2” AT FRONT UP TO 3/4”
B B
1-1/2”
NO WELD
SECTION A-A
TYP
TA10075d
3/4
TA10075D
GRINDBACK FROMFRONT
TA2
OF WELD TO EDGE OF THE BUCKET LIP
TO REDUCE STRESS CONCENTRATIONS

USINGA 2” GRIND STONE
DEPOSITED WELD LINE

TA10075e
SECTION C-C
TA10075E
SERVICE MANUAL
FIGURES 44 & 45 ML


TA1
CHECK 1/2” RAD GRIND

BEFORE INSTALLING ADAPTOR.
4 PLACES
TA10075f
SECTION D-D
TA10075F
TA2
ALONG THIS SURFACE ONLY.

DO NOT WELD ALONG THE
SIDES OF BLADE SAVER. 5/8
TA10075g
SECTION E-E
TA10075G
SERVICE MANUAL
FIGURE 46 ML

TA1
1/2 TYP
TA10075h
TA10075H
LeT-2
FIELD WELDING PROCEDURES
MATERIAL HANDLING EQUIPMENT
SERVICE MANUAL
NOTES
LET PUBLICATIONS MANUAL
LET-2 FIELD WELDING PROCEDURE-MATERIAL HANDLING EQUIPMENT
Training only! Always useFIELD

your machine original documentation!
WELDING PROCEDURES
MATERIAL HANDLING EQUIPMENT
LETOURNEAU, INC.
LET-2
TABLE OF CONTENTS
WELDING TECHNIQUES
CLEANING REQUIREMENTS
WELDING DEFECTS
FIELD WELDING
PREPARATION
WELDING
UPPER BALL FIELD REPLACEMENT PROCEDURE
LOWER BALL FIELD REPLACEMENT PROCEDURE
PIVOT BALL FIELD REPLACEMENT PROCEDURE
PIVOT BALL SOCKET FIELD REPLACEMENT PROCEDURE
LeTourneau, Inc. 2004 All Rights Reserved LET PUBLICATIONS 020A002A001 ( d 1 )
LET-2 FIELD WELDING PROCEDURE-MATERIAL HANDLING EQUIPMENT

LIST original documentation!
OF ILLUSTRATIONS
Figure 5. GRINDERS
Figure 16. LOWER BALL FIELD REPLACEMENT
Figure 17. PIVOT BALL REPLACEMENT
Figure 18. PIVOT BALL SOCKET REPLACEMENT

FIELD WELDING PROCEDURES provides instructions for welding structural components on
all LeTourneau, Inc. Log Stackers, Straddle Hoists, Side Porters, Jib Cranes, Marine Cranes
and Letro-Pik Aircraft Cranes. To avoid personal injury or damage to machine components, it
is essential to follow the instructions in this publication.
Training only! AlwaysWARNINGS ANDdocumentation!

use your machine original CAUTIONS
Place a DO NOT OPERATE sign on the controls while welding,

maintenance or repair work is being completed. Serious injury or death is
possible if the machine is started or moved while maintenance or repair
operations are being conducted. For the welder’s safety, always disconnect
the battery ground near the battery box to prevent the machine from being
started while the welder is working.
If inspecting the welds of making welding repairs on the elevated

structures of a Jib Crane, Straddle Hoist, or Marine Crane NEVER proceed
beyond existing platforms. Moving beyond the safety of hand-railed
platforms could cause injury or loss of life. Wear a hard hat when
performing any inspections, maintenance operations or welding repairs on
a Jib Crane, Straddle Hoist or Marine Crane. Be sure all power is turned off
before touching any electrical connections or terminal. Only qualified and
experienced personnel should enter the electrical control room of a Jib
Crane or Marine Crane.
BEFORE working in the pivot or “pinch” area of an articulated machine,

securely attach the frame lock or steering locking pin to prevent the
machine from turning. Enter this area only when necessary. Before
operating, be sure steering locking pin is disconnected and properly
stowed.
NEVER, under any circumstances, weld or use a cutting torch on a wheel

with an inflated tire. This could cause a tire explosion resulting in serious
injury or loss of life.
To ensure that no damage occurs to solid-state components, the welding

ground clamp should be as close as possible to the area to be welded.
Under NO circumstances should a bearing or movable joint be between the

grounding point and the area to be welded.
Isolate ALL DDEC components before beginning welding procedures.

Damage to components could otherwise result.
Machines with Detroit Diesel engines equipped with the DDEC system
(instead of the governor system) are also equipped with an electronic
battery equalizer. To avoid reverse polarity damage when disconnecting
battery terminals, always remove the equalizer ground terminal first and
replace the equalizer ground terminal last.
1. For machines with an articulating joint, make certain that the ground
strap in the pivot area is left firmly connected because this cable
electrically “ties” the two frame sections together.
2. If the welding unit is connected to commercial power such as in a shop
area, the machine must be isolated from all other contacts to ground
other than the welding ground clamp if possible. Machine attachments
must not contact any steel wear rails in the floor. If an overhead crane
is used to support any part of the machine, a nonconductive sling
should be used.
3. Do not disconnect the neutral from ground in the master junction box.
Machines fitted with the optional ground fault system have this
connection at the fault current limiting resistors.
GENERAL
Training only! Always WELDING
use your machine PRACTICES
Preheat and interpass temperature controls are crucial elements in making a quality weld.
Preheat is defined as the temperature of the base metal in the surrounding area of the starting
point of welding immediately before welding begins. Preheat is to be applied using an oxy-fuel
torch with a rosebud attachment. The minimum preheat temperature shall be maintained within
3” of the welding area. To determine the proper minimum preheat temperature and the
maximum interpass temperature, follow the information on. Where possible, preheat on
opposite side of the area in which welding is being done to insure that the temperature has
soaked through the part. Temperature of the part shall be checked with temperature crayons to
ensure correct preheat.
Interpass temperature is defined as the temperature of the weld between weld passes. The
interpass temperature shall be checked between each successive weld pass with temperature
crayons. The start of another weld pass shall not begin until the temperature of the part is
below the maximum interpass temperature at the arc initiation site.
All SMAW electrodes shall be removed from a fresh hermetically sealed canister or from
baking or storage ovens. Electrodes shall be issued and held in quivers or other small open
containers by the welder until used. After hermetically sealed containers are opened or after
electrodes are removed from baking or storage ovens, the electrode exposure to the
atmosphere shall not exceed the values shown in illustration "MATERIAL WELDABILITY
GROUPING". Electrodes exposed to the atmosphere for periods less than those permitted by
illustration "MAXIMUM EXPOSURE TIME" may be returned to a holding oven maintained at
250°F minimum for a minimum hold time of four hours. Electrodes exposed to the atmosphere
for periods greater than those permitted in illustration "MAXIMUM EXPOSURE TIME" shall be
re-baked as follows:
baked for at least two hours between 500°F and 800°F.
baked for at least one hour at temperatures between 700°F and 800°F.
After the electrodes have been re-baked, they may be re-issued. Electrodes shall be re-baked
no more than once. Electrodes that have been wet shall not be used.
All welding done shall be performed by a certified welder following an approved Welding
Procedure Specification (WPS). The WPS and welder must be qualified according to AWS D
1.1 Structural Welding Code - Steel or other recognized governing code requirements.
WELDING TECHNIQUES
For multiple pass welds, starts and stops should stagger for each weld pass. All starts and
stops should occur before or after the corner of a structure. No slug welding will be permitted.
Where possible, use run-off tabs. All stops and starts should be on the tabs. Remove all tabs
by oxy-fuel cutting or arc gouging and grind flush. No weave welding is allowed.
Training only!
CLEANING Always use your machine original documentation!
REQUIREMENT
Prior to welding, all lose scale, cutting dross, grease, oil, water, paint, rust, dirt and other
contaminants are to be removed at least 2” from the edge of the joint. During welding, all
individual passes are to be cleaned. No slag welding is allowed. After welding, remove slag
and spatter from the weld and welding area by appropriate means. Excessive grinding should
be avoided, but blend grind all repairs.
WELDING DEFECTS
The following discontinuities will cause the weld to be deemed defective and will require for the
discontinuity and/or the defective weld to be removed.
● Porosity (Pinholes) - any cavity type discontinuity.
● Overlap (Cold lap) - protrusion of weld metal beyond the weld toe or weld root.
● Crack - a fracture of the weld metal and/or the base metal characterized by a sharp tip and
high length to width ratio.
● Undercut - Removal of parent material at the toes of the weld.
(refer to illustration "MATERIAL WELDABILITY GROUPING" to determine class)
Class Electrode
1 E7018-1
2 E7018-1
3 E8018C3
4 E9018-M
5 E9018-M
FIELD WELDING
Defined as any welding done outside of the original fabrication environment in which an item is
being welded to the structure for the first time.
a. Check with the engineering print to ensure dimensional accuracy.
b. Determine the base metals being joined to determine the proper preheat and interpass
temperatures (refer to illustrations "MATERIAL WELDABILITY", "PREHEAT
REQUIREMENTS" and "INTERPASS MAXIMUM").
c. Preheat the weld joint.
d. Weld using requirements and techniques described above.
e. Visually inspect the weld during and after welding. If a defect is noted, refer to FIELD
Training
FIELD only! Always use WELD
REPLACEMENT your machine original documentation!
Defined as any welding done outside of me original fabrication environment in which an item is
being welded to the structure to replace a worn or defective item.
a. Before removing the old item, make any dimensional markings as needed.
b. Preheat the area to be gouged to 250°F.
c. Use Air Carbon Arc Gouging to remove the old item. Be sure not to damage the permanent
items in the structure.
d. Prepare the joint as defined by engineering. Repair all excessive gouges and nicks up to
3/16” by blending the metal by grinding. All discontinuities about 3/16” are to be restored to
the original joint profile using the approved WPS for the structure.
e. Clean the joint as defined above.
f. Preheat the joint using guidelines defined in illustrations "MATERIAL WELDABILITY",
"PREHEAT REQUIREMENTS" and "INTERPASS MAXIMUM".
g. Weld using requirements and techniques as described above.
h. Visually inspect the weld during and after welding. If a defect is noted, refer to FIELD
Defined as any welding done outside of me original fabrication environment in which a
structure is being welded on to repair a defective weld or base material.
a. Determine the extent of the defect by using Non-Destructive Examinations (NDE) such as
Magnetic Particle Inspection (MT) or Liquid Penetrant Testing (PT).
b. Preheat the area of the defect to be removed to 250°F.
c. Use Air Carbon Arc Gouging to remove the defect. If the defect is a crack, remove the
crack plus one inch past the termination of the crack.
d. MT or PT the area to ensure the defect has been removed.
e. Clean the weld joint as defined above.
f. Preheat the joint using guidelines defined in illustrations "MATERIAL WELDABILITY",
"PREHEAT REQUIREMENTS" and "INTERPASS MAXIMUM".
h. MT or PT and visually inspect the completed weld. If a defect is still detected, repeat Steps
“a” through “h”.
FIGURE 1-4

Class 1 Class 2 Class 3 Class 4 Class 5
A-36 C23M (1506) 4820H 8630M N40 FSC (1510)
EH36 NC23M N20 Cl-1 (1518) NN30 (1508) A514-Q
A-106-B (1517) N20 Cl-2 (1518) N20 HS (1503) N30 FSC (1508)
A500 C1035 N20 Cl-3 (1518) NN-20HS (1503) N30 LVR (1508)
1026 A572 Gr-50 N20 Cl-5 (1518) N20 Hi Moly N30 HN (1509)
C1010 M&M Class 2 (1504) N25HN HTF S1
CMS10 (1512) N20 HMRB (1516)
Mild .33 Max M&M A/R (1512) (1505) 4340
Carbon A516-70 NN25 (1507)
8720-H M&M Class 3
4130 (1512)
M&M Tubing
(1511)
N-20 Cl-6 (1518)
A710 Class 1
A710 Class 3

Thickness
< or = 3/4” 100°F 100°F 125°F 175°F 200°F
>3/4” to 1-1/2” 125°F 150°F 225°F 225°F 250°F
>1-1/2” to 2-1/2” 150°F 225°F 250°F 275°F 300°F
>2-1/2” 225°F 300°F 300°F 325°F 350°F

Thickness
< OR = 3/4” 500°F 500°F 500°F 450°F 450°
>3/4” to 1-1/2” 500°F 500°F 500°F 450°F 450°F
>1-1/2” to 2-1/2” 500°F 500°F 500°F 450°F 450°F
>2-1/2” 500°F 500°F 500°F 450°F 450°F
FIGURE 1-4
Training only!Electrode Maximum

Always use your machine original documentation!Electrode Maximum
Exposure Exposure
Time Time
(hours) (hours)
E70XX 4 E70XX-X 4
E70XXR 9 E80XX-X 2
A5.1 E70XXHXR 9 A5.2 E90XX-X 1
E7018M 9 E100XX-X 1/2
E110XX-X 1/2
SERVICE MANUAL
NOTES
STRUCTURAL WELDING ON HIGH STRESS JOINTS & FIG. 5-6
STRUCTURAL
Training WELDING
only! Always use your OFdocumentation!
machine original HIGH STRESS JOINTS
The following procedure is provided as a generic procedure for the repair of cracks that may
appear in the load bearing components of LeTourneau, Inc. Material Handling Equipment.
This procedure applies only to crack repairs. Replacement of a ball or

socket should be done in accordance with the Lower Ball, Pivot Ball and
Pivot Ball Socket Field Replacement Procedures.
PREPARATION
a. Steam clean the area to remove all contamination on weld joints.
b. Clean the area to be welded of all rust, paint, oil, grease, dirt and/or mill scale.
c. Before any cutting or air carbon arc gouging is performed, ensure the area is dry.
d. Preheat the area around the crack to at least 250°F (121°C).
If the crack is in a casting or a weld attached to a casting, the preheat is

350°F (177°C). The preheat area should extend 3” from the crack. Maintain
the preheat temperature during the repair procedure.
e. Use air carbon gouging to remove the crack.

f. Test the area after arc air has been completed with die penetrant or mag particle to assure
that the entire crack has been removed. Continue to air carbon arc gouge until the crack
has been removed.
g. Grind the entire gouged area (100%) so that the steel is free of any slag and carbon
deposits. Shiny steel material should be visible in all parts. This can be done with either air
powered or electric powered grinders as shown in illustration "GRINDERS".
WELDING
a. Use AWS Class E7018-1 low hydrogen electrodes for the repair. These electrodes must be
clean and dry.
b. Control the moisture in low hydrogen electrodes by purchasing electrodes in 10 pound (4.5
kg) sealed packages.
c. Remove only one hour’s supply of electrodes at a time. Keep the remainder in a ventilated
holding oven at 225°F (107°C).
STRUCTURAL WELDING ON HIGH STRESS JOINTS & FIG. 5-6
Figure 5. GRINDERS
d. Bake previously opened packages of electrodes in a ventilated oven at 500°F (260°C) for
two hours before using.
e. Electrodes taken from cardboard boxes or a non-airtight container should also be baked at
500°F (260°C) for two hours in a ventilated oven. Then they should be placed immediately
in a ventilated holding oven set at 225°F (107°C).
f. Any electrode exposed to the air for more than four hours should be re-baked per the
instructions above.
g. Preheat the area to be welded with a heat blanket or torch to a temperature of 250°F (121°
C).
If the crack is in a casting or a weld attached to a casting, the preheat is

350°F (177°C). The preheat area should extend 3” from the crack. Check
periodically and maintain the preheat temperature during the repair
procedure. The temperature should be checked using heat crayons or heat
sticks.
STRU WELD HIGH STRESS JNTS - CONT'D & FIG. 7-9
h. When welding use stringer beads. The bead width must be no wider than 3 times the rod
diameter. Refer to illustration "STRING BEAD".
Figure 7. STRING BEAD
i. No weave welds are permitted. Refer to illustration "WEAVE WELD".

j. Use a backup strip made from 1/4” thick mild steel (when practical) if the crack penetrates
completely through the plate. Refer to illustration "BACKUP STRIP".
k. Weld the root pass bead for the complete length of the bottom of the crack area.
l. Remove the slag from the root pass with an air scaler or air chisel.
m. To ensure that the root pass has no cracks, visually check the root pass weld. Use die
penetrant or mag particle if a crack is suspected. If cracks are found, the root should be
gouged out, edges ground smooth with a grinder and re-welded.
If there are problems with cracks in the root pass using the 7018 electrode,
then it is permissible to use either 6013 or 6011 electrodes to make the root
pass.
n. Continue the bead for a full pass the length of the weld prior to beginning a second pass.
Refer to illustration "FULL PASS WELD".
o. Interpass temperature (temperature in the base material 1” away from the weld) should not
exceed 450°F (232°C). Use heat crayons or heat sticks adjacent to the weld to check
temperatures. Refer to illustration "INTERPASS TEMPERATURE".
p. Starts and stops on each pass should each be in different locations from the previous
passes. Refer to illustration "WELD START AND STOPS".
Figure 11. WELD START AND STOPS
q. Remove the slag after each pass with an air powered needle scaler or chipper. Refer to
illustration "NEEDLE SCALER KIT, SCALERS".
r. Peen each bead, except for the root and cap passes, with the scaler or chipper to reduce
stress concentrations.
s. Grind the weld-repaired area to blend in with the adjacent base material. No undercut is
allowed. Grind feed marks should not be visible when the grinding is finished. If
necessary, polish with an emery wheel or disk. Refer to illustrations "WELD FINISHING"
and "WELD POLISHING".
t. If surrounding air is above 40°F (5°C), post-heating after welding is NOT necessary. If
surrounding air is below 40°F (5°C), post-heat the entire repaired area uniformly at 350°-
400°F (177°-204°C) then air cool.
UPPER BALL FIELD REPLACEMENT
TrainingUPPER BALL
only! Always FIELD
use your REPLACEMENT
machine original documentation!PROCEDURE
For upper ball field replacement, perform the following procedures:
a. Before removing the damaged ball, a locating dimension must be established so that the
new ball can be located properly. This dimension is taken from the shoulder of the ball
base, across the weld joint, to the face of the side plate ring. Make three or four
measurements around the ball (refer to illustration View “A”, "UPPER BALL FIELD
REPLACEMENT"). The shoulder of the ball base may have its corners beveled, as shown
in Detail “1”. Make sure the locating dimension is taken from the original shoulder corner
and not from the beveled corner. This can be accomplished by laying a straight edge on
the ball base and measuring out from the side plate ring to the straight edge (refer to Detail
“1”, "UPPER BALL FIELD REPLACEMENT").
b. Scribe a mark around the weld joint 1/4” out from the side plate ring. This scribe mark is to
be used when cutting off the ball base (refer to illustration View “A”, "UPPER BALL FIELD
REPLACEMENT").
c. Scribe a mark around the base of the ball 1-3/4” in from the outer diameter of the ball
base. This scribe mark is to be used when cutting off the ball base (refer to illustration
View “A”, "UPPER BALL FIELD REPLACEMENT").

TA1
TA6075
UPPER BALL FIELD REPL PROCED - CONT'D
d. Use air-arc to cut the ball off at the neck, as shown in illustration View “A”, "UPPER BALL
FIELD REPLACEMENT".
e. Use air-arc to cut the ball weld joint out. The intersection of the 1/4” and 1-3/4” scribe
marks is used to locate the approximate root of the weld joint. Do not undercut past the
1/4” scribe mark (refer to illustration View “A”, "UPPER BALL FIELD REPLACEMENT").
f. Make two air-arc cuts 90° from each other as shown in illustration View “B”, "UPPER BALL
FIELD REPLACEMENT". Be careful not to cut into the tube.
g. Remove the pie shaped section of the ball base.
h. Before cutting and removing the other ball base section, determine the dimension between
the bottom of the ball and the machined recess in the tube (refer to Detail “2”). A shim of
this dimension will be used when installing the new ball. This dimension should be
approximately 0.125”.
i. Cut and remove the rest of the ball base section (refer to illustration View “B”, "UPPER
BALL FIELD REPLACEMENT").
j. TUBE WELDING PREPARATION:
1. The end of the tube is to be replaced by grinding clean and welding up any air-arc
undercut of the tube below the 1/4” scribe line. Preheat the weld area to 300° F (149°
C) and weld with material listed in Step “o”1 (refer to View “C”).
2. Grind the end of the tube and, if necessary, grind the I.D. as the machine surface of the
tube (refer to View “C”).
3. Install a shim, of your making, in the bottom of the machined recess in the tube. The
thickness for this shim was determined in Step “h”.
k. INSTALLATION TOOL FABRICATION:
1. Fabricate the ball installation tool, as shown in tool drawings on illustration "UPPER
BALL FIELD REPLACEMENT".
2. Make gage rod tool, as shown in tool drawing on illustration "UPPER BALL FIELD
REPLACEMENT".
l. BALL FREEZING PROCEDURE:
1. Insert the installation tool through the new ball. Place a 1” flatwasher over the 1” rod
and put a 3/8” X 2” bolt through the 7/16” hole. Do not put a nut on the 3/8” bolt.
2. Place the ball in liquid nitrogen and freeze for 30 to 40 minutes. Watch the position of
the lifting lug on the ball installation tool so that the 3/8” X 2” bolt does not fall out.
m. TUBE EXPANSION:
1. Heat is required to enlarge the tube bore. The five-inch slab around the tube is to be
heated first to about 300°F (149°C) and then the tube can be heated to 300°F (149°C).
2. Use the gage rod to check expansion of the tube. If gage rod will not go into tube, then
increase slab and tube temperature by 25°F (-4°C) and recheck with gage rod.
UPPER BALL FIELD REPL PROCED - CONT'D
n. BALL INSTALLATION PROCEDURE:
1. Be sure the shim install in Step “j” 3 is still in place. Hoist the frozen ball into position
and insert into the heated tube. You will have three to four minutes to locate the ball.
The ball should bottom against the shim. Check the locating dimension obtained in
Step “a”. This should be checked in three or four places around the ball. Reposition,
as necessary, to hold this dimension until the ball temperature increases to the point
that the ball is held snugly in place within the tube. This dimension must be held for
proper ball location (refer to illustration View “D” of "UPPER BALL FIELD
REPLACEMENT").
2. Allow the ball and tube to return to room temperature.
3. Rotate the ball installation tool until the 3/8” X 2” bolt falls out. Remove the installation
tool.
o. BALL WELDING PROCEDURE:
1. Preheat the weld area to 300°F (149°C) and maintain this temperature while welding
out the joint. Arc weld with 1/8” diameter E-8018C1 electrodes or MIG weld with Tri-
Mark TM-911N2 flux cored wire. The electrodes must have been stored in a sealed
container and heated in a 250°F (121°C) oven for 30 minutes before welding. Do not
weave weld.
2. The cap passes must be blended smooth. If not, they must be ground smooth.
3. Paint the repair area.
LOWER BALL FIELD REPLACEMENT PROCED & FIG. 16
LOWER
Training BALL
only! Always FIELD
use your REPLACEMENT
machine original documentation!PROCEDURE
The following procedure is set forth for the field replacement of the lower ball structure.
a. Before removing the damaged ball, a locating dimension must first be established so that
the new ball can be located. This dimension is taken from the edge of the side plate ring to
the shoulder of the base ball.
b. Scribe a mark around the weld joint one inch out from the side plate ring. Do not cut past
this line when cutting the ball off. See illustration View “A”, "LOWER BALL FIELD
REPLACEMENT".
c. Scribe a mark around the base of the ball 1-13/16” in from the outer diameter of the ball
base.
d. Use air-arc to cut the ball weld joint out. Do not cut past the one-inch reference line at the
surface. The 1-13/16” reference line and the 2-9/16” depth dimension can be used to
locate the root of the weld joint.
e. The end of the tube is to be repaired by grinding clean and welding up the air-arc undercut
with E-8018C1 electrodes. Preheat to 300°F (149°C) before welding. Do not over weld
I.D. or it will have be ground by hand.
f. Grind the end of the tube clean and if necessary grind the I.D. of the tube to the same I.D.
as the machined surface of the tube. See illustration View “B”, "LOWER BALL FIELD
REPLACEMENT".
g. Install spacer ring in the tube bore to provide positive stop when installing ball.
h. Install new ball. It should be loose fit into the tube. If heat is required to enlarge the tube
bore, the side plate is to be heated first to about 300°F (149°C) and then the tube can be
heated to 300°F (149°C).
i. Use the dimension obtained in Step “a” to locate the new ball in the end of the tube. Tack
weld in place four places. See illustration View “C”, "LOWER BALL FIELD
REPLACEMENT".
j. Preheat the area to 300°F (149°C) and maintain this temperature while welding out the
joint.
k. Use 1/8” diameter E-8018C1 electrodes that have been stored in a sealed container and
heated in a 250°F (121°C) oven for 30 minutes to weld the joint. Do not weave the
electrode more than 1-1/2” times the diameter of the rod.
l. The cap passes must be blended smooth. If not, they must be ground smooth.
m. Paint the repair area.

Figure 16. LOWER BALL FIELD REPLACEMENT
DO NOT CUT PAST TA1
THIS LINE WHILE

CUTTING BALL OFF
1” 1”
1-13/16”
GRIND THE
END OF THE
TUBE CLEAN
2-9/16”
ADDITIONAL WELD
WILL BE REQUIRED TO
FILL THE ID
OF TUBE WHERE
AIR ARC UNDER
CUT THE TUBE
VIEW B
TA-4786
2-1/4” 2-1/4”
VIEW A VIEW C
TA4786
PIVOT BALL FIELD REPLACE PROCED & FIG. 17
PIVOT
Training BALL
only! Always useFIELD REPLACEMENT
your machine PROCEDURE
For replacement of the pivot ball, perform the following procedures:
a. Separate the pivot ball from the pivot socket as described in FRONT FRAME REMOVAL in
the section of the SERVICE MANUAL entitled STRUCTURAL.
c. Preheat cross-member to 200°F (93°C) and cut off old ball.
d. Repair any gouges or cracks in the slab while it is still hot, using dry E-8018C electrodes.
(If E-8018C electrodes are not available, E-70l8 electrodes are acceptable, but only for
slab repairs.
e. Grind cross-member surface smooth.
f. Place a 1/16” diameter copper wire around the ball base. Space wire away from the edge
of the ball base so the wire does not melt into the weld. Refer to illustration "PIVOT BALL
REPLACEMENT".
g. Preheat the slab around the perimeter of the ball base until the ball base temperature is
300°F (149°C). Do not exceed this temperature.
h. Weld the ball base to the cross-member using dry E-8018C electrodes. Use a 1/8”
diameter rod for the first three root passes. Finish the weld by completing each layer all
the way around the ball before starting on the next layer. (Rod size is not important after
the first three passes). Tri-Mark TM-911N2 gas shielded flux cored wire may be used for
all welding.
i. Do not exceed 400°F (204°C) in the neck area of the ball at any time and never contact the
carburized area with the torch. Do not allow the heat transference to cause the
temperature of the ball to exceed 300°F (149° C).
j. Extend the weld out from the edge of the ball 1-3/8” and blend smooth the slab by grinding.
k. Wrap the ball and cross-member to extend the cool down time. Ball must cool down to at
least 100°F (38°C) before reassembling.
l. Follow the PIVOT BALL SOCKET REPLACEMENT PROCEDURE. One socket must be
removed and reinstalled to insure correct alignment and preload with the new ball.
m. Clean and paint the repaired area.
n. Follow the re-assembly procedures outlined in the section of the SERVICE MANUAL
entitled STRUCTURAL.

Figure 17. PIVOT BALL REPLACEMENT
TA1
BEVEL AROUND BALL BASE
3/8 in. MINIMUM
PILOT STUD
TA-8246 1/16 in. DIA. WIRE

WIRE PART #151-0182
TA8246
PIVOT BALL SOCKET FLD REPLACE PROCED & FIG. 18
TrainingPIVOT BALL
only! Always SOCKET
use your FIELD
machine original REPLACEMENT
documentation!
PROCEDURE
To replace the pivot ball socket, perform the following procedures:
a. Separate the front and rear halves of the machine as described in FRONT FRAME
REMOVAL, located in the section of the SERVICE MANUAL entitled STRUCTURAL. If the
pivot ball is also being replaced, replace the pivot ball first. Refer to PIVOT BALL FIELD
REPLACEMENT PROCEDURE.
c. Preheat the cross member to 200°F (93°C). Cut the weld from around the socket using
air-arc. Refer to illustration "PIVOT BALL SOCKET REPLACEMENT" and dimensions of
the new socket for depth and angle of cut in cross-member.
d. Bevel slab as shown in illustration "PIVOT BALL SOCKET REPLACEMENT".
e. Repair cracks and gouges in slab while it is still hot, using dry E-8018C1 electrodes. (If E-
8018C1 electrodes are not available, E-7018 electrodes are acceptable).
f. Clean up notch in slab for re-welding.
g. Measure and record the dimension between the upper and lower cross-members that the
pivot balls mount to. The measurement should be as close to ball centerline as possible.
The measurement must be .001 inch.
h. Hoist the ball cap and socket up to the ball base and install around ball base using new
liners. Omit the spacer and shims between the ball cap and socket and snug up the
capscrews.
i. Join the machine halves together allowing the socket to seat firmly against the rear of the
notch in the slab.
j. Using a jack underneath the lower ball and socket, push until the cross-member deflects
to .010-inch minimum and .015 inch maximum. Reference dimensions in Step “g”.
k. Heat the socket and cross-member area adjacent to the socket to 250°-350°F (121°-177°
C) and tack firmly into place using dry E-8018C1 electrodes or Tri-Mark TM-911N2 gas-
shielded flux cored wire.
l. E-8018C1 electrodes, 1/8” diameter, should be used to make the first three root passes.
Finish each root pass by completing each pass all the way around the socket before
starting the next pass. Rod size may be increased after the first three root passes are
completed. Welds are to be stringer beads, not weave welds. Tri-Mark TM-911N2 gas-
shielded flux cored wire may also be used for all welding.
m. Wrap the cross-member and the socket to extend the cool-down time. Allow to cool to at
least 100°F (38°C) before proceeding further.
n. Disassemble the ball cap and socket to install shims. Follow the re-assembly procedure
outlined in ASSEMBLY OF REAR FRAME TO FRONT FRAME in the section of the
SERVICE MANUAL entitled STRUCTURAL. Be sure to check the steering pivot ball cap
shim tolerance as indicated in this section.
PIVOT BALL SOCKET FLD REPLACE PROCED & FIG. 18
Figure 18. PIVOT BALL SOCKET

REPLACEMENT
LET-3
SCR OR DIODE INSTATION PROCEDURE
SERVICE MANUAL
NOTES
SERVICE MANUAL
SCR OR DIODE INSTALLATION PROCEDURE ML

SCR OR DIODE INSTALLATION PROCEDURE
LETOURNEAU, INC.
LET-3
TABLE OF CONTENTS
SCR TESTING
DISASSEMBLY
COMPONENT PREPARATION PRIOR TO REASSEMBLY
REASSEMBLY
SPECIFIED FORCES FOR SCRS AND DIODES
Figure 1. CLAMP ASSEMBLY TYPES OF THE SYSTEM

Figure 2. LOADER SCR/DIODE SPECIFICATIONS
Figure 3. FORESTRY AND INDUSTRIAL EQUIPMENT SCR/DIODE SPECIFICATIONS
Figure 4. TYPICAL SCR/DIODE INSTALLATION
This procedure describes the method for installing a “hockey puck” or disc type SCR or diode
in a heat sink. This type of component is used on LeTourneau, Inc. loaders, stackers, cranes
and other equipment. Each SCR or diode has been chosen for a particular application and
varies in size and rating.
Typically each converter will use the following number of SCRs:
Voltage Regulator 3 SCRs

Field Converter 6 SCRs (sometimes 3)
Armature Converter 6 SCRs
Braking System 1 diode (for each motor)
SCRs and diodes of the disc or “hockey puck” type have very high current ratings for their size
due to the fact that the internal heat generated is transferred to and dissipated by large heat
sinks. The clamps provide the force necessary for the internal elements of the disc to make
solid contact and operate properly as well as transfer the heat out of the device and to the heat
sink.
SERVICE MANUAL
SCR OR DIODE INSTALLATION PROCEDURE ML
This type of SCR or diode must be clamped to the proper pressure to

function. All checks or tests of this type of SCR or diode (megger,
ohmmeter, triggering, etc.) must be done with the SCR or diode clamped to
the proper pressure. If the SCR or diode is not clamped, the values
obtained may be meaningless.
SCRs and diodes are very reliable components and very seldom fail under proper operating
conditions. However, the installation procedure and correct combination of heat sinks, clamps,
pressure indicators, thermal compound and SCRs or diodes is very critical to the life of the
components.
The SCR or diode must be replaced with one of the same LeTourneau, Inc., part number. The
SCRs and diodes used on LeTourneau, Inc. equipment are specially test selected according to
LeTourneau Inc.'s specifications to give the best performance in a mobile mining or other
heavy equipment application. Another component of the same style and vendor number may
not have adequate performance characteristics that can result in false triggering and motor
flashing.
SCR TESTING
Proper testing of SCRs is essential to reduce the possibility of damage to the
components. Only Megohmmeters specifically designed to test SCRs and meeting
specifications approved by LeTourneau, Inc.’s SCR vendors should be used. Use of testers
not meeting these requirements may damage components and void any applicable warranty. It
is EXTREMELY IMPORTANT that the selected meter meets the following guidelines if it is to
be used for testing SCRs:
a. Only battery powered meters can be used. Megohmmeters with crank handles should
NEVER be used.
b. Only megohmmeters with a 500-volt maximum output should be used.
c. Only megohmmeters with a highly regulated output should be used. Some instruments
generate a high spike voltage when first activated. If this spike voltage exceeds 650 volts, it
may damage SCRs used on LeTourneau, Inc. converter panels. Consult the meter
manufacturer’s specifications or monitor the initial meter output to determine if a particular
meter exceeds the specification.
SERVICE MANUAL
SCR OR DIODE INSTALL PROCED - CONT'D ML
LeTourneau, Inc. has tested a Biddle Megger Model BM 100-2, P/N 407-
7638, and found that it meets the above criteria.
Analysis of SCRs reported to have low megohm reading have shown that these readings are
an indication of SCR leakage rates. Regardless, of those SCRs exhibiting these
characteristics, almost all (95%) of the SCRs returned to the vendor were within their specified
leakage ratings. The SCR vendors do not believe that an SCR will deteriorate over time
(leakage rate increase) and they do not believe that low megohm readings on an SCR are an
indication of problems.
Based on field reports, it does appear that an imbalance of SCR readings on an individual
panel can possibly cause intermittent problems with operator alarms. A megohmmeter can be
used to make a final determination on whether or not an SCR is shorted. There has been no
evidence submitted to LeTourneau, Inc. that would indicate a low megohm reading is a sign of
imminent failure or that this condition will cause a motor flashover.
In response to field concerns with low megohm SCRs LeTourneau, Inc. has restricted the
allowable leakage ratings on the SCRs that are purchased. It is hoped this change will
significantly reduce, if not eliminate, the number of field reports and associated concerns with
low megohm SCRs.
LeTourneau, Inc.’s Engineering recommendation is that all SCRs with a megohm resistance
less than 100k ohms be replaced, although some individuals prefer to use 1 megohm as their
baseline. LeTourneau, Inc. would only recommend the latter practice when there is a wide
variance in the SCR megohm readings on an individual panel. If a machine is functioning
without a problem, LeTourneau, Inc. DOES NOT recommend the replacement of SCRs with
megohm resistance above 100k ohms.
When a megohmmeter is employed to test an SCR, the SCR must be

properly clamped in place on a panel.
SERVICE MANUAL

DISASSEMBLY
SCRs and diodes are polarity sensitive. Check the polarity of the faulty
SCR or diode before removing it! Mark the heat sink so that the new SCR
or diode will be installed with the correct polarity. Panel schematics,
located in the section of the machine's SERVICE MANUAL entitled
SCHEMATICS, show the correct polarity for the various disc type SCRs and
diodes used in the control system.
Disassembly should be done by loosening the clamp nuts in a staggered fashion; i.e., one-half
turn from one nut, one-half turn from the other, etc., until the nuts can be removed by hand.
The clamp assembly is divided into two parts. The U-style insulated piece is called the cross
bar. The top piece is called the spring assembly. It contains an indicator gauge and is
constructed of spring steel. This is illustrated in the following diagrams:
COMPONENT PREPARATION PRIOR TO REASSEMBLY
COMPONENT PREPARATION PRIOR TO APPLICATION OF THERMAL COMPOUND
a. Check the indicator gauge part of the spring assembly. The indicator should read zero with
the clamp disassembled. This can be adjusted by bending the indicator until it reads zero.
Also ensure that the indicator can move freely and does not hang up on any part of the
assembly.
The spring assembly contains a roll pin at the center of its mating surface. This is to
facilitate centering and aligning of the disc on the heat sink or terminal bar. On some
systems a roll pin is installed in the center of the heat sink. These pins must not protrude
beyond the depth of the center hole on the SCR or diode. If the pin does not fit into the
center hole of the SCR or diode, or if it too deep, the clamping force will create a high
pressure spot which can damage the device. The amount that the roll pin protrudes can be
adjusted with a light hammer.
b. Check each heat sink or terminal bar surface for flatness, nicks, scratches and surface
finish. A spot face is machined on the heat sink for SCR or diode mounting. These spot
face surfaces should be flat to .001” T.I.R., and the finish should be 30 to 60 micro inches
or less. Also the SCR or diode surface must fit into the spot face and not overlap it in any
way. If a heat sink has been re-machined, insure that the depth of the spot face does not
cause interference between the heat sink and any other part of the SCR or diode case.
SERVICE MANUAL
SCR OR DIODE INSTALL PROCED - CONT'D & FIG. 1 ML
Figure 1. CLAMP ASSEMBLY TYPES OF THE SYSTEM
SERVICE MANUAL
SCR OR DIODE INSTALL PROCED - CONT'D & FIG. 1 ML
The smoothness of the heat sink finish may be determined approximately

in the field by use of a surface finish comparator. The surface finish
comparator is a 3.5” X 5” piece of plastic with samples of various types of
machined finishes. This is available from LeTourneau, Inc. distributors
under P/N 421-3150. A similar surface finish comparator should also be
available from a typical machine tool supply business or distributor.
c. Check each SCR or diode surface for smoothness. Do not use the SCR or diode unless
the surface is smooth and not damaged. This would include surface damage due to
handling or improper installation (pin not centered causing surface gouge).
d. Clean the heat sink or terminal bar surfaces. The area where the SCR or diode will sit
must be dry, free of oil or other contamination, free of dust or grit, free of oxides, and
smooth.
The surfaces may be rubbed lightly with 000 steel wool or crocus cloth. An electrical joint
compound such as PENETROX may be used as a rubbing compound to remove aluminum
oxide from the surface of the heat sinks. Typical aluminum finish in a heat sink is a dull
gray color. A clean metallic, somewhat shiny look to the heat sink surface in the area of
the spot face indicates the oxide has been successfully removed.
The aluminum in the spot face area has to be fully cleaned prior to installation of thermal
compound. A quick drying non-oily electrical solvent such as CRC Lectra Clean is needed
to remove all of the residues of PENETROX and aluminum oxide.
Swab with alcohol immediately prior to putting on thermal compound.
e. Clean the surface of the SCR or diode. It must be must be dry, free of oil or other
contamination, free of dust or grit, free of oxides, and smooth. The surfaces may be
rubbed lightly with 000 steel wool or crocus cloth. Swab the surface with alcohol
immediately prior to putting on thermal compound.
THERMAL COMPOUND APPLICATION - HEAT SINKS OR TERMINAL BARS
Recommended thermal compounds:
● Wakefield Type 120 (LeTourneau, Inc. P/N 403-3011)
● Dow Corning 340
● Apply clean thermal compound to the surface of the heat sinks or terminal bars
where the SCR or diode will rest. Rub the compound into the surface to assure that
the entire surface voids have been filled
SERVICE MANUAL

There should only be a very thin translucent film of thermal compound on the surfaces.
Wipe off any excess with a clean lint free rag. A clean finger is also suitable for this. Protect
the component from airborne dust, cigarette ashes, etc. as the thermal compound film will
attract contamination. The SCR or diode should be installed as soon as possible after the
thermal compound is applied due to dust attraction and oxide formation.
The purpose of the thermal compound is to enhance heat transfer between

the SCR or diode and the heat sink. Thermal compound is an electrical
insulator, and an excessive amount will hinder electrical conduction.
Metal-to-metal contact between the SCR or diode and heat sink is desired
with only the voids filled with thermal compound to aid heat dissipation.
The consistency of the thermal compound is too heavy for the clamping
force to squeeze out the excess.
Put on only a THIN FILM of thermal compound!

THERMAL COMPOUND APPLICATION - SCR OR DIODE
Recommended thermal compounds:
● Wakefield Type 120 (LeTourneau, Inc. P/N 403-3011)
● Dow Corning 340
● Apply clean thermal compound to the surface of the heat sinks or terminal bars
where the SCR or diode will rest. Rub the compound into the surface to assure that
the entire surface voids have been filled
The purpose of the thermal compound is to enhance heat transfer between

the SCR or diode and the heat sink. Thermal compound is an electrical
insulator, and an excessive amount will hinder electrical conduction.
Metal-to-metal contact between the SCR or diode and heat sink is desired
with only the voids filled with thermal compound to aid heat dissipation.
The consistency of the thermal compound is too heavy for the clamping
force to squeeze out the excess.
Put on only a THIN FILM of thermal compound!

There should only be a very thin translucent film of thermal compound on the surfaces. Wipe
off any excess with a clean lint-free rag. A clean finger is also suitable for this. Protect the
component from airborne dust, cigarette ashes, etc. as the thermal compound film will attract
contamination.
SERVICE MANUAL

REASSEMBLY:
a. Insert the clamp cross bar through the heat sink. Apply a thin coating of a high quality non-
galling lubricating compound on the stud threads.
b. Place the SCR or diode into position.
It is possible to install the SCR or diode in two directions. ONLY ONE

DIRECTION IS CORRECT! Check converter layouts in the section of the
SERVICE MANUAL entitled SOLID-STATE ELECTRONICS for the correct
polarity.
c. Place the second heat sink or terminal bar into place.
d. Place the clamp spring assembly over the clamp studs and ensure that the centering pins
are properly located.
Center the SCR or diode on the roll pin that protrudes through the heat sink
or terminal bar. Failure to do this will damage the surface of the SCR or
diode!
e. Install the nuts and finger-tighten in an even fashion so that the same amount of threads
shows above each nut on each stud.
Check to see that the clamp assembly, heat sink(s), terminal bar, and SCR
or diode are all positioned correctly and square to each other with no
binding. Make sure the SCR or diode surface does not extend beyond the
spot face (machined surface) of the heat sink. Make sure the trigger lead
wires are not binding and are positioned correctly. Make sure that no other
part of the SCR or diode case is interfering or binding with the heat sink or
the assembly.
f. The clamp should now be tightened evenly and slowly. Using the correct size deep socket
and handle, tighten the clamp nuts in a staggered fashion; i.e., one-quarter turn on one nut,
one-quarter turn on the other, etc., until the force indicator reads the correct force.
The correct force comes from the spring action of the clamp assembly, not
the torque on the nuts. The indicator gauge is the only valid force
measurement. Proper force is essential for correct and reliable operation.
Too little force can result in poor heat transfer and improper operation; too
much force can result in internal component damage.
SERVICE MANUAL

APPLICATION OF JOINT COMPOUND TO ALL OTHER CONVERTER PANEL
ELECTRICAL CONNECTIONS
All other power connections require the use of an electrical joint compound that will establish a
good, corrosion-free connection. Work on converter panels that involves disconnection of
wires or electrical components will require the reestablishment of these electrical connections
with an electrical compound such as PENETROX A, P/N 410-5600.
For application of PENETROX A, surfaces must be smooth and clean. Only

a light coating of PENETROX A is required.
SPECIFIED FORCES FOR SCRS AND DIODES:
The following tables list the specified forces for the various SCRs and diodes used in the
loaders, stackers, cranes, etc. Contact your local authorized LeTourneau, Inc. distributor or
the LeTourneau, Inc. factory service department if your particular SCR or diode is not shown.
SERVICE MANUAL
FIGURE 2-3 ML

Machine Converter SCR or Clamp Type No. Pressure Total Clamp
Diode P/N of Indicator Pressure (lbs)
Springs Setting
L-1000 VR 409-5800 408-1477 5 400 2000
L-1100 FC 409-5800 408-1477 5 400 2000
(N-7 Motor) AC 409-5800 408-1477 5 400 2000
(N-11 Motor) Brake Diode 410-2733 408-1477 5 400 2000
VR 409-5800 408-1477 5 400 2000

L-1100 + FC 409-5800 408-1477 5 400 2000
(L-14 motor) AC 417-3295 415-7686 1 3 3000
Brake Diode 417-3294 415-7686 1 3 3000
VR 409-5800 408-1477 5 400 2000

L-1400 FC 409-5800 408-1477 5 400 2000
(L-14 motor) AC 413-5553 416-6045 2 2-1/2 5000
Brake Diode 413-5555 416-6045 2 2-1/2 5000
L-1400 VR 413-5554 408-1477 5 400 2000

L-1350
(M-40) FC 409-5800 408-1477 5 400 2000
L-1800 AC 417-2975 416-6045 2 2–1/2 5000
L-2350
(J-2 motor) Brake Diode 413-5555 416-6045 2 2–1/2 5000
Figure 2. LOADER SCR/DIODE SPECIFICATIONS
SERVICE MANUAL
FIGURE 2-3 ML
Machine Converter SCR or Clamp No. of Pressure Total

Diode P/N Type Springs Indicator Clamp
Setting Pressure
(lbs)
VR 409-5800 408- 5 400 2000
1477
*FC *409-5800 408- *5 *400 *2000
Stacker 1477
Side Porter AC 409-5800 408- 5 400 2000
1477
Brake Diode 413-5555 408- 5 400 2000
1477
VR 409-5800 408- 5 400 2000

Cranes 1477
(except SST-100 *FC *409-5800 408- *5 *400 *2000
high performance 1477
hoist) AC 409-5800 408- 5 400 2000
1477
Hoist Converters Braking Modular devices

SST-100 (with *FC Modular devices
high performance AC
415-7687 415- 1 3 3000
hoist) 7686
*NOTE: Some forestry and industrial equipment FCs use modular devices (instead of
hockey puck) that do not use clamps.
Figure 3. FORESTRY AND INDUSTRIAL EQUIPMENT SCR/DIODE SPECIFICATIONS
SERVICE MANUAL
FIGURE 4 ML

Figure 4. TYPICAL SCR/DIODE INSTALLATION
TA1
TA7397
TA2
TA7401
LET-5
SAFETY WIRE
INSTALLATION PROCEDURE
SERVICE MANUAL
NOTES
SERVICE MANUAL
SAFETY WIRE INSTALL PROCED & FIG. 1 ML

SAFETY WIRE INSTALLATION PROCEDURE
LETOURNEAU, INC.
LET-5
TABLE OF CONTENTS
PURPOSE OF SAFETY WIRE
RECOMMENDED TOOLS AND MATERIALS
Figure 1. TYPICAL SAFETY WIRE INSTALLATION
Figure 2. SAFETY WIRE PLIERS (P/N 418-0931)
Figure 3. STEP “a”
Figure 4. STEP “b”
Figure 5. STEP “c”
Figure 6. STEP “d”
Figure 7. STEP “e”
Figure 8. STEP “f”
Figure 9. STEP “g”
Figure 10. STEP “h”
SCOPE OF PUBLICATION:
The following general instructions for the installation of safety wire should be followed during
reassembly anytime the wire has been removed from safety wired components of the machine.
PURPOSE OF SAFETY WIRE:

Safety wire is found on bolts and capscrews that secure critical components on drivers, motors
and other components of the machine. Safety wire serves a dual purpose:
a. To prevent fasteners from working loose due to lost preload or improper torquing.
b. To prevent sheared off bolt heads from becoming loose in the mechanism, thus causing
further damage, illustration "TYPICAL SAFETY WIRE INSTALLATION" shows the typical
installation of safety wire.
SERVICE MANUAL
SAFETY WIRE INSTALL PROCED & FIG. 1 ML

RECOMMENDED TOOLS AND MATERIALS:
The following tools and materials (or equivalent) are recommended:
Figure 1. TYPICAL SAFETY WIRE

INSTALLATION
Safety Wire Pliers (P/N 418-0931)
Safety Wire, S/S .041 dia. (1.04 mm) (normal use)
Safety Wire, S/S .062 dia. (1.57 mm) (as required)
Safety Wire, S/S .032 dia. (0.812 mm) (as required)
Safety wire pliers should be used for installing safety wire, as other types
of pliers will not properly twist the wire. Refer to illustration "SAFETY
WIRE PLIERS".
a. Begin by cutting a sufficient length of wire and running the wire about half way through one
bolt head. The angle formed between the wire through the drilled hole in the first bolt and
the twisted wire that goes to the next bolt must not exceed 180º. Angles greater than 180º
would tend to loosen the first bolt. Refer to illustration "STEP a".
Safety wire should be installed so that a loosening of the fastener will

result in increased tension in the wire. Refer to illustration "STEP b".
SERVICE MANUAL
SAFETY WIRE INSTALL PROCED - CONT'D & FIG. 2-4 ML
Figure 2. SAFETY WIRE PLIERS (P/N 418-0931)
SERVICE MANUAL
Figure 3. STEP “a”
SERVICE MANUAL
Figure 4. STEP “b”
b. Wrap one end of the wire around the bolt in the direction of rotation that would tighten the
bolt. Refer to illustration "STEP b".
c. Use pliers to conform the safety wire to the shape of the bolt head and twist in a clockwise
direction. After 2 or 3 twists have been made, measure the distance on the safety wire that
is required to reach the next bolt head. Refer to illustration "STEP c".
d. Attach the wire pliers at the point where the wire would enter the drilled hole and twist
wires (4-7 turns per inch). Bring the twisted wires in a “S” pattern to the next bolt and insert
one end through the hole. The hole through which the wire is inserted must be between
two o’clock and eight o’clock when looking at the head of the bolt. Refer to illustration
"STEP d".
It is better to twist too short a length of wire than to twist too long a length,
in order to avoid having to untwist the wire to get the right length.
e. Bring the other end of the wire around the head of the fastener in the direction of rotation
which would loosen the fastener. Bring the wire around behind the wire already through
the bolt head. Refer to illustration "STEP e".
f. Twist the ends of the wire together to secure them. This twist will be easier to make in a
counterclockwise direction. Cut off excess wire at the ends. When the ends of the wire
have been cut, fold the end back into the bolt so as not to expose sharp edges. Refer to
illustration "STEP f".
g. It is recommended to safety wire multiple bolts with one wire. Refer to illustration "STEP
g".
h. When safety wiring a circular bolt pattern, it is recommended that the safety wire form a
complete circle. Each string of safety wire may consist of two or more bolts. Each string
should originate with the last bolt of the last string of safety wire. The complete circle
prevents broken bolt heads from falling into the rotating machinery. Refer to illustration
"STEP h".
SERVICE MANUAL
FIGURE 5-10 ML
Figure 5. STEP “c”
Figure 6. STEP “d”
SERVICE MANUAL
FIGURE 5-10 ML
Figure 7. STEP “e”
Figure 8. STEP “f”
SERVICE MANUAL
FIGURE 5-10 ML
Figure 9. STEP “g”
Figure 10. STEP ‘h”
LET-6
MOBILE HYDRAULIC
TROUBLESHOOTING GUIDE
SERVICE MANUAL
NOTES
SERVICE MANUAL
MOBILE HYDR TROUBLESHOOTING GUIDE ML

MOBILE HYDRAULIC TROUBLESHOOTING
GUIDE
LETOURNEAU, INC.
LET-6
TABLE OF CONTENTS
INTRODUCTION
KNOWING THE SYSTEM
RECOGNIZING TROUBLE INDICATIONS
MAINTENANCE
TROUBLESHOOTING FLOW CHARTS
CHART I, EXCESSIVE NOISE
CHART II, EXCESSIVE HEAT
CHART III, INCORRECT FLOW
CHART IV, INCORRECT PRESSURE
CHART V, FAULTY OPERATIONS
CLEANING HYDRAULIC SYSTEMS AFTER USE
LIGHTLY SLUDGED SYSTEMS
FLUSHING HYDRAULIC SYSTEMS
HEAVILY SLUDGED SYSTEMS
RECOMMENDED CLEANLINESS PRACTICES
DIAGNOSIS AND CORRECTION OF AERATION AND CAVITATION
ELIMINATING AIR FROM THE SYSTEM
AVOIDING PUMP FAILURES
HYDRAULIC OIL STORAGE AND HANDLING
INTRODUCTION
The troubleshooting charts and maintenance hints that follow are of a general system nature
but should provide an intuitive feeling for a specific system.
KNOWING THE SYSTEM

Probably the greatest aid to troubleshooting is the confidence of knowing the system. Every
component has a purpose in the system. The construction and operating characteristics of
each one should be understood.
a. Know the capabilities of the system. Each component in the system has a maximum
rated speed, torque, or pressure. Loading the system beyond the specification simply
increases the possibility of failure.
SERVICE MANUAL
MOBILE HYDR TROUBLESHOOTING GUIDE ML

b. Know the correct operating pressures. Always set and check pressures with a gauge.
How else can you know if the operating pressure is above maximum rating of the
components? The question may arise as to what the correct operating pressure is. If it
isn’t specified on the hydraulic schematic, the following rule should be applied:
The correct operating pressure is the lowest pressure which will allow adequate
performance of the system function and still remain below the maximum rating of the
components.
Once the correct pressures have been established, note them on the hydraulic schematic
for future reference.
RECOGNIZING TROUBLE INDICATIONS

The ability to recognize trouble indications in the specific system is usually acquired with
experience. However, a few general trouble indications can be discussed.
a. Excessive heat means trouble. A misaligned coupling places an excessive load on
bearings and can be readily identified by the heat generated. A warmer than normal
reservoir return line on a relief valve indicates operation at relief valve setting. Hydraulic
fluids which have a low viscosity will increase the internal leakage of components resulting
in a heat rise. Cavitation and slippage in a pump will also generate heat.
b. Excessive noise means wear, misalignment, cavitation or air in the fluid.
Contaminated fluid can cause a relief valve to stick and chatter. These noises may be the
result of dirty filters, fluid, high fluid viscosity, excessive drive speed, low reservoir level or
loose intake lines.
MAINTENANCE
Three simple maintenance procedures have the greatest effect on hydraulic system
performance, efficiency and life.
Prior to doing any service work on the hydraulic system, release the air
pressure from the hydraulic reservoir by moving the Air Release Sleeve
Valve to the open position.
a. Changing filters and strainers.

b. Maintaining a clean sufficient quantity of hydraulic fluid of the proper type and viscosity.
c. Keeping all connections tight, but not to the point of distortion, so that air is excluded from
the system.
Reprinted by Permission of Vickers Incorporated

Troy, Michigan 48084
SERVICE MANUAL
TROUBLESHOOTING FLOW CHARTS & CHART I ML

TROUBLESHOOTING FLOW CHARTS
The following charts are arranged in five main categories. The heading of each one is an effect
which indicates a malfunction in the system. For example, if a pump is exceptionally noisy,
refer to Chart I, entitled EXCESSIVE NOISE. The noisy pump appears in Column A under the
main heading. In Column A, there are four probable causes for a noisy pump. The causes are
sequenced according to the likelihood of happening or the ease of checking it. The first cause
is cavitation, and the remedy is “a”. If the first cause does not exist, check for cause No. 2, etc.
CHART I, EXCESSIVE NOISE
A B
PUMP NOISY RELIEF VALVE NOISY
1. Cavitation 5. Setting too close to operating
REMEDY: a pressure
or to another valve setting.
REMEDY: d
2. Air in Fluid 6. Worn poppet and seat
REMEDY: b REMEDY: e
3. Coupling Misaligned
REMEDY: c
4. Pump Worn or Damaged
REMEDY: e
REMEDIES:
a. Any or all of the following:
● Replace dirty filters.
● Clean clogged inlet line.
● Clean reservoir breather vent.
● Change fluid.
● Change to proper pump drive motor speed.
● Check hydraulic reservoir air pressure.
● Check fluid for proper operating temperature.
b. Any or all of the following:
● Tighten or reseal leaky inlet connections.
● Fill reservoir to proper level (with rare exception, all return lines should be below fluid
level in reservoir.
● Bleed air from system.
● Replace pump shaft seal.
c. Align unit and check condition of seals and bearings.
d. Install pressure gauge and adjust to correct pressure.
e. Overhaul or replace.
SERVICE MANUAL
CHART II ML

CHART II, EXCESSIVE HEAT
A B C
PUMP HEATED RELIEF VALVE FLUID HEATED
1. Fluid Heated 1. Fluid Heated 5. System pressure too
REMEDY: See 2. REMEDY: See high
column C Column C REMEDY: d
2. Cavitation 3. Valve setting incorrect 6. Unloading valve set
REMEDY: a REMEDY: d too high
4. Worn or damaged REMEDY: d
3. Air in fluid
valve 7. Fluid dirty or low
REMEDY: b
REMEDY: e supply
4. Relief or unloading REMEDY: f
valve set too high
8. Incorrect fluid viscosity
REMEDY: d REMEDY: f
5. Excessive Load 9. Faulty fluid cooling
REMEDY: c system
6. Worn or damaged REMEDY: g
pump 10. Worn pump, valve,
REMEDY: e motor, cylinder or
other component
REMEDY: e
REMEDIES:
● Clean clogged inlet lines.
● Change system fluid.
● Change to proper pump drive motor speed.
b. Any or all of the following:
● Fill reservoir to proper level (with rare exception, all return lines should be below fluid
level in reservoir.
● Replace pump shaft seal.
c. Align unit and check condition of seals and bearings.
d. Install pressure gauge and adjust to correct pressure.
f. Change filters and also system fluid if of improper viscosity. Fill reservoir to proper level.
g. Clean cooler. Ensure 50-psi relief is not stuck open.
SERVICE MANUAL
CHART III ML

CHART III, INCORRECT FLOW
A B C
NO FLOW LOW FLOW EXCESSIVE FLOW
1. Pump not receiving fluid 1. Flow control set too low 1. Flow control set too high
REMEDY: a REMEDY: d REMEDY: d
2. Pump drive motor not 2. Relief or unloading valve 2. Yoke actuating device
operating set too low inoperative (variable
REMEDY: e REMEDY: d displacement pumps)
3. Pump to drive coupling 3. External leak in system REMEDY: e
sheared REMEDY: b
REMEDY: c
4. Yoke actuating device
4. Pump drive motor inoperative (variable
turning in wrong
displacement pumps)
direction
REMEDY: e
REMEDY: g
5. Directional control set in 5. Worn pump, valve, motor
wrong position cylinder, or other
REMEDY: f component
6. Entire flow passing over REMEDY: e
relief valve
REMEDY: d
7. Damaged pump
REMEDY: c
REMEDIES:
● Clean clogged inlet line.
● Fill reservoir to proper level.
b. Either or both of the following:
c. Either or both of the following:
● Check for damaged pump or pump drive.
● Replace and align coupling.
d. Adjust.
f. Either or both of the following:
● Check position of manually operated controls.
● Check electrical circuit on solenoid operated controls.
g. Reverse rotation.
SERVICE MANUAL
CHART IV ML

CHART IV, INCORRECT PRESSURE
NO PRESSURE LOW PRESSURE ERRATIC EXCESSIVE
PRESSURE PRESSURE
1. No flow 1. Pressure relief 1. Air in fluid 1. Pressure
REMEDY: path exists REMEDY: b reducing, relief
Refer to Chart REMEDY: Refer 2. Worn relief valve or unloading
III, Col. A to Chart III, Col. REMEDY: e valve
A&B 3. Contamination in misadjusted
2. Pressure fluid REMEDY: d
reducing valve REMEDY: a 2. Yoke actuating
set too low 4. Accumulator device
REMEDY: d defective or has inoperative
3. Excessive lost charge (variable
external leakage REMEDY: c displacement
REMEDY: b 5. Worn pump, pumps)
4. Pressure motor or cylinder REMEDY: e
reducing valve REMEDY: e 3. Pressure
worn or reducing relief or
damaged unloading valve
REMEDY: e worn or
damaged
REMEDY: e
REMEDIES:
a. Replace dirty filters and system fluid.
b. Tighten leaky connections (fill reservoir to proper level and bleed air from system).
c. Either or all of the following:
● Check gas valve for leakage.
● Charge to correct pressure.
● Overhaul if defective.
d. Adjust.
SERVICE MANUAL
CHART V ML

CHART V, FAULTY OPERATIONS
NO MOVEMENT SLOW MOVEMENT ERRATIC EXCESSIVE SPEED
MOVEMENT OR MOVEMENT
1. No flow or 1. Low flow 1. Erratic pressure 1. Excessive flow
pressure REMEDY: REMEDY: REMEDY:
REMEDY: Refer to Chart Refer to Chart Refer to Chart
Refer to Chart III IV III
III 2. Fluid viscosity 2. Air in fluid
2. Limit or too high REMEDY:
sequence REMEDY: a Refer to Chart I
device 3. Insufficient 3. No lubrication or
(mechanical, control linkage
electrical, or pressure for REMEDY: d
hydraulic) in valves 4. Worn or
operative or REMEDY: See damaged
misadjusted Chart IV cylinder or
REMEDY: c 4. No lubrication motor
3. Mechanical bind of machine REMEDY: c
REMEDY: b ways or linkage
REMEDY: d
5. Worn or
damaged
cylinder or
motor
REMEDY: c
REMEDIES:
a. Fluid may be too cold or should be changed to clean fluid of correct viscosity.
b. Locate bind and repair.
c. Overhaul or replace.
d. Lubricate.
SERVICE MANUAL
NOTES
SERVICE MANUAL
CLEANING HYDRAULIC SYSTEMS AFTER USE ML

CLEANING HYDRAULIC SYSTEMS AFTER USE
If deposits tend to accumulate in a hydraulic system, they are chiefly oil oxidation products
which gradually become insoluble in oil, together with contaminants, such as dust or lint,
mineral matter from the metal parts of the system and condensation which binds the insoluble
material into sludge-like emulsion. The nature and amount of deposit present in a particular
system may vary widely. Inspection may show any condition between a viscous oil film and a
hard solid deposit which completely chokes oil passages.
Deposits in a hydraulic system are of two general types. If they are oily in nature and present
as films or light emulsion coating on metal surfaces, flushing with a suitable flushing oil can
clean the system. In systems containing appreciable amounts of solid or semi-solid deposits (a
condition which rarely, if ever, exists with modern inhibited hydraulic oils), flushing will not
remove the accumulation under ordinary circumstances. In such cases the only alternative is
to dismantle the system and clean it manually.
LIGHTLY SLUDGED SYSTEMS

Deposits oily in nature and present as films or light emulsion type coatings on metal surfaces
can normally be removed by flushing.
A suitable flushing oil should have the following properties:
a. A viscosity sufficiently high to adequately lubricate moving parts and to ensure continued
suspension of particles during circulation, yet low enough to have high solvent power.
Usually on oil with a viscosity within the range of 70 to 110 seconds viscosity Saybolt
Universal at 100°F is considered satisfactory.
b. Suitable solvent power to remove oily material (in addition to petrolatum type rustproof
compounds, etc., from new systems). Generally naphthene base oils are more satisfactory
than paraffin base oils because of their higher solvency. It is not felt that so-called ”gum or
varnish solvents” are necessary in flushing oils.
c. Rust inhibitors which coat all metal surfaces with a film capable of preventing rust
formation.
d. Oxidation inhibitors which permit any flushing oil trapped in the systems to blend with the
final charge of inhibited hydraulic oil without adversely affecting the latter’s potential service
life.
The advice of the oil supplier should again be sought regarding the selection of a suitable
flushing oil. Usually he will be able to furnish a product which has been prepared especially
for this purpose and which will provide adequate cleaning efficiency combined with the
other necessary characteristics.
Most solvents and chemical cleaners on the market today are not recommended for use in
hydraulic systems for several good reasons. Among these is the fact that some do not offer
sufficient lubricating value with the result that moving parts, and particularly the pump, are
damaged. A second reason is that it is very difficult to remove all traces of the solvent or
cleaner from the system. Just a trace of some of the commercial chlorinated solvents may
be sufficient to reduce the oxidation resistance of premium grade inhibited hydraulic oils to
the level of that of a straight mineral oil. Also, in the presence of a small amount of water,
some of these solvents will become very corrosive to steel and copper.
SERVICE MANUAL
CLEANING HYDRAULIC SYSTEMS AFTER USE ML
FLUSHING HYDRAULIC SYSTEMS

Following is a suggested procedure for flushing hydraulic systems:
a. Drain the hydraulic oil from the system and clean the filters and strainers. It is also
advisable to remove as much sludge as possible from the reservoir.
b. Charge the system with the recommended flushing oil and operate the equipment. During
the circulation a portion of the oil should be bypassed continually through a filter and the
rate of deposit removal closely observed. It is important that the valves be so manipulated
that the flushing oil goes through all lines.
c. The time necessary to clean the system will vary, depending on the condition of the
equipment. Usually from 4 to 48 hours is sufficient for most systems.
d. After the flushing oil has been drained from the system, the equipment should be inspected
to see that it is in satisfactory condition to receive a new charge of hydraulic oil. If deposits
still persist, the system will have to be refreshed or dismantled and cleaned manually.
e. If the flushing oil can be drained completely from the equipment, the system can then be
charged with the new hydraulic oil. If appreciable quantities of flushing oil remain after
draining, this should be flushed out with the hydraulic oil to be employed. This hydraulic oil
can then be retained for similar application on other systems or used as general machine
lubricant after it has been suitably filtered and reclaimed.
HEAVILY SLUDGED SYSTEMS

When appreciable amounts of solid or semi-solid deposits are present in a hydraulic system,
flushing will not remove the accumulation under ordinary circumstances. Such systems should
be dismantled and cleaned mechanically.
In the mechanical removal of semi-solid deposits, it is generally necessary to dismantle the
system because of the inaccessibility of many parts. The method of removal depends largely
on the size of the lines and other equipment, as well as the type of deposits. Scraping, wire
brushing and even rotary boiler tube cleaners have been resorted to. The success of such
methods will be in direct proportion to the precautions taken in seeing that all parts are suitably
cleaned. As a result, it is best to have someone in charge of such operations who is
experienced in this line of work.
As each part of the system is mechanically cleaned it should be blown out with air; then the
freshly cleaned metal surfaces should be coated with hydraulic oil containing a rust inhibitor.
Normally the same oil finally used in the system should be used far this purpose, providing the
oil is rust inhibited. Freshly cleaned metal surfaces have a tendency to rust quickly, and as a
result it is imperative that they be rust protected. After all parts have been cleaned the system
should be reassembled, using care to see that no dirt, lint, pipe thread compound, etc., gets
into the system.
As a final step it is advisable to flush out the system, using a flushing oil, as previously
described.
SERVICE MANUAL
RECOMMENDED CLEANLINESS PRACTICES ML

RECOMMENDED CLEANLINESS PRACTICES
Today’s high system pressures and speeds make clean systems mandatory. A common
source of trouble in a system is dirt. Dirt may enter at any time from receipt of the components,
to new vehicle delivery or its repair. Scheduled maintenance and good assembly practices will
result in prolonged service life of the hydraulic components.
The following practices have been - and always will be - good, preventative maintenance, and
servicing procedures.
a. GOOD HOUSEKEEPING:
The most obvious and essential point in stressing cleanliness is good housekeeping. The
service facility that keeps the working area clean also encourages their employees to apply
these practices in their own work habits. Regularly scheduled cleaning, sweeping and
washing of assembly and service areas reduce the presence of environmental
contamination.
b. ASSEMBLY AREAS:
As part of the good housekeeping practices, the location of the assembly and service area
is very important. This area should be separated from welding, sanding and painting
operations. It should also be relatively clear of any outside doors which may be open
allowing dust or dirt to be blown into the assembly area.
c. STORAGE AND HANDLING OF UNITS:
All hydraulic components should be stored in a clean dry place. Units and components
should not be unpacked unless there is an immediate need for them. The units must be
stored with ports plugged. Port protection such as plastic plugs or shipping plugs should
not be removed until circuit components are ready for installation.
d. FITTINGS AND HOSES:
Fittings and hoses which have not been equipped with shipping caps, or have been
removed for rework of hydraulic components, must be thoroughly cleaned. Flush fittings or
hoses with mineral spirits and air dry. Check forged steel or cost fittings for burrs, foundry
sand or casting fins. Failure to remove defects of this nature could result in an early
malfunction or component failure. All welded or silver brazed piping should be pickled. It
should be neutralized, dried, and oiled with a preservative to prevent rusting. Openings
should then be sealed until use at assembly.
e. FILLING THE RESERVOIR:
After thoroughly cleaning the reservoir, care should be exercised to maintain cleanliness
when filling the hydraulic system. It is suggested to pump the hydraulic fluid through a 10-
micron filter to prevent contamination from entering the system. Vickers OFM series filters
are excellent for this type of duty. In addition, the nozzle of the filling hose should be wiped
clean with a lint-free paper towel or cloth prior to use.
f. CONCLUSION:
Modern mobile hydraulic systems are becoming more complex with each passing year. A
small amount of extra effort in system cleanliness will result in better service life of the
hydraulic components. This in turn will result in less maintenance cost, less down time, and
more reliable availability of each machine.
SERVICE MANUAL
NOTES
SERVICE MANUAL
DIAGNOSIS & CORRECTION AERATION & CAVITATION ML
DIAGNOSIS AND CORRECTION OF AERATION AND CAVITATION

Aeration and cavitation are two distinct phenomena that can occur in hydraulic systems,
causing noisy operation, erosion of metal and accelerated wear. While their effects are similar,
they have different causes and require different corrective action.
a. AERATION:
Aeration is the presence of free air in the hydraulic fluid. Practically all commercial fluids
contain up to ten percent air in solution and can dissolve more air under increased
pressure.
Free air in the fluid can make it spongy, which will make pressure erratic and reduce the
effectiveness of the fluid as a lubricant. In addition, it may accelerate breakdown of the fluid
as the bubble implodes with great force.
Aeration may be accompanied by foaming in the reservoir. Aeration damage is most
severe in the pump. It causes erosion marks on the end plates between the ports. In
addition, loss of lubrication often causes severe vane top wear. Aeration bubbles may
make the vanes bounce as the rotor turns and the result is a rippled ring. In addition, to
these signs, aeration sometimes can be diagnosed by the characteristic sounds as if the
pump is pumping marbles and by presence of foam in the reservoir.
b. CAUSES OF AERATION:
Excess air can be taken into the fluid in several ways. Most common is where the fluid
level in the reservoir is too low to fully cover the intake opening. Any time a whirlpool can
be seen at the intake, air is being pulled into the pump with the fluid. Restrictions in inlet
piping can create pressure drops that allow free air to form and be taken into the pump
inlet. Air will mix with oil in the reservoir under the following conditions:
1. If the return line opens above the fluid level.
2. If the flow in the reservoir is turbulent.
3. If the filter check valves open above the fluid level.
4. If shrouds over filter cartridge are not sealed.
Other possibilities are a leaking shaft seal on the pump, leaking cylinder rod seals, or any
leaking connection in the inlet line that isn’t submerged. These leaks often can be found by
squirting oil around the possible leakage points and listening for changes in pump noise.
The oil will temporarily seal the leak and the pump will run quieter when the leak is located
and eliminated.
Obviously the cause of aeration should be found and corrected to prevent premature
failure of the pump or breakdown of the fluid’s lubricating ability. Baffles and diffusers will
help to prevent free air in reservoirs.
c. CAVITATION:
Cavitation is a vacuum in the fluid. Cavities occur when the components do not completely
fill. It can also occur in motors or cylinders where the load overruns the delivery from the
pump. Cavitation is prevalent in the pump when the inlet conditions are critical. The
characteristic sound of cavitation is a high-pitched ”scream” and this noise increases with
the degree of cavitation and with increased operating pressure. This is caused by the
implosion of the cavities or voids in the fluid.
SERVICE MANUAL
DIAGNOSIS & CORRECTION AERATION & CAVITATION ML

d. CAVITATION EFFECTS:
Typical effects of cavitation are eroded end plates. A rippled ring with the vanes worn flat
on the ends and pitting around the ports in the inlet quadrant of the cam ring. In short, the
effects are much the same as aeration.
e. CAUSES OF PUMP CAVITATION:
Pump cavitation may be caused by a restricted inlet line, by sharp bends in the inlet line;
by a clogged inlet filter; by fluid that is too high in viscosity and be excessively long inlet
lines. Also if the pump inlet is too high above the fluid level in the reservoir, the ”lift”
required may be too much to allow the pump to fill. One other possible cause is a vacuum
in a non-vented reservoir caused by the oil shrinking in volume as it cools. This can be
avoided by momentarily cracking the reservoir cover whenever the machine is started up
cold. Cavitation from fluid that is too thick sometimes is avoided by operating at reduced
pump speed until the fluid is warmed up and becomes less viscous.
Whenever cavitation is detected, it should be corrected or the life of the pump will be
shortened. When cavitation is suspected, a vacuum gauge should be installed at the pump
inlet to determine if corrective action is required.
SERVICE MANUAL
ELIMINATING AIR FROM THE SYSTEM ML
ELIMINATING AIR FROM THE SYSTEM

All hydraulic fluid contains some dissolved air, usually about 10 per cent by volume. Under
increased pressure, the fluid will absorb much more air. Aeration in a hydraulic circuit is the
presence of free air in places where there ought to be only fluid. Usually the air will be in the
form of bubbles dispersed through the fluid.
Difficulties with aeration will occur more frequently as flow velocities increase in hydraulic
components.
a. CAUSES: The most common places for air to be introduced into a hydraulic system or for
aeration to occur are listed below:
1. Damaged inlet line, loose or defective fittings or seals at any component.
2. Damaged return line, loose or defective fittings or seals at any component.
3. Damaged or worn cylinder rod, packing or seals.
4. Cracked junction blocks, tees or piping. CAUTION: Because fluid acts as a sealant at
atmospheric pressure, when system drops below atmospheric pressure air may be
drawn in where fluid will not necessarily leak out.
5. Fluid level too low. This can cause vortexing at pump inlet in reservoir, thus drawing in
air.
6. Air trapped in filter with no means to bleed off.
7. Return fluid discharged above fluid level in reservoir. Poor baffling in the reservoir can
also cause turbulence and resultant introduction of air.
8. Air trapped in system during original filling, or when adding fluid for make-up.
b. DAMAGE TO SYSTEM: The conditions listed in the previous paragraph all contribute to
inducing air into a hydraulic system or what is commonly known as aeration. Excessive
aeration can cause pump damage, resulting in immediate failure or contribution to later
failures. The two causes of damage to components by aeration is lack of lubricity and
overheating. In addition, aeration can cause jerky and uneven movement in pumps or
motors which, in combination with the causes previously mentioned, will cause failure.
Loss of lubricity in hydraulic component will eventually result in seizure and subsequent
pump failure. Overheating is caused by a breakdown of hydraulic fluid as a result of
oxidation. Oxidation of fluid leads to sludging and varnish formation. Operating a system
with aeration can oxidize the whole charge of fluid and eventually sludge and varnish will
cause the motor or pump to overheat excessively and cause failure.
SERVICE MANUAL
ELIMINATING AIR FROM THE SYSTEM ML

c. HOW TO AVOID AERATION:
Regular inspection and regular maintenance are the best ways to prevent air from being
introduced into a hydraulic system. Keeping all connections and fittings tight is the easiest
way to avoid the introduction of air.
Return fluid entering the reservoir will create aeration if it is discharged above the main
body of the fluid in the tank. To prevent this condition, maintain sufficient fluid in the tank to
keep the return line submerged. The pump intake line should always be below the fluid
surface for the same reason.
In starting a new system, or after a system has been completely drained and flushed, a
tendency for the fluid to aerate may exist until all air is purged from all line and
components. To correct this condition a thorough purging of the entire system should be
performed.
If air is being trapped in the reservoir filter, a bleed device should be installed in the top of
the filter or inlet air breather.
In general, there is a great deal more service life built into hydraulic equipment than is now
realized in many cases. Improved service life depends on maintaining proper conditions
within the system.
SERVICE MANUAL
AVOIDING PUMP FAILURES ML
AVOIDING PUMP FAILURES

Many things can happen to a hydraulic system that will cause pump failure. By practicing
certain preventive maintenance procedures, frequency of pump failures can be cut down.
Pump failure can be avoided if telltale symptoms are discovered and checked out when they
occur.
The main symptoms to watch for are excessive system temperatures and noise. These usually
indicate a defective pump. Also watch the overall performance of the system. If the equipment
operates a little slower, less powerfully, or is less responsive, it’s time to check the system for
flow rate and pressure. This check should be made with the engine at speeds, and under load.
Any excessive or unusual pump noise should be investigated immediately. Pump noise
generally indicates cavitation caused by restricted inlet supply, excessive fluid aeration, or
worn internal parts.
If a pump stops suddenly, it is almost certain that a major internal pump part has failed. The
only solution to this, of course, is to examine the pump and rebuild or replace it as necessary.
After the pump has been repaired or replaced, don’t operate the system until you have drained
it, flushed it and refilled it with new fluid. This should do away with any particles from the failed
part that could damage the newly repaired system.
Some other items that can cause poor performance and eventual pump failure are listed here.
These should be checked periodically.
a. RESERVOIR:
Check the fluid level at reasonably close intervals to be sure it is up to the full mark. If the
level is going down faster than usual, there’s probably a leak somewhere in the system.
b. INLET LINE:
A bit of debris may have plugged the inlet pipe preventing sufficient fluid from reaching the
pump. Frays and kinks in the inlet line can also restrict the fluid supply. Be sure the inlet
line is secure and leak proof.
c. RETURN LINE FILTER:
The return line filter should be checked frequently and cleaned or replaced as necessary.
This is especially true when the machine is operated in dusty work locations. If it is found
that the filter needs frequent cleaning or changing, it may be better to install a larger and
higher capacity filter in the system. This should be checked with the manufacturer’s
representative.
d. OIL VISCOSITY:
Be careful not to use fluid that is too thick. This should be determined by local temperature
conditions and component manufacturer recommendations. Also, fluid may thicken through
oxidation or contamination.
Remember that heat, high pressures and contamination all speed up oxidation. This results
in gum, sludge, plugged valves and excessive wear on the pump, cylinder and valve parts.
The answer is to always use the proper grade and amount of fluid, and to perform regular
preventive maintenance.
SERVICE MANUAL
NOTES
SERVICE MANUAL
HYDRAULIC OIL STORAGE AND HANDLING ML
HYDRAULIC OIL STORAGE AND HANDLING

Refiners of hydraulic oils take particular care to prevent contamination of any sort from
entering the oil up to the time of delivery. It is just as important to exercise care in preventing
contaminants from entering after its delivery, and during storage and handling.
a. STORAGE:
Care must be taken from the minute oil is delivered to keep it clean. The first step is
selecting a clean, dry spot for storage. Store the drums on their sides and cover them to
prevent dust accumulation.
To avoid condensation in storage, drums must be protected against sudden temperature
changes and should be kept full. Water collecting on the top of a drum will seep through
the plug and into the oil. Water in hydraulic oil will reduce reliability and service life,
regardless of the manufacturer’s claims of the oils ability to function with water
contamination.
b. HANDLING:
Before opening a drum, wipe the top carefully so that dirt will not fall into the oil. If, by
chance dirt does get into the oil, make sure the oil is cleaned before using. Most large
particles can be removed by straining through a 100-mesh screen. Remove the remaining
dirt by allowing it to settle in the oil. Using only the clean oil from the top of the container
may waste some oil, but it could prove to be very worthwhile in keeping the system clean.
When drawing oil out of storage, make certain it is carried from storage to point of use in
clean, covered containers. If the oil drawn out of storage is not used immediately, make
sure it is kept tightly covered.
Bleed air pressure from hydraulic tank prior to removing filler cap. Failure
to do so may result in serious injury to personnel.
c. FILLING:
Before removing filler cap to add oil to a hydraulic system, wipe off the fill plug and the filler
nozzle with a clean, lint-free cloth. The safest way to pour oil from a container into a
reservoir is to use a 10-micron filter on the filler nozzle. It is especially important at this
point to watch for metallic chips, bits of waste, and other contaminants that may cause
damage to the hydraulic system. The reservoir should be tightly closed after filling the
system.
SERVICE MANUAL
HYDRAULIC OIL STORAGE AND HANDLING ML

d. CONCLUSION:
Dust, water, lint or contaminants of any kind can seriously impair the operation of a
hydraulic system. Following these simple rules can prevent such material from
contaminating hydraulic oil. A preventive maintenance program aimed at keeping oil clean
can pay off.
Most hydraulic equipment is designed to prevent dirt from entering the hydraulic system
during operation. Nevertheless, it is to your advantage to study your own operating
conditions and initiate practices to ensure contamination-free system operation.
LET-9
AC GENERATOR DIAGNOISTICS
AND ADJUSTMENTS
SERVICE MANUAL
NOTES
SERVICE MANUAL
AC GENERATOR DIAGNOSTICS & ADJUSTMENTS ML

AC GENERATOR DIAGNOSTICS AND
ADJUSTMENTS
LETOURNEAU, INC.
LET-9
GENERAL TABLE OF CONTENTS

PART 1 GENERAL INFORMATION
PART 2 TESTING AND INSPECTION OF GENERATOR IN PLACE
PART 3 BRUSHES AND SLIP RING INSPECTION AND MAINTENANCE
PART 4 GENERATOR REMOVAL FROM THE MACHINE
PART 5 GENERATOR AND ENGINE ALIGNMENT PROCEDURES

The instructions in this publication cover all current production LeTourneau, Inc. single bearing
generator models. These instructions are not specific to a host machine type. Disregard any
instructions that do not apply to your application.
This publication is provided to assist technicians with the following:
● In-place generator inspection
● In-place testing
● In-place minor service and repair
Should tests indicate major component replacement or if a general overhaul or rebuild of the
generator is necessary, instructions are provided for removing and shipping it to a
LeTourneau, Inc. Authorized Rebuild Facility. Instructions are also provided for installation and
alignment of the generator onto the engine.
If the machine is within the warranty period, generator repairs should be

referred to a LeTourneau, Inc. distributor. Service, repair or disassembly of
the generator beyond the instructions contained herein could adversely
affect the warranty.
SERVICE MANUAL
AC GENERATOR DIAGNOSTICS & ADJUSTMENTS ML
On expiration of the warranty period, it is recommended that major

generator repair or component replacement be performed by a
LeTourneau, Inc. authorized distributor or rebuild facility (as required by
the extent of needed repairs). A list of authorized distributors and rebuild
facilities is provided in the machine’s SERVICE MANUAL.
Instructions for disassembly and reassembly of the generator are not provided herein.
Distribution of instructions for customer disassembly and assembly of the generator for major
component replacement or repair is administered by the LeTourneau, Inc. Product Support
Group, in Longview, Texas, USA.

The operators and service technicians are advised to pay special attention to the WARNINGS
and CAUTIONS clearly set out on the following red page.
ELECTRICAL SCHEMATICS
Electrical schematics for the machine are located in the section of the SERVICE MANUAL
entitled ELECTRICAL SYSTEM TROUBLESHOOTING. These schematics should be reviewed
when performing testing or troubleshooting procedures.
LET-9, PART 1
GENERAL INFORMATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
AC GENERATOR - GENERAL INFORMATION ML

ADJUSTMENTS
GENERAL INFORMATION
LETOURNEAU, INC.
LET-9, PART 1
TABLE OF CONTENTS
GENERAL DESCRIPTION OF AC
STATOR
ROTOR
ENDBELL, BEARING AND BRUSH ASSEMBLY
PARTS CATALOG (located in the machine's SERVICE MANUAL)
Figure 1. TYPICAL GENERATOR ASSEMBLY
Figure 2. ROTOR/ENDBELL SUBASSEMBLY
Figure 3. SLIP RING ASSEMBLY
Figure 4. ENGINE AND POWER UNIT COMBINATION WEIGHTS
Figure 5. WEIGHTS AND DIMENSIONS OF GENERATORS
Figure 6. AC GENERATOR – VEHICLE/MACHINE USAGE TABULATION
GENERAL DESCRIPTION OF AC GENERATORS

The typical LeTourneau, Inc. generator is a three-phase, four-pole, slip ring type generator.
The generator is forced-air cooled by a central blower system. Refer to illustration "TYPICAL
GENERATOR ASSEMBLY".
As a single-bearing generator, it is directly coupled to the engine flywheel and designed to
facilitate engine/generator alignment.
The ball bearing in the slip ring end endbell is sealed and permanently lubricated with Exxon
Unirex N2 grease.
All insulating materials are Class H and better.
On non-digitally controlled machines, thermistors provide over-temperature information to the
control system for generator protection. On digitally controlled machines, resistance
temperature detectors (RTDs) provide over-temperature information to the LINCS™ computer
system for generator protection.
Initial excitation is provided from the 24-volt battery system. The generator is then self-excited
and regulated through a solid state, three-phase, half-wave, thyristor-phase controlled
converter.
Typical machine application of the various models of AC generators is provided in illustration
"AC GENERATOR - VEHICLE/MACHINE USAGE TABULATION".
SERVICE MANUAL
AC GENERATOR - GENERAL INFORMATION ML

STATOR
The “stator” is the stationary main frame of the generator, which encloses and supports the
generator components and provides for mounting to the host machine. The stator contains the
armature windings and the main three-phase power leads and their terminals. The windings
are wye connected, with the “neutral” lead also brought through the frame to a terminal.
Each phase has a “tap” brought through the stator frame and terminated.
ROTOR
The “rotor” is the inner rotating component of the generator, which consists of the excitation
fields and slip rings, mounted on the generator shaft. The four rotor field coils are connected
two circuits and are of the salient-pole design. Refer to illustration "ROTOR/ENDBELL
SUBASSEMBLY".
ENDBELL, BEARING AND BRUSH ASSEMBLY

The rear or slip ring end endbell houses the single bearing which positions and supports the
rotor and shaft assembly.
Four brush holders and eight brushes are supported by the endbell on two insulated studs (two
brush holder assemblies per stud and two brushes per brush holder), which isolate the brush
holders from ground, as shown in illustration "SLIP RING ASSEMBLY". The brushes are held
in contact with the outer surface of the slip rings by constant tension brush springs.
SERVICE MANUAL
FIGURE 1-3 ML
Figure 1. TYPICAL GENERATOR ASSEMBLY
Figure 2. ROTOR/ENDBELL SUBASSEMBLY
SERVICE MANUAL
FIGURE 1-3 ML
Figure 3. SLIP RING

ASSEMBLY
Illustrations on this page show a typical LeTourneau AC generator

(showing external view with host machine mounting structure, rotor and
endbell removed, and slip ring and brush holder assembly) (Model 12B
illustrated).
SERVICE MANUAL
GENERAL WARNINGS AND CAUTIONS ML

Some of the following procedures require electrically energized tests, working inside the
rotating generator and hoisting the power unit or generator. It is critically important to
understand and adhere to the warnings and cautions listed below. Serious personal injury,
loss of life or damage to equipment could result if these safety procedures and others within
the text are not adhered to. Only qualified and experienced personnel should inspect, service
or work on the generator. These warnings and cautions will not be repeated in the following
text:
DO NOT touch any electrical connection unless the machine’s electrical

system is turned off, locked out and grounded. Loss of life or serious
injury is possible from touching energized terminals!
• When removing or installing the engine and generator, BE SURE

to provide adequate hoists and slings. Refer to the tables in
Figures 4, 5 and 6 for the weight of the power unit or generator
applicable to your machine.
• Weights shown are approximate weights. Prior to hoisting,
calculate total load to be hoisted, e.g. engine/generator,
miscellaneous hardware and lifting fixture. Always allow an
adequate safety margin.
• NEVER stand under or place any body part under a hoisted
component. Serious injury or loss of life is possible.
• Closely inspect hoisting fixtures, chains, hooks, etc. prior to
hoisting.
• Consult engine manufacturer’s owner’s manual or authorized
distributor for any specific hoisting
recommendations/requirements.
High voltages are present during energized tests of the generator. Place
barriers and warning signs near the machine and make certain no one
touches any components while tests are in progress.
SERVICE MANUAL
GENERAL WARNINGS AND CAUTIONS ML
To prevent severe injury, the following advisories should be

adhered to when working inside the rotating generator:
• Disconnect the field supply lead from generator field terminal
before working inside rotating generator.
• Do not remove or insert brushes or springs while generator is
rotating.
• Always wear insulated gloves.
• Keep hands clear of protruding rotating studs when working
inside rotating generator.
• Wear safety glasses or face mask when grinding slip rings.
This generator utilizes EXXON UNIREX N2 grease. Do not mix EXXON

UNIREX N2 grease with any other grease.
This page summarizes most of the general “WARNINGS & CAUTIONS”

used throughout this publication. However, other special “WARNINGS” &
“CAUTIONS” related to specific functions are included throughout this
publication.
SERVICE MANUAL
FIGURE 4-6 ML

APPROXIMATE WEIGHTS OF ENGINE AND POWER UNIT COMBINATIONS
ENGINE Engine With With With With With With
Weight (Wet) 4B Gen. 6R Gen. 7B Gen. 9B Gen. 12B Gen. 12C Gen.
MODEL
Mfg. Model # Lbs. Kgs. Lbs. Kgs. Lbs. Kgs. Lbs. Kgs. Lbs. Kgs. Lbs. Kgs. Lbs. Kgs.
Cummins QSX
3,512 6,707 3,042 8,712 3,951
15
Cummins QSK
4,170 7,365 3,340 9,370 4,249
19
Cummins QST
7,434 3,372 10,934 4,960 12,634 5,730
30
Cummins QSK
14,928 6,721 17,491 7,932 23,928 10,854
45
Cummins QSK
20,514 9,305 29,514 13,387 30,414 13,795
60 DS
Cummins QSK
17,539 7,957 26,539 12,037 27,439 12,446
60 SS
Detroit 60 Series 2,630 1,193 5,825 2,642 7,830 3,551
Detroit Diesel
5,984 2,714 9,484 4,302 11,184 5,072
MTU 16V 2000
Detroit Diesel
13,920 6,314 20,420 9,261
MTU 12V 4000
Detroit Diesel
16,598 7,529 25,598 11,610 26,498 12,019
MTU 16V 4000
Miscellaneous
600 272 600 272 600 272 1200 544 1200 544 1200 544
Hardware
CAUTION: Weights listed are approximate: Always allow an adequate safety margin.
Figure 4. ENGINE AND POWER UNIT COMBINATION WEIGHTS
MAJOR WEIGHTS AND DIMENSIONS OF GENERATORS

IN ENGLISH AND METRIC UNITS
Generator Type Generator Weight* Overall Length* Body Diameter*
4B 3,200 (1451) 40.46 (1,027) 34.25 (876.8)
6R 3,500 (1588) 40.37 (1,026)** 34.32 (871.7)
7B 5,200 (2356) 50.96 (1,294) 34.25 (876.8)
9B 9,000 (4077) 59.46 (1,510) 34.25 (876.8)
12B 9,000 (4077) 59.96 (1,522) 41.75 (1,060)
12C 9,900 (4490) 64.72 (1,643) 41.75 (1,060)
Figure 5. WEIGHTS AND DIMENSIONS OF GENERATORS
*WEIGHT UNITS ARE IN lb. WITH METRIC IN kg. SHOWN IN PARENTHESIS (1 kg. = 2,205 lb.=.453 kg.). DIMENSIONS ARE IN INCHES,
WITH METRIC IN mm. SHOWN IN PARENTHESIS (1 INCH = 25.39 mm.).
**End to end shaft measurement.
SERVICE MANUAL
FIGURE 4-6 ML

AC GENERATOR – VEHICLE/MACHINE USAGE
AC GENERATOR TYPE AND MODEL OF VEHICLE OR MACHINE ON WHICH
MODEL # USED
SST-100, STACKER TWO WHEEL DRIVE - LOCOMOTIVE
4B
APPLICATION
6R L/D-950
7B L-1000, L-1100 AND LOG STACKER FOUR WHEEL DRIVE
9B L-1350, COMPONENT PACKAGES
12B L-1400, L-1800 LOADERS
12C L-1850, L-2350 LOADERS
Figure 6. AC GENERATOR – VEHICLE/MACHINE USAGE TABULATION
SERVICE MANUAL
LOADER POWER UNIT AND ENGINE LIFTING FIXTURES ML

LOADER POWER UNIT AND ENGINE LIFTING FIXTURES
LETOURNEAU, INC. P/N POWER UNIT LOADER RATED FIXTURE
LIFTING FIXTURE MODEL LOAD WEIGHT
424-9159 Detroit Diesel L-950 11,100 Lbs. 600 Lbs.
16V2000 Engine with 5,035 Kgs. 273 Kgs.
6R Generator
T.B.D. Detroit Diesel L-1000/ T.B.D. T.B.D.
Contact LeTourneau, Inc. 16V2000 Engine with L-1100
Engineering Department for 7B Generator
assistance
424-2741 Cummins QST 30 L-1000/ 15,000 Lbs. 754 Lbs.
Engine with 7B L-1100 342 Kgs.
Generator
424-1756 Cummins QSK 45 L-1350 25,000 Lbs. 1246 Lbs.
Engine with 9B 565 Kgs.
Generator
12V4000 Engine with 681 Kgs.
9B Generator
424-1766 Cummins QSK 60 SS L-1400/ 30,000 Lbs. 1370 Lbs.
Engine with 12B L-1800/ 621 Kgs.
Generator L-1850
423-3190 Detroit Diesel L-1400/ 30,000 Lbs. 1381 Lbs.
16V4000 Engine with L-1800/ 626 Kgs.
12B Generator L-1850
T.B.D. Cummins QSK 60 DS L-2350 T.B.D. T.B.D.
Contact LeTourneau, Inc. Engine with 12C
Engineering Department for Generator
assistance
16V4000 Engine with 633 Kgs.
12C Generator
SERVICE MANUAL
LOADER POWER UNIT AND ENGINE LIFTING FIXTURES ML

ENGINE LIFTING
FIXTURE
16V2000 4,990 Kgs. 137 Kgs.
T.B.D. Detroit Diesel L-1000/ 10,000 Lbs. T.B.D.
Contact LeTourneau, Inc. 16V2000 L-1100 4,536 Kgs.
Engineering Department for
assistance
424-2739 Cummins QST 30 L-1000/ 10,000 Lbs. 754 Lbs.
L-1100 4,536 Kgs. 343 Kgs.
424-1755 Cummins QSK 45 L-1350 20,000 Lbs. 314 Lbs.
9,072 Kgs. 143 Kgs.
12V4000 9,072 Kgs. 120 Kgs.
424-1764 Cummins QSK 60 SS L-1850 20,000 Lbs. 361 Lbs.
9,072 Kgs. 164 Kgs.
16V4000 L-2350 9,072 Kgs. 247 Kgs.
T.B.D. Cummins QSK 60 DS L-2350 20,000 Lbs. T.B.D.
Contact LeTourneau, Inc. 9,072 Kgs.
Engineering Department for
assistance
Do not exceed rated load. Always allow adequate safety margin. Not
intended for hoisting other components. Use engine-lifting fixtures for
hoisting engine only. NOT designed for lifting power unit
(engine/generator/miscellaneous hardware).
LET-9, PART 2
TESTING AND INSPECTION OF
GENERATOR IN PLACE
SERVICE MANUAL
NOTES
SERVICE MANUAL
AC GENERATOR - TESTING & INSPECTION OF GENERATOR ML

ADJUSTMENTS
TESTING AND INSPECTION OF GENERATOR IN
PLACE
LETOURNEAU, INC.
LET-9, PART 2
TABLE OF CONTENTS
ELECTRICAL TESTING
RECORDING DATA
GENERATOR – KEY OPERATING DATA RECORD
FREQUENCY AND VOLTAGE TESTS
RESISTANCE TESTING TECHNIQUES
STATOR INSULATION TEST
ROTOR RESISTANCE TEST
ROTOR INSULATION TEST
INSPECTION FOR PHYSICAL DEFECTS
BEARING TEMPERATURE TESTING
VIBRATION TESTING
THERMISTOR/RTD TESTING AND REPLACEMENT
THERMISTORS – NON-DIGITALLY CONTROLLED MACHINES
THERMISTOR RESISTANCE TESTING
THERMISTOR REPLACEMENT
RTDs - DIGITALLY CONTROLLED MACHINES
RTDs – RESISTANCE TESTING
GENERATOR CHECKOUT AND ISOLATION PROCEDURE
PROBLEMS INTERNAL TO GENERATOR
ISOLATING #7 AND N CABLES FROM THE ROTOR - 4B, 7B, 9B
PROBLEMS EXTERNAL TO THE GENERATOR ROTOR
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 020A009B001 ( d 1 )
SERVICE MANUAL
AC GENERATOR - TESTING & INSPECTION OF GENERATOR ML

Figure 1. BEARING TEMPERATURE TEST DATA RECORD
Figure 2. VIBRATION TEST RECORD
Figure 3. MISCELLANEOUS ELECTRICAL INSPECTION
Figure 4. MISCELLANEOUS MECHANICAL INSPECTION
Figure 5. TEST INSTRUMENTATION AND SUPPLIES
Figure 6. CONTROL SYSTEM TESTERS
Figure 7. DIGITALLY CONTROLLED LOADERS – LINCS COMPUTER MONITOR
AND COMPUTER KEYPAD PANEL
Figure 8. EXTRAPOLATION GRAPH FOR RESISTANCE MEASUREMENTS
Figure 9. ROTOR RESISTANCE TEST
Figure 10. INSULATION RESISTANCE MEASUREMENTS
Figure 11. BEARING TEMPERATURE TESTING
Figure 12. TYPICAL LOADER POWER UNIT VIBRATION TEST LOCATIONS
Figure 13. TYPICAL MATERIAL HANDLING MACHINES VIBRATION TEST
LOCATIONS
Figure 14. THERMISTOR TEMPERATURE RESISTANCE TABLE
Figure 15. RTD TEMPERATURE RESISTANCE TABLE
Figure 16. RTD RESISTANCE CHART
Figure 17. TYPICAL AC GENERATOR THERMISTOR LOCATION – 12B
GENERATOR SHOWN
Figure 18. THERMISTOR (AC GENERATOR)
Figure 19. BRUSH STUD EXAMINATION
Figure 20. BRUSH STUD FAILURE AREAS
Figure 21. JUMPER CONNECTIONS - 4B, 7B, 9B
Figure 22. LEAD CONNECTIONS - 12B, 12C, 12D, 12E
Figure 23. DISCONNECT LEADS ON 4B, 7B, 9B
Figure 24. DISCONNECT LEADS ON 12B, 12C, 12D, 12E
Figure 25. AREAS TO INSPECT FOR GREASE
Figure 26. AREAS TO INSPECT FOR BURNING
Figure 27. AREAS TO INSPECT IN ELECTRICAL CABINET
Figure 28. AREAS TO INSPECT ON VR PANEL
Figure 29. AREAS TO INSPECT ON 12B, 12C, 12D, 12E
SERVICE MANUAL
TESTING & INSPECTION OF GENERATOR - CONT'D ML

ELECTRICAL TESTING
The importance of a regular program for electrical testing of insulation cannot be
overemphasized. Certainly, a new installation does not require it, and for many hours of
operation, it is not needed. As the equipment ages, regular testing will help avoid sudden
costly downtime and assist in the planning of overhauls and repairs. Insulation deteriorates
under the best of circumstances and is an inevitable function of aging, operational fatigue,
vibration and shock, and wide temperature cycling. Moisture, dirt, corrosive vapors, oxidation
and other agents have damaging effects on the life and service of the generator’s insulation.
Top quality insulation materials and insulating techniques are used on all LeTourneau Inc.
electrical rotating equipment. Because of this, it is LeTourneau’s experience that actual
copper-to-ground faults are rare. The testing includes:
● FREQUENCY AND VOLTAGE TESTS
● ROTOR AND STATOR
● ROTOR-TO-GROUND TEST
● STATOR-TO-GROUND TEST
Test instrumentation and supplies are shown in illustration "TEST INSTRUMENTATION AND
SUPPLIES".
Do not perform any of these tests in the rain or when moisture is present.
These conditions could be hazardous to personnel conducting electrical
testing. The tests may also be technically inconclusive if moisture is
present.
Wear rubber gloves and eye protection when working around hazardous
electrical circuits.
RECORDING DATA
It is important that an accurate record be maintained of all of the tests. The record should
include findings, temperature, weather conditions and date of test. Deterioration can be
detected by comparison with data from previous tests. Insulation failure is generally a gradual
process, and the decay in quality can be reliably predicted with accurate data collected from
several tests at regular intervals. Sheets are provided. These sheets should be used in
conjunction with the various tests described in this publication. Include these record sheets
with the generator should there be a need to ship it to a rebuild facility.
This section suggests checking the generator while it is in place in the

vehicle. In some circumstances this simply may not be possible. The
technician should use his best judgment as to what can be accomplished
under the circumstances and to use the material herein as a guide.
SERVICE MANUAL
TESTING & INSPECTION OF GENERATOR - CONT'D ML
MACHINES WITH SWITCHED RELUCTANCE (SR) MOTORS ONLY!

DO NOT prime the generator in SR machine by putting 24V or 12V across 7 and N wires
for the rotor.
The SR machines have a ramped VR circuit that builds the generator voltage gradually over 5-
6 seconds to operating voltage. The gradual rise in voltage is required to prevent fuse blowing
and damage to the bus capacitors.
GENERATOR TESTING (SR MACHINES)
If for some reason you must put 12 or 24V across a rotor for troubleshooting or testing a
generator:
• L-1350 - disconnect all of the AC power fuses for all 4 packages so there is no AC input to
the packages.
• L/D-950 - disconnect the leads going to the fuses on all 4 chopper panels (bottom panel) so
that there is no AC input to the packages.
SERVICE MANUAL
GENERATOR - KEY OPER DATA RECORD & FIG. 1-2 ML

GENERATOR - KEY OPERATING DATA RECORD
GENERATOR BEARING TEMPERATURE
ITEM TEST TEST TEST TEST TEST
#1 #2 #3 #4 #5
DATE OF TEST
MACHINE S/N
HOURMETER READING
AMBIENT TEMPERATURE°F
BEARING RETAINER
TEMPERATURE°F
COMMENTS:
TEST CONDUCTED BY: By: By: By: By: By:
DATE: Date: Date: Date: Date: Date:
NOTE! MAXIMUM ALLOWABLE TEMPERATURE RISE OVER AMBIENT IS 100°F (56°C).

TO CONVERT °F TO °C, (°F – 32) x 5/9 e.g., 100° F WOULD CALCULATE AS:
(100 – 32) X 5/9 = 37.78°C.
Figure 1. BEARING TEMPERATURE TEST DATA RECORD
REFER TO “BEARING TEMPERATURE TESTING”, FOR PROCEDURE
SERVICE MANUAL
GENERATOR - KEY OPER DATA RECORD & FIG. 1-2 ML
GENERATOR VIBRATION TEST RECORD SHEET

ITEM TEST #1 TEST #2 TEST #3 TEST #4 TEST #5
DATE OF TEST
MACHINE S/N
HOURMETER READING
GENERATOR AXIAL VIBRATION SRE
GENERATOR HORIZ. VIBRATION SRE
GENERATOR VERT. VIBRATION SRE
GENERATOR HORIZ. VIBRATION DE
GENERATOR VERT. VIBRATION DE
ENGINE REAR VERT. ENGINE BLOCK
ENGINE REAR HORIZ. ENGINE BLOCK
ENGINE REAR AXIAL ENGINE BLOCK
ENGINE FRONT VERT. ENGINE BLOCK
ENGINE FRONT HORIZ. ENGINE BLOCK
ENGINE FRONT AXIAL ENGINE BLOCK
TEST CONDUCTED BY: By: By: By: By: By:
Date: Date: Date: Date: Date: Date:
SE = SLIP RING END

DE = DRIVE END
Figure 2. VIBRATION TEST RECORD
REFER TO “VIBRATION TESTING”, FOR PROCEDURE
USE THIS SHEET AS A TEMPLATE & MAKE COPIES FOR RECORDING

ACTUAL DATA
SERVICE MANUAL
FIGURE 3-4 ML

GENERATOR MISCELLANEOUS ELECTRICAL TEST RECORD
TEST TEST #1 TEST #2 TEST #3 TEST #4 TEST #5
FIELD RESISTANCE
ROTOR INSULATION
RESISTANCE
STATOR INSULATION
RESISTANCE
Figure 3. MISCELLANEOUS ELECTRICAL TEST
REFER TO “RESISTANCE TESTING TECHNIQUES” FOR PROCEDURE
GENERATOR MISCELLANEOUS MECHANICAL INSPECTION RECORD

TEST TEST #1 TEST #2 TEST #3 TEST #4 TEST #5
SLIP RING T.I.R.
SLIP RING O/D
BRUSH WEAR
BRUSH SEATING
BRUSH CONDITION
Figure 4. MISCELLANEOUS MECHANICAL INSPECTION
REFER TO "BRUSHES AND SLIP RING INSPECTION AND MAINTENANCE" FOR

PROCEDURE
USE THIS SHEET AS A TEMPLATE & MAKE COPIES FOR RECORDING

ACTUAL DATA
SERVICE MANUAL
FIGURE 5 ML

TEST INSTRUMENTATION AND SUPPLIES - GENERATOR
USE DESCRIPTION LeTourneau, QTY.
Inc. P/N REQ’D.
Contact Pyrometer - Fluke Model 80T- 415-3588 1
150U or equivalent
Megger – 500-Volt - Jas. C. Biddle, 415-3594 1
Cat. No. 210801-R or equivalent
Digital Multimeter - Fluke Model 415-3585 1
8060A Investigator or equivalent
Probe 0 to 600 VDC 415-3591 1
Probe 5/400 amp AC/DC 415-3590 1
Testing
Multimeter, Simpson #360-7 PRT 415-3582 1
Reference: Instrument Kit 415-3580
(120 VDC, 60 Hz)
Reference: Instrument Kit 415-3592 1
(220 VDC, 50 Hz)
Vibration Analyzer —— 1
Rubber Gloves 153-9311 1
Dial Indicator 414-2599 1
Grinder - Ideal Industries “Pee-Wee” 415-1442 1
Slip Ring Grinding 24-082
6” Flex Extension 414-6929 2
NOTE Grinder Handle Kit 414-6927 1
Kit available under Screw # 8 X .625 098-9217 2
P/N 414-6928 Brush Stud Support Mount 418-0739 1
contains all items Extra Coarse 415-1443 2
listed Coarse 415-1444 2
(See "GRINDING Grinding Stones Medium 415-1445 2
SLIP RINGS") Fine 415-1446 2
Polish 415-1450 2
80-grit or 120-grit Sandpaper * N/A AR
Brush Replacement
Seating Stone 045-9048 1
Silicone Sealant - Dow Corning #732 403-0823 1
or equivalent
Thermistor Thermal Compound 403-3011 1
Replacement #22-16 AWG Wire Ring Tongue 401-9412 2
Terminal
Thermistor 405-4794 2
* DO NOT USE EMERY PAPER OR OTHER ABRASIVE THAT MAY HAVE ELECTRICAL
CONDUCTIVE QUALITIES
Figure 5. TEST INSTRUMENTATION AND SUPPLIES
SERVICE MANUAL
GENERATOR - KEY OPER DATA RECORD - CONT'D ML

FREQUENCY AND VOLTAGE TESTS
Generator frequency and voltage checks can be performed by using the Control System
Tester or LINCS™ computer system (Digital Loaders) mounted in the Operator’s Cab or by
using a voltage meter at the generator’s output terminals.
There are two dial settings on the Control System Tester for use in obtaining generator
frequency and voltage readings. These are the VH and VGEN dial settings. Refer to
illustration "CONTROL SYSTEM TESTERS" (as applicable). Generator frequency and VR are
available on the LINCS™ computer system by accessing the Channel Browser function. Refer
to illustration "DIGITALLY CONTROLLED LOADERS - LINCS™ COMPUTER MONITOR AND
COMPUTER KEYPAD PANEL".
VH – Generator Frequency Signal: This signal represents the generator frequency.
• One (1) Volt = 30 Hz
VH is also used to generate the VHL signal. VH relates to generator frequency and engine rpm by the following
relationship:
VGEN – Generator Voltage Signal: This signal represents the voltage feedback used for
voltage regulation. It equals the generator voltage divided by 100. Generator voltage will vary
with the frequency as noted in VH above:
• One (1) Volt = 100 VAC.
RESISTANCE TESTING TECHNIQUES
The minimum megohm readings which are based on a temperature condition of 104°F (40°C).
“Megger” readings must be extrapolated from the measured temperature using the graph
“EXTRAPOLATION GRAPH FOR RESISTANCE MEASUREMENT”. The graph shows that at
an actual winding temperature of 40°C the coefficient is unity. As the temperature of the
winding increases, the coefficient increases in value. The meg reading must be multiplied with
the coefficient from the chart corresponding to the measured temperature in order to determine
the actual resistance of the winding. The chart illustrates how resistance decreases with
winding temperature increases.
On digitally controlled loaders, generator internal temperature can be

obtained via the LINCS™ system.
Example 1:
Field winding rotor temperature: 22°C.
Measured megohm reading is 1.95.
From the chart, the coefficient at 22°C is 0.3. Therefore, 0.3 x 1.95 = 0.585 Megohms at 40°C.
However, the low reading also may be due to dirt, moisture, carbon tracking or degraded
insulation.
SERVICE MANUAL
GENERATOR - KEY OPER DATA RECORD - CONT'D ML

Example 2:
Armature winding (stator) temperature is 65°C.
Measured megohm reading is 1.30.
From the chart the coefficient at 65°C is 6, therefore, 6 x 1.30 = 7.80 Megohms at 40°C.
Low meg readings can be caused by dust, dirt, high humidity (moisture) and degraded
insulation. It is, therefore, essential that the source of the low meg reading be established
before reaching the conclusion that the insulation has degraded.
Depending on degree of access to the generator, inspect for any evidence of electrical failure.
If electrical damage is not visible or cannot be detected at this time, proceed on the basis of
either of the following situations. Make certain that the generator is fully disconnected.
SITUATION 1. The machine or vehicle has just been taken out of service: Disconnect
power. Ground the field windings on the frame by attaching field leads to the frame with a
clamp or other means and allow to sit overnight. This is to allow the depolarization of the
insulation and improve on the quality of the resistance test. Ideal generator temperature is in
the 40°F to 100°F. (approx. 5°C to 40° C).
SITUATION 2. The generator has been idle for some time and is electrically inoperative:
If the ambient conditions are damp, dry the interior by ducting hot air to the interior. Allow the
hot dry air to flow for several hours. Most vehicle systems are equipped with forced-air
cooling. An in-line electric heater may be used to dry the generator. Proceed with tests.
SERVICE MANUAL
FIGURE 6 ML

REFER TO ILLUSTRATION ON PAGE REFER TO ILLUSTRATION ON PAGE
020A009B007 (p1) 020A009B007 (p2)
L-1100/L-1400/L-1800 LOADER L-1000 LOADER CONTROL SYSTEM

CONTROL SYSTEM TESTER TESTER
REFER TO ILLUSTRATION ON PAGE 020A009B007 (p3)
SST 100 CONTROL SYSTEM TESTER
REFER TO ILLUSTRATION ON PAGE 020A009B007 (P4)
LOG STACKER/PORTER CONTROL SYSTEM TESTER

Figure 6. CONTROL SYSTEM TESTERS
CONTROL SYSTEM TESTER
AUX ON
OFF
BATT B 10 12 1 VIA
11 2
VAUX 10 IA
3
9 +15V
HP 4 VM
VIAR -15V
8 5 16 1 2
SEN VIAF 15 VHC
SW VGOV 7 6 3
FREQ 14
1 IF VH
VHL SEN DIR 13 4
VM-FB 12 5 VGEN
M1 11 6
VN FWD
1 10 7
M M VE 9 8 REV
1 M2 SW
2 2 3
VA VAW
3 M3
M M
3 4 4
M4
SW
2
LeTourneau, Inc.
TA1
TA6375a
TA6375A
LeTourneau, Inc. 2005 All Rights Reserved 020A009B007 ( p1 )
TA2
AUX ON
OFF
AC MOTOR M1
12 1
VOLTS K-RPM
11 2 1
MOTOR
GEN HZ 1O VOLTS M2
3 2 M M
9 4 MOTOR 3
ENGINE M3
AMPS
K-RPM
8 5 4 M M
FIELD
SW FWD 7 6 AMPS SW M4
1 4
REV %HP
VM VAS
V ML +15V
1 -I A 12 1 VAW
12 2
-V FL -15V 11 2
11 3
V IA 1O 3 VA
V HL 1O 4
9 4
V EAC -V N
9 5
-VIAR V EVR 8 5
8 6 IF 7 6 VE
7
SW -V IAF VGEN SW
2 VH 3
V LFC V EFC
TA10123-8a
TA10123-8A
TA3
ENCLOSURE ASSY
CONTROLLER 4XX-XXXX 418-0186-01
METER ON
CC1
AC LIGHT TEST FC
Simpson D.C. Volts
CC2
VHL
VM POWER SUPPLY
AUX -IA +15V

20 1
19
METER VLAC 18 2
-15V
17 3
VEAC 16 4 +12V
VML 15 5
AC VOLT
14 6
IF 13 7
FC VOLT
VLFC 12
11 10 9
8
VH
VEFC VAW CC3
VE VA
-VN
TEST CONNECTOR
TA-7665-8
TA7665-8
TA4
ON
MTR/ARM SELECT SEN. DIR +12V VN VE
+15V
LF VA VLFC1
SEN. FREQ
OFF -15V
RF VAW VLFC2
VM
LR VCLR IF1
IA VH
RR VCLF IF2
VLAC VGEN
VHL2 VML1
EXERNAL VLAC
METER 20V S1 S2 S3
TA-5538-8
TA5538-8
SERVICE MANUAL
FIGURE 7 ML

4. KEYPAD
6. KEY SWITCH
7. MONITOR
Figure 7. DIGITALLY CONTROLLED LOADERS – LINCS™ COMPUTER MONITOR AND

COMPUTER KEYPAD PANEL
4
TA10087-8
SERVICE MANUAL
FIGURE 8 ML
Figure 8. EXTRAPOLATION GRAPH FOR RESISTANCE MEASUREMENT
SERVICE MANUAL
GEN - KEY OPER DATA RECORD - CONT'D & FIG. 9 ML

STATOR INSULATION TEST
TEST IN THE “AS-IS” CONDITION: This is checking the generator before cleaning.
1. Take temperature readings of the stator windings. The temperature may be difficult to
establish under inclement weather conditions. Nevertheless, it is important that a
reasonable accurate and representative temperature of the armature be established.
2. Connect one lead of the Megohmmeter (megger) to the stator frame and connect or
hold the other end to each stator lead in turn. If grounded, disconnect the brush/holder
leads. On some generators the ground will show through the brush stud if the stud is
compromised.
3. Observe the reading in megohms. The reading should be equal to or greater than the
following:
4. Ideally, values should approach infinity. Actual “megger” (1) readings must be
extrapolated, as instructed above for other than 40°C from the actual measured
reading. It will be a matter of judgment by the testing technicians as to what will be
considered acceptable on marginal readings. If results are not conclusive, proceed to
test the generator in a “cleaned” condition as follows.
TEST WITH SOME LIMITED CLEANING

1. Clean the generator as much as possible while it is still in its machine location. Use
shop air at about 30 psig. Insert the nozzle through the brush access ports and reach
in as far as is practical around the perimeter of the stator. The cleaning may not
remove all of the entrapped copper and carbon dust where it has migrated into the
hard-to-reach crevices of the rotor and stator windings. Make certain that components
are dry before continuing with test.
2. Proceed to test the stator, using the same techniques as described above for the “as-
is” test.
3. Repeat the checks. If a low resistance reading persists, the generator may require
removal from the machine for further testing. However, be certain that grounding is not
occurring through entrapped copper dust or carbon dust. If it is clearly shown that the
windings are indeed grounded, the generator should be removed from the equipment
and shipped to your distributor or the nearest LeTourneau, Inc. authorized rebuild
facility.
ROTOR RESISTANCE TEST

To conduct the field resistance test, perform the following procedure:
a. Remove the brush port covers and lift all eight brushes from their holders.
b. Connect a low scale ohmmeter (less than 1 ohm) across the slip rings and read the
resistance. Refer to illustration "ROTOR RESISTANCE TEST".
c. Record the temperature of the windings.
d. Rotor field resistance should be as shown in the following chart.
SERVICE MANUAL

Average Resistance value at 68°F (20°C)
(Use formula at bottom of chart to correct values shown for other temperatures.)
4B .28W
7B .45W
9B .56W
12B .47W
12C .61W
Example 12B: R(T) = .47 (T+235)
303
R (T) is Resistance @ T in Degrees F.
Figure 9. ROTOR RESISTANCE TEST

a. Measure temperature of the windings.
b. Connect one probe of the megohmmeter to the jumpered ends of the field leads and the
other probe to the generator frame and note readings. Observe the reading in megohms.
Ideally, the values should approach infinity. Refer to illustration "INSULATION
RESISTANCE MEASUREMENTS".
The two field leads are the longer unmarked leads.
Actual “megger” (1) readings must be extrapolated, as instructed above for temperatures
other than 40°C, from the actual measured reading. It will be a matter of judgment by the
testing technicians as to what will be considered acceptable on marginal readings.
SERVICE MANUAL

other probe to the generator frame and note readings. Observe the reading in megohms.
Ideally, the values should approach infinity. Refer to illustration "INSULATION
RESISTANCE MEASUREMENTS".
The two field leads are the longer unmarked leads.

Actual “megger” (1) readings must be extrapolated, as instructed above for temperatures other
than 40°C, from the actual measured reading. It will be a matter of judgment by the testing
technicians as to what will be considered acceptable on marginal readings.
Disposition Following Test:
If a ground is positively indicated on any of the windings, remove the power unit or generator
from the machine in accordance with the instructions in GENERATOR REMOVAL FROM THE
VEHICLE. If not grounded, proceed to next test.

Figure 10. INSULATION RESISTANCE MEASUREMENTS
INSPECTION FOR PHYSICAL DEFECTS
Visually check generator (as much as the limited access will permit) for physical defects, as
follows:
● Puffiness, cracking or separation of insulation due to thermal aging or oxidation.
● Burned spots in insulation.
● Frayed and deteriorated banding, cracking or flaking epoxy.
● Evidence of potential shorting or grounding locations.
● Frayed and deteriorated insulation around connections.
● Damaged, frayed or loose cable tiebacks or anchors.
● Broken or loose cable connections.
● Loose mounting bolts on cables and other areas; check all bolts.
● Check for any evidence of abrasion of cables due to excessive vibration.
● Broken rotor damper bars
Disposition Following Inspection:
a. On completion of the physical inspection and no serious conditions were noted, the
generator may be considered to be acceptable if it has also met the electrical tests.
b. If the generator proves to be marginal both electrically and mechanically (appearance
conditions), it may be prudent to remove the generator from the machine for rebuilding.
Consult with the nearest LeTourneau, Inc. distributor or authorized rebuild facility for
assistance.
TA1
12B-E Connections
NOTE: Second tester lead

is connected to the frame.
4B, 7B, and 9B Connections
To measure insulation resistance of rotor
TO FRAME TO FRAME
Note: This measurement

could also be taken at
one of the slip rings.
Stator
Leads
Megohmmeter
Rotor (Field)
Leads Megohmmeter
TA-9385-8
To measure insulation resistance of stator
Test Voltages applicable

to all model generators.
Stator - 1000 VDC THIS ILLUSTRATION SHOWS GENERATOR REMOVED
FROM HOST VEHICLE, FOR PURPOSES OF CLARITY OF
Rotor - 500 VDC THE TESTING.
TA9385-8
SERVICE MANUAL
BEARING TEMPERATURE TESTING & FIG. 11 ML

BEARING TEMPERATURE TESTING
Checking the temperature of the outer bearing retainer on the slip ring end of the AC generator
is one means of determining the condition of the bearing and grease. By taking bearing
temperature measurements, on a consistent periodic basis, under consistent conditions, a
temperature history can be generated, which will be advantageous in developing a bearing
temperature baseline. As a result, future readings will be conclusively indicative of bearing
condition. The recommended test interval is every 500 hours as part of the 500 hour electrical
P.M.
Temperature monitoring can be done during normal material handling operations, and should
not require the machine to be out of service for more than a few minutes. A standard contact
pyrometer (Fluke Model 80T-150U P/N 415-3588 or equivalent) is required to conduct bearing
temperature monitoring.
Never conduct bearing temperature on an operating machine. Contact with

rotating components could cause serious injury or loss of life.
Figure 11. BEARING TEMPERATURE TESTING
SERVICE MANUAL
BEARING TEMPERATURE TESTING & FIG. 11 ML
The photograph in "BEARING TEMPERATURE TESTING" is illustrative of a

generator removed from the machine; however, the process is the same for
a generator mounted in the machine.
To conduct temperature monitoring of the generator’s bearing, perform the following
procedure:
a. Operate the machine for 2 to 3 hours.
b. Record ambient temperature.
c. Shut down the machine and lock out starting capability.
d. As quickly as possible following shutdown, place the pyrometer probe against slip ring end
bearing retainer. Allow reading to stabilize and record temperature on Generator Bearing
Temperature Record Sheet. provided in illustration "BEARING TEMPERATURE TEST
DATA RECORD".
The maximum allowable temperature rise over ambient of the outer bearing
carrier should never exceed 100° F (56° C), under any operating condition.
Contact your distributor, if bearing shows sustained temperatures outside
this range.
Following bearing replacement by a LeTourneau, Inc. authorized rebuild

center, it is essential to perform the above bearing temperature check, after
one hour of operation
SERVICE MANUAL
VIBRATION TESTING ML

VIBRATION TESTING
Vibration testing of the power unit should be conducted every 500 hours of operation and
compared to previous results. A baseline figure should be established at the initial 500-hour
interval as part of break-in service procedures. A sharp increase in vibration as compared to
the trend should warrant further investigation.
Use extreme caution when conducting vibration tests on operating power

unit. Contact with rotating components could cause serious injury or loss
of life.
The vibration levels at the following measurement points should be measured and recorded.
All measurements should be taken as close to the rotational centerline as possible with the
engine at high throttle and no load and with the machine on tires and bucket (loaders) or
carriage and tusk assembly (log stackers) one to three (3) feet off of the ground. Refer to
illustrations "TYPICAL LOADER POWER UNIT VIBRATION TEST LOCATIONS" and
"TYPICAL MATERIAL HANDLING MACHINES VIBRATION TEST LOCATIONS" (as
applicable) for vibration testing locations.
a. Generator slip ring end vertical on the endbell.
b. Generator slip ring end horizontal on the endbell.
c. Generator slip ring end axial on the endbell.
d. Generator drive end vertical on the endbell.
e. Generator drive end horizontal on the endbell.
f. Rear engine vertical on engine block.
g. Rear engine horizontal on engine block.
h. Rear engine axial on engine block.
i. Front engine vertical on engine block.
j. Front engine horizontal on engine block.
k. Front engine axial on engine block.
On digitally-controlled loaders, the throttle switch is labeled as ENGINE SELECT switch.
SERVICE MANUAL
VIBRATION TESTING ML
1. Horizontal and vertical readings only will be taken at the slip ring
of the generator. Reading taken on endbell to avoid contact with
rotating driveshaft.
2. Vibration tests, as described herein, must be conducted prior to,
and following slip ring replacement and following generator or
power unit reinstallation.
3. Significant increases in vibration readings compared to baseline
readings at the time of commissioning or component change-out
should be further analyzed to aid in the elimination of the cause of
the excessive vibration (i.e. unbalance, misalignment, etc.)
4. Record vibration results on the Vibration Test Record Sheet
location in illustration "VIBRATION TEST RECORD".
SERVICE MANUAL
FIGURE 12-13 ML

Figure 12. TYPICAL LOADER POWER UNIT VIBRATION TEST
LOCATIONS

Figure 13. TYPICAL MATERIAL HANDLING MACHINES
VIBRATION TEST LOCATIONS
CAUTION: Slip-Ring End Test Conducted
At Outer Edge Of Endbell
To Avoid Contact With
Rotating Driveshaft.
Horizontal Horizontal
TA-10713
NOTE: Engine Block Test Measurements

Taken At Corner Of Block Along
Oil Pan Mount Flange,
Front And Rear. TA1
TA10713
TA-10719
NOTE: Engine Block Test Measurements

Taken At Corner Of Block Along
Oil Pan Mount Flange,
Front And Rear.
TA2
TA10719
SERVICE MANUAL
NOTES
SERVICE MANUAL
THERMISTOR/RTD TEST & REPLACE & FIG. 14 ML
THERMISTOR/RTD TESTING AND REPLACEMENT

THERMISTORS – NON-DIGITALLY CONTROLLED MACHINES
Thermistors are used on non-digitally controlled machines to monitor generator-operating
temperature. Thermistors have a negative temperature coefficient, which means their
resistance decreases as the temperature increases. These properties are utilized to monitor
the temperature and initiate cutbacks and alarms when over-temperature conditions occur.
The thermistor/temperature controller card generates a voltage output for each of the
thermistors. For card identification refer to the section of the SERVICE MANUAL entitled
SOLID-STATE ELECTRONICS COMPONENTS. Illustration "THERMISTOR TEMPERATURE
RESISTANCE TABLE" lists the relationship between thermistor resistance and temperature
and the voltage output of the machine’s temperature card.
On non-digitally controlled machines, generator overheating is indicated by a flashing warning
light on the operator’s console panel. Troubleshooting information can be obtained through
the Control System Tester, mounted in the operator’s cab. Refer to illustration "CONTROL
SYSTEM TESTERS".
THERMISTOR RESISTANCE TESTING

Generator operating temperature is monitored by the Controller. If there is an indication of
generator overheating, the thermistors should be tested.
The thermistors are mounted on the stator shell beneath the thermistor
cover. Refer to illustration "TYPICAL AC GENERATOR THERMISTOR
LOCATION". The thermistors are covered with clear RTV silicone sealant.
To test the thermistors, perform the following procedure:
a. Remove the thermistor cover.
b. Disconnect at least one of the thermistor wires from the Controller.
c. Operate the machine until normal operating temperature is reached.
d. Hold a temperature probe to the metal adjacent to the thermistors and read the
temperature. It is usually set for 302°F (150°C) to begin cutback with 320°F (160°C) being
full cutback. This relates to a 47K-ohm to 57K-ohm resistance, respectively.
e. Connect an ohmmeter probe to each lead and test the resistance per the amounts listed on
illustration "THERMISTOR TEMPERATURE RESISTANCE TABLE".
SERVICE MANUAL
THERMISTOR/RTD TEST & REPLACE & FIG. 14 ML
The values listed in illustration "THERMISTOR TEMPERATURE

RESISTANCE TABLE" are given for a reference to determine the overall
health of the thermistor, rather than a temperature vs. resistance
calibration. For instance, if an over temperature is indicated, the thermistor
resistance can be checked to verify that it indeed is in a range to give that
alarm. If the generator is “cold”, and the thermistor resistance indicated
“hot”, then the thermistor is faulty.
f. If thermistors test OK, meaning, their resistance is within limits, replace cover and
reconnect leads to terminal strip.
g. If the thermistor fails to satisfy the test within tolerances, it should be replaced.
GENERATOR THERMISTOR
Temperature Ohms
75°F 24°C 10200K ohm
100°F 38°C 5200K ohm
120°F 49°C 2700K ohm
140°F 60°C 1600K ohm
160°F 71°C 1050K ohm
180°F 82°C 640K ohm
200°F 93°C 410K ohm
220°F 104°C 250K ohm
240°F 116°C 160K ohm
250°F 121°C 133K ohm
260°F 127°C 107K ohm
280°F 138°C 72K ohm
300°F 149°C 52K ohm
305°F 152°C 48K ohm
310°F 154°C 44K ohm
315°F 157°C 39K ohm
320°F 160°C 35K ohm
330°F 166°C 30K ohm
340°F 171°C 25K ohm
360°F 182°C 18K ohm
380°F 193°C 12K ohm
400°F 204°C 10K ohm
Figure 14. THERMISTOR TEMPERATURE RESISTANCE TABLE
SERVICE MANUAL
THERMISTOR/RTD TEST & REPLACE - CONT'D ML

THERMISTOR REPLACEMENT
To replace the thermistors perform the following procedure:
a. Remove the thermistor cover from the outer shell of the generator.
b. Carefully scrape away the silicone until the #6 screw head and top of the thermistor is
exposed.
c. Remove the screw and scrape away the rest of the silicone along with the thermistor.
d. Thoroughly clean the surface under the thermistor.
e. Apply a light coat of thermal compound (P/N 403-3011) to the surface under the
thermistor. Too much thermal compound will cause improper heat transfer.
f. Mount the new thermistor (P/N 405-4794) with the #6 screw and tighten securely. Refer to
illustration "THERMISTOR (AC GENERATOR)".
g. Completely cover the thermistor and one-inch (25.4 mm) minimum of the leads with clear
RTV silicone (P/N 403-0823).
h. Crimp a #22-16 AWG wire ring tongue terminal with a #8 hole (P/N 401-9412) on the end
of each of the two thermistor leads. Slide the sleeving over the thermistor leads and
connect them to the terminal strip. The leads may be reversed without effect.
i. Replace thermistor cover.
j. Allow at least one hour for the silicone to set before operating machine.
RTDs - DIGITALLY CONTROLLED MACHINES
Resistance temperature detectors (RTDs) are used on digitally controlled machines to monitor
generator-operating temperature. The RTDs provide data to the LINCS™ computer system
which initiates an audible alarm, a warning light on the operator’s console and a WARNING
screen on the LINCS™ computer monitor in the event of generator overheating. RTDs have a
positive temperature coefficient, which means their resistance increases as the temperature
increases. The RTD is connected to 15V through a 1k-ohm resistor. The remote module
monitors the voltage across the RTD to determine temperature.
RTD RESISTANCE TESTING
The generator is equipped with three RTDs. The LINCS™ computer system provides
temperature databased on the individual temperature readings of the three RTDs. Access the
generator RTDs via the channel browser function of the LINCS™ computer system. If data for
one of the RTDs differs significantly from the other two, it may be faulty and be the cause of
the alarm condition and power cutbacks.
a. Testing the RTDs is best done after the machine has set overnight and all components are
at ambient temperature.
b. There are two methods of testing RTDs. Perform either method described below to test
the RTDs:
Method 1: With the machine shut down, access the terminal strip on the generator. Six of
the terminals connect to the three pair of pins that go to the RTDs. Temporarily disconnect
the wires going from the terminal strip to the remote module. Measure the resistance
across each pair.
Method 2: With the machine shut down, unplug the connector at the remote module that
feeds the generator RTDs. Locate the three pairs of pins that go to the RTDs. Measure
the resistance across each pair.
SERVICE MANUAL
THERMISTOR/RTD TEST & REPLACE - CONT'D ML
c. Compare resistance readings to the values listed on table "RTD TEMPERATURE

RESISTANCE TABLE" and the chart "RTD RESISTANCE CHART". Refer to the section
of the SERVICE MANUAL entitled SOLID-STATE ELECTRONICS COMPONENTS for
additional troubleshooting information.
Only one RTD is needed to monitor temperature. If one fails it cannot be

replaced, therefore; the LINCS™ software must be adjusted to
compensate. Contact your authorized LeTourneau, Inc. distributor for
assistance with the LINCS™ software.
RDTs are not available as a service item. They must be replaced at
overhaul.
SERVICE MANUAL
FIGURE 15 ML

T (°C) T (°F) Ω T (°C) T (°F) Ω
-60 -76 79.620 105 221 205.220
-55 -67 82.888 110 230 209.854
-50 -58 86.165 115 239 214.544
-45 -49 89.453 120 248 219.290
-40 -40 92.755 125 257 224.091
-35 -31 96.073 130 266 228.949
-30 -22 99.410 135 275 233.864
-25 -13 102.768 140 284 238.836
-20 -4 106.150 145 293 243.864
-15 5 109.560 150 302 248.950
-10 14 113.003 155 311 254.093
-5 23 116.482 160 320 259.296
0 32 120.000 165 329 264.561
5 41 123.562 170 338 269.894
10 50 127.168 175 347 275.296
15 59 130.820 180 356 280.770
20 68 134.518 185 365 286.320
25 77 138.265 190 374 291.949
30 86 142.060 195 383 297.660
35 95 145.905 200 392 303.455
40 104 149.801 205 401 309.337
45 113 153.747 210 410 315.310
50 122 157.746 215 419 321.375
55 131 161.796 220 428 327.536
60 140 165.900 225 437 333.791
65 149 170.057 230 446 340.143
70 158 174.268 235 455 346.592
75 167 178.532 240 464 353.140
80 176 182.849 245 473 359.786
85 185 187.218 250 482 366.531
90 194 191.639 255 491 373.373
95 203 196.113 260 500 380.310
100 212 200.640
Figure 15. RTD TEMPERATURE RESISTANCE TABLE
SERVICE MANUAL
FIGURE 16-17 ML
Figure 16. RTD RESISTANCE CHART
Figure 17. TYPICAL AC GENERATOR THERMISTOR LOCATION – 12B GENERATOR

SHOWN
SERVICE MANUAL
FIGURE 18 ML

Figure 18. THERMISTOR (AC GENERATOR)
ANODIZED TA1
ALUMINUM
#24 AWG
2 CONDUCTOR
TEFLON CABLE
.149" DIA.
(3.78 mm)
TA-6805 MTG HOLE
18" (457 mm)

OVERALL LENGTH
TA6805
SERVICE MANUAL
GENERATOR CHECKOUT AND ISOLATION PROCEDURE ML

GENERATOR CHECKOUT AND ISOLATION PROCEDURE
The following procedure is provided as an aid in correcting the following generator symptoms:
● Blowing VR fuses.
● Unable to get generator voltage when going to HI throttle.
PROBLEMS INTERNAL TO GENERATOR
a. Check the four bottom brushes in the generator to be sure that they are securely
mounted in the bottom brush holders. (A loose hanging brush can cause an intermittent
arcing to the slip ring.)
b. Check the brush holders to see that they are not loose on the studs or touching the slip
rings.
c. Examine the brush stud between the two brush holders for any signs of damage or
burning on the surface of the brush stud between the brush holders. Refer to illustration
"BRUSH STUD EXAMINATION".
Figure 19. BRUSH STUD EXAMINATION

TOP: □ GOOD □ BAD BOTTOM: □ GOOD □ BAD
SERVICE MANUAL
FIGURES 20-21

d. Look all around the diameter of the stud. Feel for a swollen area or an area that is
grooved between the rings as shown in illustration "BRUSH STUD FAILURE AREAS".
This step is important as sometimes the failure will occur on the bottom side of the
brush stud and it is very difficult to see the failure with the stud mounted in a generator.

Figure 20. BRUSH STUD FAILURE AREAS
e. If any problem is found in preceding step, the brush stud should be removed and
replaced prior to continuing.
f. On 4B, 7B and 9B generators, a single #7 and a single N cable come into the generator
and connect to the brush holders. A jumper cable then connects the initial brush holder
to the second brush holder. Verify that the jumpers connect to the same slip ring on
top and bottom brush holders. Verify that the wires are not grounded. Refer to
illustration "JUMPER CONNECTIONS - 4B, 7B, 9B".
Figure 21. JUMPER CONNECTIONS – 4B, 7B, 9B
TA1
TA11172
SERVICE MANUAL
FIGURE 22 ML

g. If either the 7 and/or N are crossed between the top and bottom brush holder, correct the
problem.
h. On 12B, 12C, 12D and 12E generators, two cables for each #7 and N (4 total) come from
the terminal panel. One cable connects to the appropriate upper brush holder and one
connects to the lower brush holder. Refer to illustration "LEAD CONNECTIONS - 12B,
12C, 12D, 12E".
● Verify that the 7 cables connect to the brush holders on the same slip ring on top and
bottom. Verify that the cables are not grounded.
● Verify that the N cables connect to the brush holders on the same slip ring on top and
bottom. Verify that the cables are not grounded.
Figure 22. LEAD CONNECTIONS – 12B, 12C, 12D, 12E
SERVICE MANUAL
FIGURE 23 ML

i. If either the 7 and/or N are crossed between the top and bottom brush holder correct
the problem.
Figure 23. DISCONNECT LEADS ON 4B, 7B, 9B
ISOLATING #7 AND N CABLES FROM THE ROTOR – 4B, 7B, 9B

a. On 4B, 7B and 9B generators, Disconnect wires #7 and N coming into the generator
where they are connected to the first brush holders. Insulate the terminals. Refer to
illustration "DISCONNECT LEADS ON 4B, 7B, 9B".
b. On 12B, 12C, 12D and 12E generators, disconnect wires #7 and N (wire between
terminal block and the brush holder) from both the top and bottom brush holders.
Insulate the terminals. Refer to illustration "DISCONNECT LEADS ON 12B, 12C, 12D,
12E".
SERVICE MANUAL
FIGURE 24 ML
Figure 24. DISCONNECT LEADS ON 12B, 12C, 12D, 12E

c. Check slip ring to ground with 500/1000V megger.
Record value > 3 meg ohms (typically much higher)
d. If values in the previous step are correct, go to PROBLEMS EXTERNAL TO THE

GENERATOR ROTOR. If the insulation (megger value) resistance is low, go to next
step.
e. Check slip ring to ground with 500/1000V megger. Record value in box below.
f. Remove brushes - top and bottom.
Record value
g. If good, go to PROBLEMS EXTERNAL TO THE GENERATOR ROTOR. If low, go to

next step.
h. Inspect the brush holders to assure that there is a gap between the brush holder and the
slip rings. It is possible for grease and other contamination to build up between the box
and slip ring and act as a conductor. Refer to illustration "AREAS TO INSPECT FOR
GREASE".
i. Remove brush holders
j. Examine the brush studs for signs of insulation damage from excessive tightening of the
brush holder set screws.
SERVICE MANUAL
FIGURE 25 ML

k. Examine the brush studs for any signs of burning or grounding.
l. Replace the stud(s) if any problem is found.
It is recommended that the generator run with both top and bottom brush
mount studs and brush holders. However, if a replacement brush stud is
not readily available, it is permitted to operate the loader for a short period
of time with only one stud and two brushes per ring.
m. Check slip ring to ground with 500V/1000V megger. Record value in box below.
Record value
n. Measure the resistance between slip rings.
Record value .472 ohms @ 76° F (20° C)

.685 ohms @ 320° F (160° C)
o. If the values in the previous steps are good – go to PROBLEMS EXTERNAL TO

THE GENERATOR ROTOR. If low, go to next step.
p. Check the slip rings
• Look closely at the end next to the bearing retainer. Remove/clean any
contamination that may be present in this area.
• Check both rings for any signs of looseness or movement.
• Look closely at both sides of both of the slip rings for signs of burning. Refer to
illustration " AREAS TO INSPECTION FOR BURNING".
SERVICE MANUAL
FIGURE 25 ML
Figure 25. AREAS TO INSPECT FOR GREASE
SERVICE MANUAL
FIGURE 26 ML
Figure 26. AREAS TO INSPECT FOR BURNING
q. If burning is found near the slip rings, the slip ring is likely bad. It is possible to change
the slip ring assembly in place. Contact your distributor or LeTourneau, Inc. authorized
rebuild center for assistance.
In order to determine a suspected slip ring/rotor problem with certainty, it

may be necessary to check the slip ring and rotor insulation with a megger
or high pot with a voltage higher than 1000V. It is permissible to go up to
3400V DC with a megger or high pot.
SERVICE MANUAL
FIGURE 26 ML
This testing is only permitted if the rotor has been fully isolated from the
rest of the generator. It is recommended that it be done with a variable
voltage hi-pot with leakage meter. The voltage should be increased
gradually and the testing should be stopped if the leakage current reaches
10 micro amps.
r. Check the 4 wire leads (only 2 leads on 4B, 7B and 9B) between the slip rings and
between the inner ring and the end plate on the generator rotor for any signs of burning
or arcing. Note that the leads are normally hidden under several layers of tape and
may be difficult to see. Look for any signs of discoloring in the tape above the leads.
s. If nothing is found and the rotor is still grounded, the rotor is damaged and grounded
internally and will have to be removed for repair.
SERVICE MANUAL
FIGURE 27 ML

PROBLEMS EXTERNAL TO THE GENERATOR ROTOR
If nothing has been found to be grounded in the previous steps, check the following areas that
are external to the rotor:
a. Remove the top access cover on the front side of the electrical cabinet as shown in
illustration "AREAS TO INSPECT IN ELECTRICAL CABINET".
● Examine the 4 bolts that hold the electrical cabinet to the frame side plate.
● A bolt could break or come out and cause a short between the cabinet and the heat si
would blow fuses.
Figure 27. AREAS TO INSPECT IN ELECTRICAL CABINET
SERVICE MANUAL
FIGURE 28 ML

b. Check the SCRs on the VR panel with a 500V megger to verify that they are not
shorted. Refer to illustration "AREAS TO INSPECT ON VR PANEL".
RESISTANCE
A B C
Forward
Reverse
Replace any shorted SCR.
c. Check the suppression networks on the VR panel to verify they are operating properly
and are not shorted.
REFER TO ILLUSTRATION ON PAGE 020A009B031 (P1)

Figure 28. AREAS TO INSPECT ON VR PANEL
d. Check to see that N and 7 are not shorted together on the VR panel.
e. Check R4 on the VR panel (on the back side of the panel) for proper connection
between N and 7.
f. Check VS1 (MOV) on the VR panel to verify it is not damaged or shorted.
g. (12B, 12C, 12D and 12E only). Verify the N and 7 connections at the terminal panel on
the generator. Refer to illustration "AREAS TO INSPECT ON 12B, 12C, 12D, 12E".
● The N wire stud will have multiple connections internally for the neutral connections
of the generator stator wiring. One small lead going to the slip ring and several large
leads going to the internal stator winding.
● The 7-wire stud will only have one internal connection on the #7 stud. Disconnect
wire #7 and insulate the lead on the VR panel.
TA1
TA11180
SERVICE MANUAL
FIGURE 29 ML
Figure 29. AREAS TO INSPECT ON 12B, 12C, 12D, 12E

h. Disconnect the #7 lead at the VR panel.
i. Check #7 wire to ground with 500/1000V megger.
Record value
j. Disconnect the N lead at the generator.
k. Disconnect the phase and tap leads at the generator.
l. Check generator stator (any phase or tap terminal) to ground with 500/1000V megger.
Record value
LET-9, PART 3
BRUSHES AND SLIP RING INSPECTION
AND MAINTENANCE
SERVICE MANUAL
NOTES
SERVICE MANUAL
AC GENERATOR - BRUSHES & SLIP RING INSPECT & MAINT & FIG. 1-3 ML

ADJUSTMENTS
BRUSHES AND SLIP RING INSPECTION AND
MAINTENANCE
LETOURNEAU, INC.
LET-9, PART 3
TABLE OF CONTENTS
BRUSH SPRING INSPECTION PROCEDURES

BRUSH REPLACEMENT AND SEATING
BRUSH SPRING REPLACEMENT – ENGINE NOT RUNNING
SLIP RING INSPECTION AND GRINDING
SLIP RING INSPECTION
GRINDING SLIP RINGS
Figure 1. BRUSH AND SPRING ASSEMBLY

Figure 2. BRUSH REMOVAL
Figure 3. BRUSH INSPECTION
Figure 4. TYPICAL BRUSH HOLDER AND BRUSH ASSEMBLY
Figure 5. APPLICATION OF SEATING STONE
Figure 7. DIAL INDICATOR SET-UP FOR MEASURING SLIP RING T.I.R.
Figure 8. SLIP RING DIMENSIONS FOR RECOMMENDED SERVICE OR REPAIR
Figure 9. SLIP RING GRINDER COMPONENTS AND ASSEMBLY (P/N 414-6928)
BRUSH SPRING INSPECTION PROCEDURES

It is essential to inspect the brushes and springs as part of the 500-Hour Electrical P.M. Refer
to illustration "BRUSH AND SPRING ASSEMBLY".
To inspect the brushes and springs perform the following procedure (engine and generator is
locked out and not rotating):
a. Remove the knob studs, covers and gaskets from the slip ring endbell. The flexible cooling
air hoses may be removed from the top covers if necessary.
b. Release the brush springs and pull out of the brush holder until it stops. Examine the
spring for breakage or “kinking” in the coil area. Replace if necessary.
c. Pull the brushes out of the holders and examine for cracks, chips, wear, length and for
proper seating. The brushes should slide freely in and out of holders. Replace if damaged
or worn to less than one inch (25.4 mm) long. Refer to illustrations "BRUSH REMOVAL"
and "BRUSH INSPECTION".
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 020A009C001 ( d 1 )
SERVICE MANUAL
Figure 1. BRUSH AND SPRING ASSEMBLY
Figure 2. BRUSH REMOVAL
SERVICE MANUAL
Figure 3. BRUSH INSPECTION
Check all brushes, top and bottom. Brushes should be at least 80%
seated. The preferred seating is 100% of the contact surface. This is
determined by comparing the amount of shiny surface (indicating contact)
and non-shiny surface (indicating non-contact) and estimating the ratio of
the areas.
d. Reinsert the brushes and springs, making sure that the springs are snapped securely into
the brush holder.
The generator slip rings could be severely damaged if the brush springs
are not properly reinstalled. Push down on the springs until a distinctive
snap is heard. Pulling up on the spring’s back plate will confirm if the
spring is locked in place.
e. Seat any new brushes. Refer to BRUSH REPLACEMENT AND SEATING.
SERVICE MANUAL
FIGURE 4 ML

REFER TO ILLUSTRATION ON PAGE 020A009C003 (p1)
NOTE:
Optional spacers shown can be eliminated in generators with brush holders setscrews as
shown. These spacers can be removed when changing a brush holder stud or brush
holder. Reference LeTourneau, Inc. SIL 269-4/25/2000
Figure 4. TYPICAL BRUSH HOLDER AND BRUSH ASSEMBLY
TA1
TA6477
LeTourneau, Inc. 2005 All Rights Reserved 020A009C003 ( p1 )
SERVICE MANUAL
BRUSH & SLIP RING INSPEC & MAINT - CONT'D & FIG. 5 ML

BRUSH REPLACEMENT AND SEATING
Brush replacement is done ONLY while the engine is NOT running. Brush seating must be
performed following brush replacement. Brush seating is a two-step process. The first step is
to sand the brushes to match the profile of the slip rings. Sanding is done with the engine NOT
running. The second step is to apply a seating stone to the slip rings to attain at least an 80%
contact surface with the brushes (100% is preferred). Application of the seating stone requires
starting the engine and working inside the rotating generator. Pay close attention to the
following warning before starting with these procedures
BRUSH REPLACEMENT – ENGINE NOT RUNNING

a. Shut down the machine and lockout all possibilities of starting. Ground terminals on brush
holders to frame, to discharge static voltage.
b. Remove covers, brush springs and brushes as instructed under BRUSH AND SPRING
INSPECTION PROCEDURES.
c. Disconnect the brush shunt leads of the brushes to be replaced by loosening the terminal
screw on the brush holder.
d. Connect the leads of the new brushes to the holders.
e. Place the brushes in the brush holders, but do not snap the brushes into position.
When inserting the brush into the holder carbonway, the top of the brush
slopes downward toward the spring back-up plate.
BRUSH SEATING – SANDING BRUSHES – ENGINE NOT RUNNING

a. Cut a strip of 80 or 120 grit sandpaper slightly wider than the slip ring. Do not use emery
cloth or anything with metallic particles.
b. Place the sandpaper between the slip ring and the brushes with the abrasive grit against
the brush. The two brushes in each brush holder should be seated at the same time.
c. Reinsert the brush springs and snap them securely in place.
d. Hold the sandpaper strip by each end and move it back and forth beneath the brushes,
keeping as close to the contour of the slip ring as possible. Continue until the brush face
conforms to the contour of the slip ring.
e. Remove the sandpaper strip from beneath the brushes by pulling it out in the direction of
generator rotation.
f. Repeat the sanding procedure for each of the four brush holders.
SERVICE MANUAL

BRUSH SEATING – APPLICATION OF SEATING STONE – ENGINE
RUNNING
Application of a seating stone requires starting engine and working

inside rotating generator. This procedure should be conducted by
trained and experienced personnel only. Use extreme caution
throughout the following procedures. Pay close attention to the
following instructions:
● Keep hands well clear of rotating studs which project from ends of
rotor poles. Maintain at lease 6 inches clearance between rotating
studs and hands/stones/tools.
● Do not remove or insert brushes or springs while generator is
rotating.
● Wear protective rubber gloves while applying seating stone to slip
rings.
● Insulate the lead terminal lug with electrical tape and tie lead clear
of the generator terminal to prevent electrical shock hazard while
working inside the rotating generator and to prevent inadvertent
powering of the machine.
● Place warning signs around the machine to alert Non-essential
personnel that repair procedures are being conducted and to keep
clear of the machine.
a. Disconnect the harness lead wire (Wire code #7) from the generator field terminal.
b. Start and run engine.
c. Apply seating stone (P/N 9048) to the slip ring just ahead of the brushes to be seated.
Refer to illustration "APPLICATION OF SEATING STONE".
Figure 5. APPLICATION OF SEATING STONE
SERVICE MANUAL

d. Stop engine and check brushes for seating. If they are not making at least 80% contact,
repeat the stoning process (100% contact is preferred).
e. After the brushes are seated, clean the windings, slip rings and brush holders with clean
dry air.
f. Replace covers and flexible cooling hoses.
g. Replace the harness lead wire (Wire code #7) to the generator terminal.
BRUSH SPRING REPLACEMENT – ENGINE NOT RUNNING

a. Remove covers, brush springs and brushes as instructed under BRUSH AND SPRING
INSPECTION PROCEDURES.
b. Disconnect the brush holder leads from the brush holder containing the spring to be
replaced.
c. Loosen the brush holder and remove it from the brush stud assembly.
d. Drive out the small roll pin that retains the brush spring and remove the spring.
e. Replace the spring and drive the roll pin back into its original position.
f. Reinstall the brush holder, brushes, and springs.
● Ensure that the springs are securely snapped into place.
● Verify brush stud is tight.
● Torque bolts on brush holders. Refer to illustration "TYPICAL BRUSH HOLDER AND
BRUSH ASSEMBLY" for torque value and location of components.
● Torque set screws on brush holders. Refer to illustration "TYPICAL BRUSH HOLDER
AND BRUSH ASSEMBLY" for torque values. Do not over tighten as this will cause
damage and subsequent grounding will occur.
g. Reconnect the brush holder lead.
h. Replace covers and flexible cooling air hoses.
SERVICE MANUAL
SLIP RING INSPECT & GRIND & FIG. 6-8 ML

SLIP RING INSPECTION AND GRINDING
SLIP RING INSPECTION
The slip rings should be visually inspected when the brushes are inspected as part of the 500-
Hour Electrical P.M. Refer to illustration "SLIP RING ASSEMBLY". Slip ring inspection must
only be done with the engine shut off and the start function of the machine locked out.
If any of the following abnormalities are noted, a thorough inspection should be conducted as
described below:
● Irregular brush wear - particularly the side of the brush wearing.
● Broken brush spring(s).
● Frayed sleeving on brush leads - indicates the brushes bouncing on the slip rings.
● Irregular wear pattern on the slip ring.
To inspect the slip rings, perform the following procedure:
a. Remove the knob studs, covers and gaskets from the slip ring endbell.
b. With a micrometer, measure the smallest slip ring diameter.
c. Refer to illustration "SLIP RING DIMENSIONS FOR RECOMMENDED SERVICE OR
REPAIR" for recommended service or repair procedures.
d. Mount a magnetic-base dial indicator to the endbell and orient the probe so that it contacts
the slip ring surface. Refer to illustration "DIAL INDICATOR SETUP FOR MEASURING
SLIP RING TIR".
e. Rotate the engine/generator using the applicable barring device as shown in illustration " g.
If slip rings are within allowable tolerances, replace covers and gaskets to slip ring endbell.
SERVICE MANUAL
Figure 7. DIAL INDICATOR SET-UP FOR MEASURING SLIP RING T.I.R.
SERVICE MANUAL

ECCENTRICITY* GROOVE RING DIA. NEW RING DIA. MIN. RING DIA. RING DIA. ACTION
DEPTH 4B, 7B, 9B 4B, 7B, 9B NEW 12B, MIN. 12B,
12C 12C
<.005” <0.080” 6.4” (162.5 mm) 6.2” (157.4 mm) 9.07 (230.3 >8.500” 1
(0.127 mm) (0.203 mm) mm) (215.9 mm)
>0.005”** —— > 6.2” >8.500” 2
—— >.080” > 6.2” >8.500” 2
—— —— = or < 6.2” = or <8.500” 3
< = LESS THAN ACTION: 1 = Seat New Brushes, 2 = Grind Slip Rings, 3
> = GREATER THAN = Replace Rings
*(T.I.R. = TOTAL INDICATED RUNOUT)
**This depends upon the surface condition of the slip rings. A uniform 0.008-inch (2.03 mm) T.I.R. may run well.
However, if the surface is uneven, with more than 0.002 inch (0.0508 mm) change within 90 degrees of
rotation, 0.008 inch — or even 0.005 inch — T.I.R. may not give acceptable brush life.
Figure 8. SLIP RING DIMENSIONS FOR RECOMMENDED SERVICE OR REPAIR
SERVICE MANUAL
SLIP RING INSPECT & GRIND - CONT'D ML

GRINDING SLIP RINGS
Excessive slip ring grooving is not normally seen during equipment operation and is usually a
sign of some problem such as the incorrect brush grade, wrong springs, brushes that have
been run into the copper pigtails, lack of cooling, vibration, etc.
If inspection as described above indicates grinding of the slip rings, perform the following
procedure:
Use extreme caution throughout the following procedures. Pay

close attention to the following instructions:
z Keep tools and handles well clear of rotating studs which
project from ends of rotor poles. Maintain at lease 6 inches
clearance between rotating studs and hands/stones/tools.
z Disconnect the field supply lead from generator field terminal
before working inside rotating generator.
z Do not remove or insert brushes or springs while generator is
rotating.
z Insulate the lead terminal lug with electrical tape and tie lead
clear of the generator terminal to prevent electrical shock
hazard while working inside the rotating generator and to
prevent inadvertent powering of the machine.
a. Turn key switch to the OFF position and lock out the loader with the Maintenance Lockout
Switch (optional). If not equipped with the Maintenance Lockout Switch, place a DO NOT
OPERATE sign on the controls and remove the key.
b. Disconnect the #7 lead from either:
● The FC control panel in the SCR box
● Generator junction box
● The #7 terminal on the generator
The most suitable location for disconnecting the #7 lead will vary
depending on machine type.
c. Set the machine so that the generator will not attempt to prime.
● Loaders and all other equipment
● Switch the 24V PRIME circuit breaker to the OFF position
● Remove the PRIME card from the controller
SERVICE MANUAL

d. Remove the knob studs, covers and gaskets from the rear endbell. The flexible cooling air
hose(s) may also be removed if required.
e. Release the brush springs and pull out the holder until it stops.
f. Pull the brushes out of the holder.
g. Loosen the bolts holding the brush lead to the brush holder and remove the brushes.
Remove all brushes – on the top and also on the bottom.
h. Remove brush holders form the top brush holder stud in the generator.
i. Disconnect and tag the two generator field leads from both the top and bottom brush
holder.
j. Tape the connectors on the leads with electrical insulating tape.
k. Secure the leads so that they cannot touch the rotor while turning.
l. Check diameter at bottom or the grooving in the ring.
If slip ring diameter is less than that listed in illustration "SLIP RING
DIMENSIONS FOR RECOMMENDED SERVICE OR REPAIR" then the slip
rings must be replaced.
m. Mount the slip ring grinder to the support mount. This can be adjusted to fit each type of
generator. Refer to illustration "SLIP RING GRINDER COMPONENTS AND ASSEMBLY"
for the proper set up procedure.
n. Attach flex handle assembly so that the grinder can be adjusted from the outside of the
generator.
More extensions or flex handles may be required to allow the grinder to be

adjusted from outside the generator. It is the responsibility of the person
performing the grinding procedure to assure that the proper extensions
and adapters have been used to allow the grinder to be adjusted from
outside the generator.
o. Run engine at low rpm.
SERVICE MANUAL
DO NOT put hands inside the generator for any reason while generator
rotor is turning! The studs on the generator rotor are difficult to see when
rotating Stay clear of rotating driveshaft. Serious injury is possible!
Painting the end of every third stud with white paint will help in seeing the
rotating studs.
p. Start with coarse stones and progress to polish stones as the TIR is corrected.
q. Feed slowly and take small cuts with the grinder. NOTE: It is not necessary to recut the
helical groove in the ring.
r. Grind the slip rings until the finish of the rings is 16-micro inch or less and the runout is less
than .002” and the top surface or the ring is flat with no grooving (except for the helical
grooves in the slip rings on 12B/C generators).
s. Stop the engine.
t. Recheck the diameter of the slip ring.
u. Smooth all sharp edges in helical groove and side of rings with a file or sandpaper.
v. Reinstall brush holders, brushes and springs.
w. Reconnect the generator field leads inside the generator.
The same field polarity (N or #7) that is connected to the to top brush
holder on the outer slip ring must be attached to the bottom brush holder
that is also on the outer slip ring. DO NOT CROSS LEADS. Be sure to check
this prior to starting the machine.
x. Seat the brushes to the profile of the slip ring with electrical sandpaper. Take care not to
round the corners of the brushes while seating the brushes.
y. Clean the interior of the generator with a vacuum cleaner to remove all contamination
resulting from the grinding and brush seating processes.
z. Put the PRIME switch, or PRIME circuit breaker or PRIME card (whichever method was
used) back to the normal ON or installed position.
aa. Reconnect the #7 lead (from whichever location was selected).
ab. Reinstall the covers and flexible air hose(s).
SLIP RING REPLACEMENT
Slip ring replacement must be performed by a LeTourneau, Inc. authorized distributor.
SERVICE MANUAL
FIGURE 9 ML
Training
REFER only!
TOAlways use your machine
ILLUSTRATION ON PAGEoriginal documentation!
020A009C010 (p1)
Figure 9. SLIP RING GRINDER COMPONENTS AND ASSEMBLY

(P/M 414-6928)
TA1
1/4” FLEXIBLE
EXTENSION
P/N 414-6929
SWIVEL FOR
CROSS SLIDE
FEED PEE WEE GRINDER

P/N 415-1442
(IDEAL 24-082)
SUPPORT MOUNT BOLT TO THE
P/N 418-0739 SUPPORT MOUNT
(IDEAL 24-044)
CLAMPS ONTO THE

BRUSH HOLDER STUD
BRUSH HOLDER
STUD IN GENERATOR
GRINDING
TA-10181-8 STONES
HANDLE ASSEMBLY
P/N 414-6927
TA10181-8
LeTourneau, Inc. 2005 All Rights Reserved 020A009C010 ( p1 )
LET-9, PART 4
GENERATOR REMOVAL
FROM THE VEHICLE
SERVICE MANUAL
NOTES
SERVICE MANUAL
AC GENERATOR - GENERATOR REMOVAL FROM VEHICLE ML

AC GENERATOR DIAGNOSTIC AND
ADJUSTMENTS
GENERATOR REMOVAL FROM THE VEHICLE
LETOURNEAU, INC.
LET-9, PART 4
TABLE OF CONTENTS
POWER UNIT OR GENERATOR REMOVAL
POWER UNIT REMOVAL
GENERATOR REMOVAL
Figure 1. ENGINE BARRING DEVICE
Figure 2. GENERATOR LIFTING FIXTURE 12B/C
Figure 3. P/N 421-6173 SHIPPING BARS FOR 4B, 7B – SAE 0 FLYWHEEL USED ON
STACKERS, SST
Figure 4. P/N 418-0877 SHIPPING BARS FOR 7B – SAE O FLYWHEEL USED ON L-
1000/L-1100
Figure 4A. P/N 425-0200 SHIPPING BARS FOR 6R – SAE O FLYWHEEL USED ON L-
950
Figure 5. P/N 424-0440 – 9B GENERATOR – SAE 00
Figure 6. P/N 413-2127 SHIPPING BAR FOR 12B – E GENERATORS – SAE 0 USED
ON L-1400/L-1800
Figure 7. P/N 424-0441 SHIPPING BARS 12B GENERATORS – SAE 00 – USED ON L-
1400/L-1800
Figure 8. P/N 424-0442 SHIPPING BARS 12C GENERATOR – SAE 00 – USED ON L-
2350
Figure 8.1 POWER UNIT AND ENGINE LIFTS – L-950 LOADERS
Figure 9. POWER UNIT AND ENGINE LIFTS – L-1100, L-1100, L-1350 LOADERS
Figure 10. POWER UNIT AND ENGINE LIFTS – L-1400/L-1800/L-1850/L-2350
LOADERS
POWER UNIT OR GENERATOR REMOVAL
The power unit assembled in the machine consists of the diesel engine and AC generator.
Experience has shown that when it is necessary to remove the engine from the machine it is
most convenient to remove the engine and generator as a unit. The generator can be removed
without removal of the engine; however, it is recommended that the entire power unit be
removed if the generator must be removed.
The instructions provided herein cover removing both the engine and generator as a unit and
the generator by itself.
During disassembly, make note of the orientation of shims, bolts, hosing, etc. to facilitate re-
assembly and re-installation of the power unit or generator into the machine. Re-installation is
accomplished by reversal of the removal procedures.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 020A009D001 ( d 1 )
SERVICE MANUAL
AC GENERATOR - GENERATOR REMOVAL FROM VEHICLE ML
Information on maintenance and repair of the diesel engine can be found in

the engine manufacturer’s owner’s manual, provided with your
LeTourneau, Inc. manuals.
Refer to the warnings and cautions in AC GENERATOR DIAGNOSTICS AND

ADJUSTMENTS - GENERAL INFORMATION section before hoisting the
power unit or generator.
POWER UNIT REMOVAL
The following instructions are for removal of the engine and generator as one unit.
a. Prepare a clean, firm surface to receive the engine/generator assembly when removed.
b. Disconnect scavenger lines from exhaust pipes and remove the exhaust pipe structure.
c. Remove the hood structure (if applicable).
d. L-1350/L-1400/L-1800: Remove LeTourneau Inc. (KLENZ) air filtration system.
e. Disconnect the cowling wiring at the cowling junction box. Remove the cowling structure.
f. Drain coolant from the engine and radiator, then loosen the hose clamps and disconnect
the hoses from the engine.
g. Tag and disconnect electrical connections from the engine at the frame to the engine
wiring junction box.
h. Cap and plug all air/exhaust/fuel coolant pipes and hoses.
i. Attach hoisting device to engine lifting fixtures.
On smaller engines installed in log stackers, porters, and SST, the engine
manufacturers commonly provide lifting fixtures bolted to the engine. On
the larger engines installed in loaders, it is necessary to install a lifting
beam with lifting fixtures as shown in illustrations "POWER UNIT AND
ENGINE LIFTS - L-1000/L-2350 LOADERS" and "POWER UNIT AND ENGINE
LIFTS - L-1400/L-1800 LOADERS".
SERVICE MANUAL
GENERATOR REMOVAL FROM VEHICLE - CONT'D ML

j. Remove the trunnion caps and the front engine mounting bolts.
k. Make a visual inspection to ensure that all wires, hoses, etc. have been disconnected from
the engine and generator and are not in a position to become entangled when the
assembly is hoisted.
l. Carefully hoist the engine/generator assembly into the clear and remove it away from the
machine.
After the engine/generator assembly has been placed in the prepared area,
separate the generator from the engine as described below.
m. Working through the engine bell housing inspection hole, remove the twelve 5/8”–11 UNC
bolts that hold the flywheel to the rotor adapter plate.
CUMMINS ENGINE: The Cummins engine is factory equipped with a barring device
on the right side of the engine (opposite the starters) to rotate the crankshaft for
access to the bolts which secure the flywheel to the rotor adapter. In-board of the
barring device is an inspection hole, which is covered by a plate. Remove the plate
to gain access to the flywheel. It may be necessary to remove the two oil filters
closest to the barring device and access hole to gain sufficient clearance to see and
remove the bolts. Refer to illustration "ENGINE BARRING DEVICE".
To use the barring device, remove the clip and push the device shaft TOWARD the
flywheel. Attach a long-handle ratchet or breaker handle with socket and rotate the
crankshaft as required.
DETROIT DIESEL ENGINE: For the Detroit Diesel engine, a barring device (P/N
421-3898) is available for use in turning the crankshaft for access to the bolts which
secure the flywheel to the rotor adapter. One of the starters must be removed for
installation of the barring device. An inspection hole is provided in-board of the
starter mounting location for access to the bolts. Remove the pipe plug in the
inspection hole for access to the flywheel.
To use the barring device, remove the clip and push the device shaft TOWARD the
flywheel. Attach a long-handle ratchet or breaker handle with socket and rotate the
crankshaft as required.
n. Machines with 4B, 7B, or 9B generators: Install 1”-14 UNS threaded lifting eyes to lifting
blocks at each end of generator.
o. Loaders with 12B or 12C generator: Attach generator lifting device (P/N 414-8729, 12B
or P/N 416-7273, 12C) to the generator with 1”-14 UNS bolts in the holes provided at each
end of the generator. Refer to illustration "GENERATOR LIFTING FIXTURE".
p. Use jack supports under rear engine mount to stabilize engine. Refer to illustration
"JACK SUPPORTING REAR ENGINE MOUNT DURING GENERATOR
INSTALLATION".
q. Attach hoist to the lifting device or threaded lifting eyes (as applicable) and support the
generator.
r. Remove the six 1”-8 UNC capscrews, (three in each foot) lockwashers and flatwashers
from the generator mount feet.
s. Remove the eight 1”-14 UNS bolts that hold the generator stator to the adapter plate.
SERVICE MANUAL
DO NOT stand behind the generator while pulling the generator from the
engine. The separation may be sudden, causing the generator to kick
toward the rear.
t. Hoist the generator far enough to the rear to gain access to the rotor adapter plate. Bolt
four retaining bars (refer to table below for P/N or retaining bars, as applicable) to both the
stator bolt ring and the rotor adapter plate to secure the rotor. Refer to illustrations "P/N
421-6173 SHIPPING BARS FOR 4B, 7B - SAE 1 FLYWHEEL USED ON STACKERS,
SST" through "P/N 424-0442 SHIPPING BAR FOR 12C GENERATORS - SAE 00 - USED
ON L-2350" (as applicable).
u. Lower the generator on to suitable blocking.
Shipping Bars
Generator P/N
4B, 7B, (SAE 1) 421-6173
7B (SAE 0) 418-0877
9B (SAE 00) 424-0440
12B (SAE 0) 413-2127
12B (SAE 00) 424-0441
12C (SAE 00) 424-0442
GENERATOR REMOVAL
The following instructions are for separating the generator from the engine, while in the
machine and removing the generator only. The following instructions are applicable to all types
of machines, unless otherwise noted.
a. Remove exhaust pipes.
b. Remove rear hood and grating.
c. Disconnect and remove mufflers and air cleaners.
d. Disconnect the battery cables or open the battery disconnect switch, located on the right
rear of the machine.
e. Remove the generator terminal covers. Tag and disconnect the generator leads.
f. Disconnect and remove the hydraulic pump gearbox driveshaft (if applicable).
g. Disconnect the flexible air ducting from the central air blower to the generator, front frame,
electrical cabinet and the engine air filter inlets if applicable.
h. Loaders: Remove the air conditioning compressor, dryer and condenser coil and lay them
back out of the way, but DO NOT disconnect any of the hoses (if applicable).
i. Loaders: Disconnect the gearbox breather and filter hoses from the central air blower and
tie back out of the way (if applicable).
j. Loaders: Attach a suitable hoisting device to the central air blower.
k. Loaders: Remove the central air blower mounting bolts.
SERVICE MANUAL
Make sure that no hoses or wiring will interfere with the blower as it is lifted
from the machine.
l. Loaders: Carefully hoist the central air blower assembly and move it to a prepared area.
m. Working through the engine bell housing inspection hole, remove the twelve 5/8”-11 UNC
bolts that hold the flywheel to the rotor adapter plate. Refer to illustration "ENGINE
BARRING DEVICE". See NOTE (concerning barring device).
n. Machines with 4B, 7B, or 9B generators: Install 1”-14 UNS threaded lifting eyes to lifting
blocks at each end of generator.
o. Loaders with 12B or 12C generators: Attach generator lifting device (P/N 414-8729, 12B
or P/N 416-7273, 12C) to the generator with 1”-14 UNS bolts in the holes provided at each
end of the generator. Refer to illustration "GENERATOR LIFTING FIXTURE".
p. Attach hoist to the lifting device or threaded lifting eyes and support the generator.
q. Remove the three 1”-8 UNC capscrews, lockwashers and flatwashers from the generator
mount feet.
r. Remove the eight 1”-14 UNS bolts that hold the generator stator to the adapter plate.
DO NOT stand behind the generator while pulling the generator from the
engine. The separation may be sudden, causing the generator to kick
toward the rear.
Hoist the generator far enough to the rear to gain access to the rotor adapter plate. Bolt
four retaining bars to both the stator bolt ring and the rotor adapter plate to secure the
rotor. Refer to illustrations "P/N 421-6173 SHIPPING BARS FOR 4B, 7B"through "P/N
424-0042 SHIPPING BAR FOR 12C GENERATORS" (as applicable).
s. Hoist the generator onto a shipping pallet.
SERVICE MANUAL
FIGURE 1-2 ML
NOTE: Cummins barring device shown. Barring device for Detroit works in a similar
manner. For Detroit, remove starter and install device (P/N 421-3898) in its place.
Figure 1. ENGINE BARRING DEVICE
SERVICE MANUAL
FIGURE 1-2 ML

NOTE: P/N 414-8729 - 12B Generator
P/N 416-7273 - 12 C Generator
Figure 2. GENERATOR LIFTING FIXTURE

(ILLUSTRATED IS FIXTURE USED ON AC GENERATOR 12B)
SERVICE MANUAL
FIGURE 3 ML

REFER TO ILLUSTRATION ON PAGE 020A009D005 (p1)
Figure 3. P/N 421-6173 SHIPPING BARS FOR 4B, 7B – SAE 1
FLYWHEEL USED ON STACKERS, SST
TA-10645-8 TA1
TA10645-8
LeTourneau, Inc. 2005 All Rights Reserved 020A009D005 ( p1 )
8.000
TA2
1 1/8
1.00
2 TYP 3.839
25°
MATERIAL: A-36 1.00
2” x 1-1/3” BAR
STOCK
1 1/16 DIA
9/16
1
2 REF
10 1/8
TA-10644-8
TA10644-8
SERVICE MANUAL
FIGURE 4 & 4A ML

SEE ILLUSTRATIONS (7B INSTALLED SHIPPING BARS) AND (7B SHIPPING BAR DIMENSIONS) ON
PAGE 020A009D006 (P)
Figure 4. P/N 418-0877 SHIPPING BARS FOR 7B – SAE 0 FLYWHEEL USED ON L-

1000/L-1100
SEE ILLUSTRATIONS (6R INSTALLED SHIPPING BARS) AND (6R SHIPPING BAR DIMENSIONS) ON
PAGE 020A009D006 (P)
Figure 4A. P/N 425-0200 SHIPPING BARS FOR 6R – SAE 0 FLYWHEEL USED ON L/D-
950
TA1
TA -1 0 6 4 7 -8
7B INSTALLED SHIPPING BARS
TA2
7B SHIPPING BAR DIMENSIONS

TA4
6R SHIPPING BAR DIMENSIONS

6R INSTALLED SHIPPING BARS

SERVICE MANUAL
FIGURE 5 ML

Figure 5. P/N 424-0440 – 9B GENERATOR – SAE 00
1/2-UNC BOLTS OR
5/8-UNC BOLTS
(DEPENDS ON
ADAPTER PLATE)
SHIPPING BARS
P/N 424-0440 (4B & 7B)
(4 REQ.D)
1” BOLTS
TA-10649-8 TA1
TA10649-8
TA2
5.46
1 1.50
Ø .690
125
125
TA-10653-8
1 Ø 1.063
TA10653-8
SERVICE MANUAL
FIGURE 6 ML

Figure 6. P/N 413-2127 SHIPPING BAR FOR 12B – E
GENERATORS – SAE 0 USED ON L-1400/L-1800
TA-10652-8 TA1
TA10652-8
10 7/8
TA2
1
21/32 DIA THRU
1 TYP
2
TA-10648-8
1 1/32 DIA THRU
1.266 8.781
MATERIAL A-36 STEEL 2” x 1 1/2” BAR STOCK
TA10648-8
SERVICE MANUAL
FIGURE 7 ML

Figure 7. P/N 424-0441 SHIPPING BAR FOR 12B GENERATORS –
SAE 00 – USED ON L-1400/L-1800
TA1
SHIPPING BARS
REQ’D
P/N 424-0441 (12B)
P/N 424-0442 (12C)
TA-10397
1” BOLTS
TA10397
1 1.50
Ø .875
56 °
TA-10651-8
Ø .500
1
TA2
6.38
TA10651-8
SERVICE MANUAL
FIGURE 8 ML

Figure 8. P/N 424-0442 SHIPPING BAR FOR 12C
GENERATORS – SAE 00 – USED ON L-2350
SERVICE MANUAL
FIGURE 8.1 ML

REFER TO ILLUSTRATION ON PAGE 020A009D010A (p)
This figure shows typical power unit/engine lifting fixture installation for power
units and engines. Refer to chart "LOADER POWER UNIT AND ENGINE LIFTING
FIXTURES" for a list of power/engine lifting fixture part numbers for all
loader/dozer power unit combinations. Installation for all power unit/engine
lifting fixtures is similar to those shown. Refer to your engine manufacturer's
owner's manual (available through manufacturer's website) or authorized
distributor for additional information and recommendations concern hoisting of
the power unit.
Figure 8.1. POWER UNIT AND ENGINE LIFTS – L/D-950
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 020A009D010A ( d 1 )
TA13508
LeTourneau, Inc. 2005 All Rights Reserved 020A009D010A ( p1 )
1 TA1
1.50
Ø .875
60 °
TA-10650-8
Ø .500
1
7.16
TA10650-8
SERVICE MANUAL
FIGURE 9 ML

This figure shows typical power unit/engine lifting fixture installation for four (4)
loader power units and engines. Refer to chart "LOADER POWER UNIT AND
ENGINE LIFTING FIXTURES" for a list of power/engine lifting fixture part
numbers for all loader power unit combinations. Installation for all power
unit/engine lifting fixtures is similar to those shown. Refer to your engine
manufacturer's owner's manual (available through manufacturer's website) or
authorized distributor for additional information and recommendations concern
hoisting of the power unit.
Figure 9. POWER UNIT AND ENGINE LIFTS – L-1000, L-1100, L-1350 LOADERS
LeTourneau, Inc. 020A009D011 ( d 1 )
Reserved LOADER
SERVICE MANUAL
NOTES
Training only! Always use your machine original documentation!99 15/16" REF
63 1/8" REF 145 5/8" REF 57 3/8" REF TA1
79 1/2" REF
WARNING
WARNING
LIFT
SYMETRICAL
ABOUT
CL
65 5/8" REF
FRONT VIEW
POWER UNIT LIFT ASSY P/N 423-7811
CL (SHOWN ON 12v. SERIES 4000 MTU/DD ENGINE W/7B OR 9B GENERATOR)
FRONT VIEW ENGINE LIFT ASSY P/N 423-8068
(SHOWN ON 12v. SERIES 4000 MTU/DD ENGINE)
NOTE: USE FOR ENGINE LIFT ONLY - NOT INTENDED FOR POWER UNIT LIFTING
150 7/8" REF 62 1/4" REF
41" REF 471/16" REF

WARNING
WARNING
ENGINE LIFT ASSY P/N 424-1755

(FOR CUMMINS QSK45 ENGINE - NOT SHOWN)
FRONT VIEW
NOTE: DIMENSIONS ARE SUBJECT TO CHANGE DUE TO DESIGN IMPROVEMENT POWER UNIT LIFT ASSY P/N 424-1756
TA-10390-8 (SHOWN ON CUMMINS QSK-45 ENGINE WITH 7B OR 9B GENERATOR)
TA10390-8
SERVICE MANUAL
TABBLANK
SERVICE MANUAL
FIGURE 10 ML

This figure shows typical power unit/engine lifting fixture installation for four (4)
loader power units and engines. Refer to chart "LOADER POWER UNIT AND ENGINE
LIFTING FIXTURES" for a list of power/engine lifting fixture part numbers for all
loader power unit combinations. Installation for all power unit/engine lifting fixtures is
similar to those shown. Refer to your engine manufacturer's owner's manual or
authorized distributor for additional information and recommendations concern
hoisting of the power unit.
Figure 10. POWER UNIT AND ENGINE LIFTS – L-1400/L-1800/L-1850/L-2350 LOADERS
LeTourneau, Inc. 020A009D013 ( d 1 )
Reserved LOADER
SERVICE MANUAL
NOTES
171 5/16" REF
Training only! Always use your machine original documentation! 57 3/8" REF
64 1/4" REF
99 15/16" REF 56 3/4" REF
WARNING
WARNING
ENGINE LIFT ASSY P/N 423-3198

(ENGINE NOT SHOWN)
(FOR MODEL 16v SERIES 4000 MTU/DD ENGINE)
FRONT VIEW
POWER UNIT LIFT ASSY P/N 423-3190
(SHOWN ON MODEL 16v SERIES 4000 MTU/DD ENGINE W/MODEL 12B GENERATOR) LIFT
SYMETRICAL
LIFT ABOUT
SYMETRICAL CL
ABOUT
161 7/16" REF CL 105 1/2" REF 64 7/16" REF
WARNING
WARNING
CL
POWER UNIT LIFT ASSY P/N 424-1766 FRONT VIEW CL

(SHOWN ON MODEL QSK 60 CUMMINS ENGINE W/MODEL 12B GENERATOR)
FRONT VIEW
NOTE: ALL DIMENSIONS ARE GENERALLY CORRECT, BUT ARE SUBJECT ENGINE LIFT ASSY P/N 424-1764
TO CHANGE DUE TO DESIGN IMPROVEMENTS (MODEL QSK 60 CUMMINS ENGINE)
TA-10391-8 TA1
TA10391-8
SERVICE MANUAL
TABBLANK
LET-9, PART 5
GENERATOR AND ENGINE
ALIGNMENT PROCEDURES
SERVICE MANUAL
NOTES
SERVICE MANUAL
AC GENERATOR - GENERATOR & ENGINE ALIGNMENT ML

ADJUSTMENTS
GENERATOR AND ENGINE ALIGNMENT
PROCEDURES
LETOURNEAU, INC.
LET-9, PART 5
TABLE OF CONTENTS
INTRODUCTION
PROCEDURES
TOOLS AND SUPPLIES FOR GENERATOR INSTALLATION AND ALIGNMENT
ROTOR ENDPLAY MEASUREMENT
PRE-INSTALLATION CHECKS
ROTOR ADAPTER PLATE – POSITIONING CHECKS
ROTOR ADAPTER SHIMMING
INSTALL GENERATOR AND SHIM GENERATOR FEET
FINAL CHECKOUT
Figure 1. EXPLODED ARRANGEMENT OF ENGINE-TO-GENERATOR COUPLING

COMPONENTS (4B & 7B GENERATOR)
COMPONENTS (9B GENERATOR)
COMPONENTS (12B/C GENERATOR)
Figure 4. GENERATOR INSTALLATION WORKSHEET
Figure 5. LIST OF TOOLS AND SUPPLIES
Figure 6. STRAIGHT EDGE P/N 409-7097
Figure 8. STUD-GENERATOR ENDPLAY MEASUREMENT TOOL (P/N 416-4695)
Figure 9. HORIZONTAL ENDPLAY BRACE (P/N 418-6533)
Figure 10. ALIGNMENT STUDY – SAE 0/SAE 00 (P/N 414-2674)
Figure 11. ALIGNMENT STUD – SAE 1 – (P/N 321-4472)
Figure 12. DIAL INDICATOR MOUNT ASSEMBLY (P/N 423-5738)
Figure 13. SETUP ADAPTER-TO-STATOR DIMENSION
Figure 14. ENDPLAY BRACE INSTALLATION
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 020A009E001 ( d 1 )
SERVICE MANUAL
AC GENERATOR - GENERATOR & ENGINE ALIGNMENT ML

Figure 15. ROTOR SHIFTING TOOLS
Figure 16. MEASURING TOTAL ROTOR ENDPLAY
Figure 17. MEASUREMENT BETWEEN ROTOR ADAPTER AND STATOR
Figure 18. JACK SUPPORTING REAR ENGINE MOUNT DURING GENERATOR
INSTALLATION
Figure 19. ROTATING ENGINE CRANKSHAFT WITH MANUAL DRIVE GEAR
Figure 20. MEASUREMENT OF RADIAL RUNOUT OF ENGINE FLEXPLATE
Figure 21. DIAL INDICATOR ON FRONT OF CRANKSHAFT
Figure 22. USING TWO DIAL INDICATORS FOR AXIAL CHECKS
Figure 23. RADIAL RUNOUT OF FLYWHEEL HOUSING
Figure 24. AXIAL RUNOUT OF FLYWHEEL HOUSING
Figure 25. MEASURING PILOT O.D. (RADIAL RUNOUT) OF STATOR ADAPTER
Figure 26. MEASURING FACE (AXIAL RUNOUT) OF STATOR ADAPTER
Figure 27. CHECKING ALIGNMENT OF ENGINE BOLTS
Figure 28. CHECKING ALIGNMENT OF GENERATOR FEET
Figure 29. CHECKING I.D. OF ROTOR ADAPTER PLATE
Figure 30. CHECKING ROTOR ADAPTER PLATE BORE
Figure 31. MEASURING ENGINE ENDPLATE
Figure 32. MEASURING DISTANCE BETWEEN STATOR ADAPTER AND
FLEXPLATE
Figure 33. PUSHER HOLES IN SHIMS
Figure 34. DISTANCE BETWEEN STRAIGHT EDGE AND FLEXPLATE FACE
Figure 35. INSTALLATION OF SHIM AT 3 O’CLOCK AND 9 O’CLOCK POSITIONS
Figure 36. CHECKING STATOR ALIGNMENT
Figure 37. GAP MEASUREMENT BETWEEN GENERATOR MOUNT BASE AND
STATOR ADAPTER – SAE 1/SAE 0
Figure 38. SHIM PACK INSTALLED AT GENERATOR MOUNT FOOT
Figure 39. FINAL RADIAL RUNOUT OF THE ROTOR SHAFT
Figure 40. FINAL RADIAL RUNOUT CHECK
SERVICE MANUAL
GENERATOR & ENGINE ALIGNMENT PROCEDURES ML

INTRODUCTION
a. These instructions detail the procedures and tool requirements for installing and aligning a
single bearing LeTourneau generator. Installation of the power unit into the vehicle is not
included in these instructions.
LeTourneau, Inc. makes several sizes of single bearing generators. These have a single
bearing on the slip ring end, and the drive end is connected directly to the engine by
means of a flexplate.
The 4B, 7B, 9B and 12B/C generators make use of many common components. The
diameter of the 4B, 7B and 9B generators is the same while the length is different. The 12
B/C generators are of a larger diameter than the 4B, 7B, or 9B generators and have
various lengths.
"EXPLODED ARRANGEMENT OF ENGINE-TO-GENERATOR COUPLING
COMPONENTS illustrations "4B AND 7B GENERATORS", "9B GENERATORS" and
"12B/C GENERATORS" show the general layout of the main components required for a
single bearing generator installation.
Refer to Section 2 – Power Unit Installation – in the PARTS CATALOG of

the machine's SERVICE MANUAL for an exploded view illustration and
parts list of the engine/generator installation specific to your machine.
PROCEDURES
The installation and alignment of a single bearing LeTourneau, Inc. generator can be broken
down into several basic steps. To assure proper installation, the following steps must be
followed.
1. GENERATOR ROTOR ENDPLAY MEASUREMENT
2. PRE-INSTALLATION CHECKS
3. ROTOR ADAPTER PLATE POSITIONING CHECKS
4. ROTOR ADAPTER PLATE SHIMMING
5. INSTALL GENERATOR AND SHIM GENERATOR FEET
6. FINAL CHECKOUT
These procedures are detailed in the following instructions and accompanied with
diagrams/photos.
SERVICE MANUAL
GENERATOR & ENGINE ALIGNMENT PROCEDURES ML
Refer to the WARNINGS AND CAUTIONS before hoisting the power unit or
generator. The engine/generator assembly weights are shown on charts
"ENGINE AND POWER UNIT COMBINATION WEIGHTS"
Also supplied are the following:
● Generator alignment worksheet. The worksheet should be copied and filled out to
maintain a record of each installation.
● Tools and parts listing.
Dial indicators shown in the various photos and diagrams are

representations only. Many types of dial indicators are suitable. A dial
indicator with a scale from 1-10 and graduations of .0001” is recommended.
It should be noted that a dial indicator with a lever head of some sort will
be required for the pilot shoulder O.D. measurements.
SERVICE MANUAL
FIGURE 1-2 ML
Figure 1. EXPLODED ARRANGEMENT OF ENGINE-TO GENERATOR COUPLING

COMPONENTS (4B & 7B GENERATORS)
SERVICE MANUAL
FIGURE 1-2 ML

COMPONENTS (9B GENERATORS)
SERVICE MANUAL
FIGURE 3 ML

COMPONENTS (12B/C GENERATORS)
SERVICE MANUAL
FIGURE 4 ML

GENERATOR WORKSHEET
ENGINE MODEL & S/N SUPERVISOR APPROVAL: DATE:
ENGINE MODEL & S/N: GENERATOR MODEL & S/N MACHINE MODEL & S/N:
1) GENERATOR ROTOR ENDPLAY CHECKS
1.1 TOTAL ROTOR ENDPLAY:
1.2 Adapter to stator dimension 1.3 Setup adapter-to-stator dimensions (distance between stator mount face and rotor mount face with rotor
in middle of endplay)
POSITION 1:_________________
4B/7B: (5.433 – 5.499 w/.070 shim pack [SAE 0 FWH] 5.932 – 5.988 W/ .195 shim pack [SAE 1 FWH])
POSITION 2:_________________ 9B: (5.433 – 5.499 w/.070 shim pack [SAE 0 FWH] 5.308 – 5.374 W/ .070 shimpack [SAE 00 FWH])
AVERAGE: 12B: (2.971 – 3.037 W/ .042 shim pack [SAE 0 FWH] 5.314 – 5.377 W/ .042 shimpack [SAE 00 FWH])
12C: (5.314 – 5.377 W/ .042 shim pack [SAE 00 FWH])
2) PRE-INSTALLATION CHECKS
(SAE 1): 15.0000 ± .0005 (SAE1): 15.000 ± .001

2.1Rotor adapter
(SAE 0): 18.8735 ± .0007 2.2 Flexplate pilot diameter:______ (SAE 0): 18.875 + 0.005, -0.000
CMM number:__________
(SAE 00): 24.2115 ± .0005 (SAE 00): 24.2080 – 24.2110
2.3 Radial runout of flexplate pilot bore OD: (0.003” max.): SAE 1/0 (0.004” max.): SAE
2.4 Axial runout of flexplate (0.035: max.):
0/00
2.5 Radial runout of flywheel housing (.010” max.): 2.6 Axial runout of flywheel housing (.010” max.):
2.7 Perpendicular alignment of generator feet (.010” max.): Left Right
2.8 Radial runout of stator adapter plate (.010” max.): 2.9 Axial runout of stator adapter plate (.010” max.):
2.10 Perpendicular alignment of rear engine mounts (.005” max.): Left Right
3) ROTOR ADAPTER POSITIONING CHECKS
3.1 Radial runout of the ID on mounted rotor adapter bore (less than .001) Position1_______ Position2_______ Position3_______Position4_______
4) ROTOR ADAPTER PLATE SHIMMING
4.1 Engine endplay (per engine manufacturer’s specification):
4.2 Distance between straight edge and flexplate face: Position1_______ Position2_______ Average(Dimension A)_______
4.3 Shim pack: Average distance between straight edge and flexplate (Dimension A): = ________________________
Setup adapter to stator dim. (Dimension B) = ________________________
Difference =
4.4 Total number of shims and thickness of each used in the assembly:
5) INSTALL GENERATOR AND SHIM GENERATOR FEET
5.1A SAE 1/0 Gap at top and bottom: Top Bottom Difference
5.1B SAE 00 Need 4 locations before and after Before After Differences (≤ .010)
5.2 Shim pack thickness under generator feet: Left Right
5.3 Used Loctite, and torque wrench and safety wire to secure the rotor adapter. Yes No
6) FINAL CHECKS
6.1 Engine endplay
6.2 Radial runout of generator shaft (.003” max.):
Figure 4. GENERATOR INSTALLATION WORKSHEET
SERVICE MANUAL
FIGURE 5 ML

TOOLS AND SUPPLIES
FOR GENERATOR INSTALLATION AND ALIGNMENT
Tool or Supply Part Number Quantity
Hoist - Power Unit/Generator Removal/Installation. Refer
to chart "ENGINE AND POWER UNIT COMBINATION N/A 1
WEIGHTS" for applicable weight.
Lifting Slings/Chains/Hooks, as required to handle weights. N/A 1
Generator Lifting Fixture 4B/7B/9B (Eye Bolt 1” – 14UNS) N/A 2
Refer to
illustrations "P/N
424-0440 - 9B 1
GENERATOR"
Power Unit Lifting Fixture - Loaders or "P/N 413-
2127 SHIPPING
BAR FOR 12B-E 1
GENERATORS"
as applicable
Generator Lifting Fixture. Refer to illustration 12B - 414-8729
"GENERATOR LIFTING FIXTURE". Required if removing 1
generator only (12B/12C). 12C - 416-7273
Power Unit Engine Adapter Plate 418-8747 1
Barring Device Rear Engine 421-3898
1
(Cummins Engine – (Detroit)
MFG. Supplied) Front Engine 424-2617 1
Rotor Shifting Eye Bolt ¾” UNF X 2-1/4 415-1451 1
Tools (12B/C) Eye Bolt 1” – 14NS X 2-3/4 415-1459 1
KIT (415-
6532) Lever Bar, 1-1/2” HD Pipe X 60” 415-6538 1
Rotor Shifting Eye Bolt 5/8” UNF 418-6793 1
Tools
KIT (418- Eye Bolt 1” – 14NS X 2-3/4 415-1459 1
6779) Lever Bar, 1-1/2” HD Pipe X 60”
(4B, 7B, 9B) 415-6538 1
Bolt 5/8” UNC X 2” 002-1630 2
Generator Stud For Horizontal Endplay Brace
Endplay Tools (refer to illustration "STUD-
416-4695 2
GENERATOR ENDPLAY
KIT (416-
MEASUREMENT TOOL").
4696)
(12B/C, 4B, Horizontal Endplay Brace (refer to
7B, 9B) illustration "HORIZONTAL ENDPLAY 418-6533 1
BRACE").
SERVICE MANUAL
FIGURE 5 ML

Large Square 409-7099 1
Straight Edge-(SAE 0/SAE 00) - 12B-E
( refer to illustration "STRAIGHT 409-7097 1
EDGE").
Straight Edge (SAE 0/SAE 1) 4B, 7B, &
9B (refer to illustration "STRAIGHT 418-0730 1
EDGE").
Miscellaneous SAE 0/00 Alignment Stud (refer to
Alignment illustration "ALIGNMENT STUD - SAE 414-2674 1
Tools 0/SAE 00").
SAE 1 Alignment Stud (refer to
421-4472 1
illustration "ALIGNMENT STUD - SAE 1
Long-stem Dial Indicator 414-2599 1
Lever-actuated Dial Indicator N/A 1
Dial Indicator Mount Assembly 423-5738 1
Wrench Structure (Foot Mount Bolt
408-0984 1
Installation)
4B,
Shim,
7B, 12B -- 413-2174 A/R
rotor .007”
9B
Shim, ----
-- 12C 416-4561 A/R
rotor .007” ---
4B,
Shim,
7B, -- -- 421-6177 A/R
rotor 1/32”
9B
Miscellaneous 4B,
Shim,
Parts and 7B, -- -- 421-6178 A/R
rotor 1/16”
Supplies 9B
High Temp. Thread Lock 409-9390 A/R
S/S Safety Wire – 041” Dia. 410-1471 A/R
Foot Shim, .007” 410-3945 A/R
Stacker Foot Shim, .036” 410-3946 A/R
Foot Shim, 3/16” 410-3947 A/R
Foot Shim, 0.187 417-0911 A/R
Loaders Foot Shim, 0.007 417-0912 A/R
Foot Shim, 0.036” 417-0913 A/R
Figure 5. LIST OF TOOLS AND SUPPLIES
SERVICE MANUAL
FIGURES 6-7 ML

REFER TO ILLUSTRATION ON PAGE 020A009E007 (p1)

TA1
40.750
1.4375 37.875
Ø 1.060 DIA THRU

2 HOLES AS SHOWN 64
8.63 TYP
TYP 6 SURFACES
2.63
TYP 4
-A- .002 A THIS SIDE
FOR SAE0 .002 A
FWH
THIS SIDE
FOR SAE00 6.07 TA-10859
FWH TYP
TA10859
LeTourneau, Inc. 2005 All Rights Reserved 020A009E007 ( p1 )
TA10235-8
SERVICE MANUAL
FIGURE 8-9 ML

Figure 8. STUD-GENERATOR ENDPLAY MEASUREMENT TOOL
(P/N 416-4695)

Figure 9. HORIZONTAL ENDPLAY BRACE (P/N 418-6533)
TA1
NOTE:
1. CARBURIZE TO ACHIEVE A CASE DEPTH OF .040-.055.
2. SLOW COOL.
3. FINISH MACHINE.
4. QUENCH AND TEMPER TO ACHIEVE SURFACE HARDNESS OF
60 $2 Rc, MINIMUM CORE HARDNESS OF 38 Rc.
CASE PROPERTIES MAY BE VERIFIED W/ A TEST COUPON.
8
1 3/32 x .916
THREAD RELIEF
2
3 TYP
1 - 14 NS 2A
1/16 x 45° .25 R ½ A .002
63
SUITABLE CENTER
BOTH ENDS 1/8 R
-A- 63
.875
45° TYP .94
BEFORE
CARB
A .001
3 TYP 1
125
FINISH UNLESS OTHERWISE NOTED.
TA-9382-8
TA9382-8
Ø 22.900 ±.002 Ø 24.215 ± .002 TA2

.015 machine
A original documentation!.005 A
Ø 17.500
Ø 18.874 ±.002
-A-
Ø .656 THRU
4 HOLES AS SHOWN
Ø .015 A
3 REF.
Ø 1.005 ±.005
4 HOLES AS SHOWN
Ø .005 A
Ø .531 THRU
2 HOLES AS SHOWN
Ø .015 A
8.000
TYP
10.156 Ø 14.998 ±.002
TYP
12.796 .005 A
TYP
16.000
TYP
18.938
TYP
.010 B
W1 TA-10858-8
1/4
TA10858-8
SERVICE MANUAL
FIGURE 10-11 ML

Figure 10. ALIGNMENT STUD – SAE 0/SAE 00 (P/N 414-2674)

Figure 11. ALIGNMENT STUD – SAE 1 (P/N 421-4472)
1/16 X 45° TA1
2-1/2
1-3/4
7/8 7/16
1/2 R
10°
REF
5/8-11 UNC-2A TA-9379-8
TA9379-8
3.625 TA2
2.88
1.75 7/16
.500 R
10° REF
1/16 X 45°
TA-9380-8
1/2 -13 UNC-2A
TA-9380-8
SERVICE MANUAL
FIGURE 12 ML

1. STRUCTURE
2. MAGNET TYP. THREE (3) PLACES
3. BOLT
4. FLATWASHER
5. LOCKWASHER
6. E-Z LOK INSERT
7. MOUNTING POST
Figure 12. DIAL INDICATOR MOUNT ASSEMBLY (P/N 423-5738)
6 TA1
3 4 1 2 7
5
TA10641-8
SERVICE MANUAL
NOTES
SERVICE MANUAL
ROTOR ENDPLAY MEASUREMENT ML
ROTOR ENDPLAY MEASUREMENT

The rotor in a single bearing generator is designed to have endplay that compensates for
thermal expansion during normal operation of the rotor. The endplay is derived from two areas:
1) the internal clearance of the bearing and 2) limited axial movement of the outer bearing race
in the endbell.
The goal is to position the generator rotor in the center of its endplay when connected to the
engine.
a. Check the engine end of the rotor shaft, the ID of the rotor adapter and the rotor shims to
be sure that all mating surfaces are clean and free from any protective coatings or burrs.
b. Mount the rotor adapter along with the proper number of rotor shims so the shims are
positioned between the adapter and shaft. Torque the 3/4 fasteners to 50 ft.-lbs.
Assure that the two .531 diameter holes in the shim pack lineup with the
pusher holes in the rotor adapter. Refer to illustration "PUSHER HOLES IN
SHIMS" for a diagram of the shims.
The standard shim pack for each rotor is shown in illustration "SETUP
ADAPTER-TO-STATOR DIMENSION".
Obtain the rotor endplay and stator to adapter dimension using one of the following methods:
a. METHOD I (preferred method for all generators)
1. Orient the generator horizontally. Support the stator on blocks with sufficient clearance
to mount the endplay brace as shown in illustration "ENDPLAY BRACE
INSTALLATION". Note that the smaller 4B, 7B and 9B generators will need more
clearance.
2. Install the P/N 418-6533 Horizontal Endplay Brace and 2 each Studs [P/N 416-4695 for
SAE 0 and SAE 00; P/N 421-4472 for SAE 1] on the drive end of the generator as
shown in illustration "ENDPLAY BRACE INSTALLATION". The brace must be installed
vertically as shown.
SERVICE MANUAL
ROTOR ENDPLAY MEASUREMENT ML
The brace is provided with multiple sets of holes so that it can be used on
both the smaller diameter (4B, 7B and 9B) generators and the larger
diameter (12B/C) generators. The rotor adapter shoulder on the brace is
also machined so that it may be used with the different rotor adapters.
3. Install the rotor-shifting tool (Refer to illustration "LIST OF TOOLS AND SUPPLIES")
on the slip ring end of the generator as shown in illustration "ROTOR SHIFTING
TOOLS".
4. Use a crane to lift the rotor slightly on the drive end of the generator to relieve the load
on the studs.
Do not wrap any sort of lifting equipment (chain, for example) around the
shaft that might cause damage to the shaft. The shaft surface in this area
must be undamaged and unmarked for use in the final checkout.
5. Mount a dial indicator on the slip ring end of the generator with the tip or button of the
indicator resting against the face of the outer seal race as shown in illustration
"MEASURING TOTAL ROTOR ENDPLAY".
6. Using a long pry bar, shift the rotor all the way toward the slip ring end and zero the
indicator. Shift the rotor all the way toward the drive end of the generator. Record the
total endplay on line 1.1 of the Generator Installation Worksheet.
SERVICE MANUAL
FIGURE 13-14 ML

Setup dimension between stator mount
REFER TO ILLUSTRATION ON PAGE face and rotor adapter face is determined
020A009E012 (p1) with rotor in middle of endplay. This
distance must be calculated per the
procedures. When done properly, the rotor
will be in the middle of its total endplay
when at this measurement.
NOTE: This dimension is in calculation with
standard shimpack between the shaft and
rotor adapter plate.
Generator/ Standard Shim

Flywheel Arrangement
12B-E 6 ea. .007" shims
SAE 0 & 00 = .042"
10 ea. .007" shims
9B SAE 00
= .070"
10 ea. .007" shims
= .070"
4B, 7B 2 ea. 1/32" shims
(SAE 1) = .063"
1 ea. 116" shims
= .03"
Figure 13. SETUP ADAPTER-TO-STATOR DIMENSION

Figure 14. ENDPLAY BRACE INSTALLATION
ENDBELL "SETUP ADAPTER-TO-STATOR DIMENSION" TA1
SLIP RING DRIVE

END END
GENERATOR
ROTOR ENDPLAY
(Typically between .070" and .100")
TA-10183-8
TA10183-8
HOLES - 12B-E
SHOWN FOR A SAE 0
ROTOR ADAPTER PLATE.
STUD - P/N 416-4695
HOLES 4B, 7B, 9B
INNER HOLES FOR SAE 1
ROTOR ADAPTER PLATE.
SHOULDER ON BRACE
FITS INTO BORE ON
ROTOR ADAPTER
PLATE
GENERATOR
DRIVE END
TA2
HORIZONTAL ENDPLAY BRACE

TA-10188-8 OUTER HOLES FOR SAE 00
P/N 418-6533 ROTOR ADAPTER PLATE.
TA10188-8
SERVICE MANUAL
ROTOR ENDPLAY MEASURE - CONT'D & FIG. 15-17 ML
Figure 15. ROTOR SHIFTING TOOLS
Figure 16. MEASURING TOTAL ROTOR ENDPLAY
Repeat several times to verify consistency. (Note: Typical total rotor endplay should be
between .070 and .100 inches.)
7. Shift the rotor all the way toward the slip ring end of the generator.
8. Measure the distance between the face of the rotor adapter and the stator mount face
using an appropriate straight edge as shown in illustration "MEASUREMENT BETWEEN
ROTOR ADAPTER AND STATOR". Measure on both ends of the straight edge and
average the results. Record these measurements on line 1.2 of the Generator Installation
Worksheet labeled “Adapter to Stator Dim.”
SERVICE MANUAL
Figure 17. MEASUREMENT BETWEEN

ROTOR ADAPTER AND
STATOR
9. Add one-half of the total rotor endplay to the previous average dimension. Record this
“new” dimension on line 1.3 of the Generator Installation Worksheet labeled “SETUP
ADAPTER TO STATOR DIMENSION”. Refer to illustration "SETUP ADAPTER-TO-
STATOR DIMENSION".
b. METHOD II (Suitable if rotor shifting tools are not available)

1. Up end the generator and set it, endbell (slip ring end) down, on an appropriate stand.
2. Fasten a dial indicator-mounting base to the big retainer and position the button so that
it rests against the face of the outer seal race and zero the dial (refer to illustration
"MEASURING TOTAL ROTOR ENDPLAY").
3. Utilizing a crane or overhead hoist, lift up on the drive end of the rotor until there is no
further movement shown on the indicator. Note the displacement and release the load
on the crane and verify that the indicator returns to zero. Repeat this process until
consistent readings are recorded. Reset the dial indicator to zero as necessary.
4. Record the final reading obtained in the previous step on line 1.1, of the Generator
Installation Worksheet labeled “Total Rotor Endplay”. (Note: The total rotor endplay will
typically be between .070 inches and .100 inches.)
SERVICE MANUAL

5. With the generator in the upright position and the rotor at rest, measure the distance
between the face of the rotor adapter and the stator mount face as follows: Use a long
straight edge and set it on the rotor adapter so that it spans the majority of the diameter
of the rotor adapter, as well as two points on the stator bolt ring (refer to illustration
"MEASUREMENT BETWEEN ROTOR ADAPTER AND STATOR"). Measure the
distance between the bottom of the straight edge and the face of the stator mount face;
using a 2-1/2 to 3 inch inside micrometer. Measure the same distance at the other end
of the straight edge. If the two measurements are not equal, then use the crane to shift
the rotor and level the rotor adapter. When equal measurements are obtained, record
the measurements on line 1.2 of the Generator Installation Worksheet labeled “Adapter
to Stator Dimension”.
6. Divide the rotor endplay dimension obtained in Step “4” by two and add it to the
dimension previously obtained in Step “5”. Record this “new” dimension on line 1.3 of
the Generator Installation Worksheet labeled “SETUP ADAPTER TO STATOR
DIMENSION”.
SERVICE MANUAL
ROTOR ENDPLAY MEASURE - CONT'D & FIG. 18 ML

PRE-INSTALLATION CHECKS
If reinstalling a generator into a piece of equipment where the engine has

not been removed some of the following steps may not be necessary. The
procedures are written from the standpoint that the engine and generator
are being coupled for the first time, as most generators will be overhauled
or changed at the same time the engine is overhauled. (*The items that may
not be necessary in the following procedure are listed in Italics.)
a. Ensure that the engine flexplate, flywheel housing, stator adapter plate, stator frame
mounting face and rotor adapter face are clean and free from any dirt or protective coating.
Pay particular attention to the various pilot diameters to ensure that they are free from
nicks and burrs.
b. Ensure that the mating faces on the cradle arms and the flywheel housing are clean and
free from paint and oil. *Clean out all tapped holes on the flywheel housing.
c. *Support the engine at the front near the front mount and at the rear near the mounts at the
flywheel housing. Install both rear engine mounts. Ensure that the mounts are pushed tight
against the shoulders provided on the flywheel housing and the bolts are properly torqued.
d. Position jacks under the front and rear of the mounts (refer to illustration "JACK
SUPPORTING REAR ENGINE MOUNT DURING GENERATOR INSTALLATION"). These
jacks are required to support the load on the flywheel housing until the generator has been
installed. Continue to support the rear of the engine in this fashion throughout the
installation. This should be accomplished in all cases of generator installation - those
completed on a stand and also, those completed in the machine.
e. Remove the cover from the rear of the engine that allows access to the clearance holes in
the flexplate. Where necessary, also remove the starter.
f. Remove the rotor adapter plate from the generator. The pilot diameter shown on the
generator worksheet is for reference. Record the CMM number on line 2.1 of the Generator
Installation Worksheet.
SERVICE MANUAL
Figure 18. JACK SUPPORTING REAR ENGINE MOUNT

DURING GENERATOR INSTALLATION
g. Check the pilot diameter on the flexplate. Refer to the generator worksheet for the proper
dimensions. Record the measurement obtained on line 2.2 of the Generator Installation
Worksheet.
It is important that the rotor adapter plate bore and flexplate pilot shoulder be within
tolerance. A slight interference fit is needed between these two parts to ensure proper
alignment between rotor and crank. If the fit is within specifications, pulling the adapter
plate onto the pilot shoulder with the bolts will typically be necessary (and push it off with
the pusher holes). The pilot shoulder on the flexplate is designed to carry the weight of the
rotor. The two dowel pins in the face of the flexplate are a loose fit in the rotor adapter for
guidance purposes only.
h. Check the runout of the pilot diameter on the flexplate. Use a dial indicator mounted on the
flywheel housing and rotate the flexplate from the front of the engine. Refer to the
Generator Installation Worksheet for the maximum allowable T.I.R. Record the
measurement obtained on line 2.3 of the Generator Installation Worksheet.
If the flexplate T.I.R. is higher than the limit, the problem should be rectified before
proceeding with the alignment procedure. Contact your local engine distributor to obtain
another flexplate.
SERVICE MANUAL
Figure 19. ROTATING ENGINE CRANKSHAFT WITH MANUAL

DRIVE GEAR
Rotating from the front of the engine is the required method. The engine
must be rotated in the direction that will tighten the bolt. Forward engine
rotation will require a torque multiplier, and this method will reduce the
flexplate distortion that occurs when the engine is rotated via the manual
drive gear typically provided (refer to illustration "ROTATING ENGINE
CRANKSHAFT WITH MANUAL DRIVE GEAR").
i. Check the axial runout of the face of the flexplate as shown in illustration
"MEASUREMENT OF RADIAL RUNOUT OF ENGINE FLEXPLATE". Simultaneously
monitor the axial endplay of the crankshaft to ensure a true axial runout is being taken.
This is done by placing a second indicator on the front of the engine block and measuring
to the front of the crankshaft as shown in illustration "DIAL INDICATOR ON FRONT OF
CRANKSHAFT".
SERVICE MANUAL

j. Add the two dial indicator readings as the maximum and minimum readings are taken as
shown in illustration "USING TWO DIAL INDICATORS FOR AXIAL CHECKS". Refer to the
generator installation worksheet for the maximum allowable axial runout. Record the
measurement obtained on line 2.4 of the Generator Installation Worksheet.
Figure 20. MEASUREMENT OF RADIAL RUNOUT OF ENGINE

FLEXPLATE
(USE ONLY TO INSTALL OR REMOVE FLEXPLATE BOLTS)
Figure 21. DIAL INDICATOR ON FRONT OF CRANKSHAFT
SERVICE MANUAL

Example: Both dial indicators were set to zero at the starting position and the crankshaft was
rotated. Illustration "USING TWO DIAL INDICATORS FOR AXIAL CHECKS" summarizes the
readings of both dial indicators.
Crankshaft Crankshaft Flexplate Indicator
Actual Flexplate
Rotation Indicator Reading Reading
Axial Runout
start .000 .000”
.000”
1/8 revolution .001” -.002”
-.001“
1/4 revolution .000” -.002”
-.002”
3/8 revolution -.001” -.003”
-.004”
(min)
1/2 revolution -.002” -.001” -.003”
5/8 revolution -.003” -.001” -.002”
3/4 revolution -.003” .003” .000”
7/8 revolution -.004” .005” .001”
(max)
1 revolution -.004” .004” .000”
In this example, the minimum reading was -.004” at 3/8 revolution, and the maximum
reading was .001” at 7/8 revolution. The total axial runout is .005”.
If the sum of the dial indicators after one full revolution of the crankshaft
does not add to zero, one of the indicators has moved and the axial
runout must be checked again.
Figure 22. USING TWO DIAL INDICATORS FOR AXIAL CHECKS
k. Fasten the dial indicator-mounting fixture to the face of the crankshaft. Position the button
so that it rests against the bore I.D. on the flywheel housing, similar to what is shown in
illustration "RADIAL RUNOUT OF FLYWHEEL HOUSING", and manually rotate the engine
crankshaft from the damper end of the engine. The maximum radial runout should not
exceed the value listed on the Generator Installation Worksheet. Record the radial
measurement obtained in this step on line 2.5 of the Generator Installation Worksheet.
l. Reposition the button so that it rests axially against the mounting face of the flywheel
housing similar to what is shown in illustrations "AXIAL RUNOUT OF FLYWHEEL
HOUSING". Locate another dial indicator at the front of the engine positioned with the
button as close to the center of the crankshaft as possible. Refer to illustration "DIAL
INDICATOR ON FRONT OF CRANKSHAFT". Rotate the engine in the same manner as
discussed in paragraphs “i” and “j”. Verify that the maximum axial runout is less than the
value listed on the Generator Installation Worksheet, line 2.6. Monitor both indicators to
detect how much the crankshaft is “walking” and how much of the reading is true runout.
Refer to the procedure previously discussed in illustration "USING TWO DIAL
INDICATORS FOR AXIAL CHECKS". Record the axial measurement obtained in this step
on line 2.6 of the Generator Installation Worksheet.
SERVICE MANUAL

m. Mount the stator adapter (and spacer on 4B and 7B) and properly torque the bolts. Visually
verify that there is no interference between the adapter and the rear engine mounts.
n. Repeat Steps “k” and “l”. Refer to illustrations "MEASURING PILOT OD (RADIAL
RUNOUT) OF STATOR ADAPTER" and "MEASURING FACE (AXIAL RUNOUT) OF
STATOR ADAPTER" for the stator adapter plate and record the readings on lines 2.7 and
2.8 on the Generator Installation Worksheet. Rotate the adapter as required to obtain
readings that are within tolerance.
o. Check the perpendicular alignment of the rear engine mount to the stator adapter plate as
shown in illustration "CHECKING ALIGNMENT OF ENGINE BOLTS". Place a large
square against both mounting surfaces. Using a feeler gauge, check for any gaps larger
than .005” between the square and the mounting surfaces. If a gap of over .005” exists, the
engine mounts must be shimmed or machined. This measurement is critical, as excessive
angular misalignment between engine and generator will cause excessive vibration.
Record the measurement obtained for left and right mount on line 2.10 of the Generator
Installation Worksheet.
p. Check the generator feet for burrs and remove with a file. Check the alignment of the
generator mount feet and the stator mount face as shown in. Place a large square against
both mounting surfaces. Using a feeler gauge, check for any gaps larger than .005”
between the square and the mounting surfaces. If a gap of over .005” exists, the generator
mount foot must be machined. Record the measurement obtained for the left and right
mount feet on line 2.6 of the Generator Installation Worksheet.
SERVICE MANUAL
FIGURE 23-25 ML
Figure 23. RADIAL RUNOUT OF FLYWHEEL HOUSING
Figure 24. AXIAL RUNOUT OF FLYWHEEL HOUSING
SERVICE MANUAL
FIGURE 23-25 ML
Figure 25. MEASURING PILOT O.D. (RADIAL RUNOUT) OF STATOR ADAPTER
SERVICE MANUAL
FIGURE 26-27 ML

Figure 26. MEASURING FACE (AXIAL RUNOUT) OF STATOR
ADAPTER

Figure 27. CHECKING ALIGNMENT OF ENGINE BOLTS
TA1
STATOR ADAPTER
FACE
FLEXPLATE
(TYPICAL)
ENGINE
DIAL INDICATOR MOUNT

(423-5738)
TA-10643-8
TA10643-8
TA2
"MACHINE
SQUARE"
ENGINE
MAXIMUM GAP = .015"
P/N 409-7099
TA-10182-8
TA10182-8
SERVICE MANUAL

Figure 28. CHECKING ALIGNMENT OF GENERATOR FEET
ROTOR ADAPTER PLATE - POSITIONING CHECKS
SAE 1/0 FLEXPLATE:
a. Install the rotor adapter to the flexplate using four evenly spaced fasteners. Carefully apply
a small amount of SAE 30-weight motor oil to the pilot bores of stator adapter plate and the
rotor adapter plate. Be sure that the face of the rotor adapter is free from protective
coatings, nicks and dirt and will fit tightly against the face of the flexplate. Note that there
are four possible orientations of the rotor adapter relative to the flexplate because there are
four holes in the adapter to accept the two dowel pins in the flexplate. Distinctively mark
the orientations on the rotor adapter with a grease pencil (“1”, “2”, “3”, “4”) with reference to
one of the flexplate dowel pins.
A tight fit is required between these two parts to ensure proper alignment
between rotor and crank. If the fit is within specifications, pulling the
adapter plate onto the pilot shoulder with the bolts will typically be
necessary (and push it off with the pusher holes). The pilot shoulder on the
flexplate is designed to carry the weight of the rotor.
b. Check the runout of the I.D. of the rotor adapter. Mount a dial indicator on an extension
bar bolted to the stator adapter plate as shown in illustrations "CHECKING ID OF ROTOR
ADAPTER PLATE" and "CHECKING ROTOR ADAPTER PLATE BORE". Rotate the
flexplate from the front of the engine. Record the measured T.I.R. on the rotor adapter by
No. 1 and also on the worksheet. Record the measurement obtained in this step on line 3.1
of the Generator Installation Worksheet.
SERVICE MANUAL
Figure 29. CHECKING I.D. OF ROTOR ADAPTER PLATE
c. If the runout is greater than .001 inches, rotate the rotor adapter 90 degrees relative to the
reference dowel pin on the flexplate to the No. 2 position. Repeat the previous step. Be
sure to record this new T.I.R. by No. 2 and on line 3.1 of the Generator Installation
Worksheet.
TA1
"MACHINE
SQUARE"
MAXIMUM GAP .005"

90°
TA-10177-8
TA10177-8
SERVICE MANUAL

d. Repeat Step “c” for the next two orientations (“3” and “4”), as required. Record the
measurements obtained in these steps on line 3.1 of the Generator Installation Worksheet.
REFER TO ILLUSTRATION ON PAGE 020A009E020 (P1)

Figure 30. CHECKING ROTOR ADAPTER PLATE BORE
e. If none of the orientations produce a radial runout of less than .001 inches, then choose the
orientation that produced the least amount of runout lower than .003 inches. If none of the
orientations produced a runout of less than .003 inches, then a different rotor adapter plate
must be used. If another plate is available, then repeat the above steps (“a” to “d”) with the
new rotor adapter. The goal is to minimize runout and subsequently to reduce vibration.
If a new rotor plate is not available, then the flexplate and adapter plate
must be checked to determine the source of the problem. The problem
must be corrected before continuing with installation.
f. Once the orientation is selected, manually rotate the engine so that the high side of the
bore is at the 12 o’clock position. (This will cause the weight of the rotor to relieve any
clearance between rotor adapter and flexplate in a direction which will minimize the final
radial runout.) Punch mark the rotor adapter and the flexplate at the 12 o’clock position.
This will provide a permanent record and will aid in future alignments. Remove the rotor
adapter from the flexplate.
SAE 00 FLEXPLATE:
The rotor adapter is designed with deliberate runout and has an “H” stamped on the high side
of the adapter. Rotate engine so high side of flexplate is at 12 o’clock and orient rotor adapter
so that the high spots match high to high as closely as the dowel pins will allow.
ROTOR ADAPTER SHIMMING

Bolt the stator adapter plate straight edge in place on the stator adapter plate. Mount a dial
indicator as shown in illustration "MEASURING ENGINE ENDPLAY" so that the button rests
on the center part of the flexplate.
a. Remove a crankshaft inspection cover on the side of the engine. Measure the engine
endplay by prying the crankshaft “IN” (toward the front of the engine) as far as possible;
then zero the indicator and pry the crankshaft “OUT” as far as possible, using a steady
even push on the pry bar (pry on a counterweight only). Record the measurement obtained
b. Center the crankshaft in the middle of the engine endplay.
SERVICE MANUAL

c. Using an inside micrometer, measure the distance between the stator adapter straight
edge and the face of the flexplate as shown in illustration "MEASURING DISTANCE
BETWEEN STATOR ADAPTER AND FLEXPLATE" . Measure the distance at the other
end of the straight edge. Add these two dimensions and divide by two for an average
dimension. Record all measurements on line 4.2 of the Generator Installation Worksheet.
d. Record the average number as dimension “A” on line 4.3 of the Generator Installation
Worksheet.
e. Record the dimension from Generator Installation Worksheet line 1.3 labeled “Set-Up
Adapter to Stator Dim” as dimension “B” on line 4.3 of the Worksheet.
f. Subtract dimension “B” from dimension “A”. If the difference is less than 0.007, then
proceed to Step “h”; otherwise, go to Step “g”.
g. If the difference is negative, then remove the appropriate amount of shims from between
the rotor adapter and the rotor shaft (remove an amount approximately equal to the
difference). If the difference is positive, then add the appropriate number of shims in the
same manner.
h. Ensure that the ground portion of the generator shaft (where the long stem dial indicator
rides for the final checkout) is free from burrs and epoxy.
TA1
ROTOR ADAPTER
PLATE BORE I.D.
ENGINE
TA-10403
TA10403
SERVICE MANUAL

Straight Edge P/N
REFER TO ILLUSTRATION ON PAGE 020A0093021 (p1) 418-0730 4B, 7B, 9B
409-7097 12B/C
Figure 31. MEASURING ENGINE ENDPLAY
i. Ensure that all mating surfaces between shims, shaft and rotor adapter are free from dirt
and burrs. Ensure that the threads on the 3/4-inch bolts and the threads in the end of the
shaft are clean.
j. Use SAE 30-weight engine on the fastener threads and under the head and mount the
rotor adapter with the correct number of shims on the rotor shaft. It is recommended that
the rotor adapter be warmed to 125°F - 150°F (52°C - 66°C) prior to installation.
Make sure that the permanent mark on the rotor adapter is oriented correctly with respect
to the mark on the flexplate (12 o’clock).
Also, make sure that the two smaller .531 diameter holes in the shim pack line up with the
pusher holes in the rotor adapter as shown in illustration "PUSHER BOLES IN SHIMS".
Figure 32. MEASURING DISTANCE

BETWEEN STATOR
ADAPTER AND FLEXPLATE
TA1
STATOR ADAPTER
SPACER
(NOT ON 12B/C GENERATORS)
STRAIGHT
EDGE
ENGINE
TA-10406
TA10406
SERVICE MANUAL

k. Properly torque all fasteners. Hexbolts should be torqued to Grade 8 values. Twelve (12)
point capscrews should be torqued as follows:
● 100 ft-lbs. Using crisscross pattern
● 200 ft-lbs. Using crisscross pattern.
Twelve-point capscrews must be used with a hardened flatwasher.
Figure 33. PUSHER HOLES IN SHIMS
Straight Edge
REFER TO ILLUSTRATION ON PAGE 020A009E022
(p1) P/N 418-0730 - 4B, 7B, 9B
P/N 409-7097 - 12BC
Figure 34. DISTANCE BETWEEN STRAIGHT EDGE AND FLEXPLATE FACE
INSTALL GENERATOR AND SHIM GENERATOR FEET

SAE 1/0 FLYWHEEL:
a. Carefully apply SAE 30-weight oil to the pilot bores of stator adapter and the rotor adapter.
DO NOT APPLY SAE 30-weight oil to the mounting faces of these adapters.
b. Install the two alignment studs opposite one another, in the horizontal plane, in the rotor
adapter. Be sure to thread them in as far as possible.
SERVICE MANUAL
The alignment studs for the 4B and 7B connected to an SAE 1 flywheel

housing are of a smaller diameter (1/2 vs. 5/8) and longer (3.625 vs. 2.5).
The two types of alignment studs are shown in illustrations "ALIGNMENT
STUD - SAE 0/SAE 00" and "ALIGNMENT STUD - SAE 1". (Alignment studs
not needed on SAE 00 engine/generator installation)
c. Install the proper lifting bar fixture and rigging to the top of the generator to support the
weights for the various generators as shown.
TA1
TYPICAL
ONLY
ENGINE
TA-10407
TA10407
SERVICE MANUAL

d. Utilizing a hoist, advance the generator to the engine with its horizontal centerline in line
with the centerline of the engine. Note the position of the alignment studs. Make sure that
the permanent mark on the rotor adapter is oriented correctly with respect to the mark on
the flexplate (12 o’clock). If a slight adjustment is required, rotate the flexplate.
e. Advance the generator toward the engine. The alignment studs in the rotor adapter should
enter their respective holes in the flexplate. When the stator frame is touching the stator
adapter plate, adjust the frame so that the pilot boss is inside the pilot bore.
f. Insert the top and bottom mounting bolts into the stator frame through the corresponding
stator adapter holes. Tighten these bolts a sufficient amount so that the boss cannot
disengage from the bore.
g. Install shims of equal thickness (0.012”-0.020” thick is suggested) between the stator frame
and adapter plate at the three o’clock and nine o’clock positions (refer to illustration
"INSTALLATION OF SHIM AT 3 O'CLOCK AND 9 O'CLOCK POSITIONS"). Secure these
shims with two bolts installed into the stator frame, in the same positions.
h. Back the top and bottom mounting bolts out 1/4”. Check the angular alignment of the
generator relative to the engine using a feeler gauge between the stator adapter and frame
in the six o’clock and twelve o’clock positions (refer to illustrations "CHECKING STATOR
ALIGNMENT" and "GAP MEASUREMENT BETWEEN GENERATOR MOUNT BASE AND
STATOR ADAPTER - SAE 1/SAE 0"). Install shim stock under each of the generator
mounting feet (refer to illustration "SHIM PACK INSTALLED AT THE GENERATOR
MOUNT FOOT") until a difference of 0.004” or less is attained between feeler gauge
readings at the six o’clock and twelve o’clock positions. Tighten the bolts on the mount feet
and recheck the feeler gauge readings and top and bottom. The .004” tolerance must be
held when the mount feet are properly secured. Record the final gap at top and bottom on
line 5.1 of the Generator Installation Worksheet. Record the thickness of shims required
under each mounting foot on line 5.2 of the Generator Installation Worksheet.
SERVICE MANUAL
Figure 35. INSTALLATION OF SHIM AT 3 O’CLOCK AND 9 O’CLOCK POSITIONS
i. Loosen the generator mount feet bolts. Loosen the two mounting bolts in the three o’clock
and nine o’clock positions and remove the shims. Verify that the gaps remain equal in the
three o’clock and nine o’clock positions to ensure that the generator is not misaligned side-
to-side. Install the remaining four mounting bolts in the generator adapter plate and
properly torque all eight bolts to the specifications listed on the capscrew torque chart
located in the appendix of this manual.
j. Properly torque the mount feet bolts (some generators have one bolt on each foot as
shown in illustration "SHIM PACK INSTALLED AT THE GENERATOR MOUNT FOOT",
while others may have three bolts on each foot).
SERVICE MANUAL

SAE 00 with “U” shaped FLYWHEEL Housing Adapter (L-1350/L-1400/L-1800/L-1850/L-
2350):
a. Using an I.D. micrometer, measure between the two flanges of the adapter at the 12, 3, 6
and 9 o’clock positions.
b. Repeat Steps “a” through “f” under instructions for SAE 1/0, except install all mounting
bolts.
c. Install shims under each of the generator mounting feet until the micrometer readings
noted above are within .010 of the new readings at the same positions (the generator may
need to be moved side to side to achieve the required measurement in the three and nine
o’clock positions.) Refer to illustration "SHIM PACK INSTALLED AT THE GENERATOR
MOUNT FOOT".
d. Properly torque-mount feet bolts with wrench structure (P/N 408-0984) and recheck
measurement to ensure that before and after dimensions do not differ by more than .010.
INSTALL FLEXPLATE FASTENERS:

a. Using the hole created by the absence of the cover or the starter, install and torque the
flexplate coupling bolts as described in 1-6 below. Torque to specs on the capscrew torque
chart, located in the appendix of this manual.
For the following steps, the directions given will be from the front of engine to the rear of
engine. Adherence to this procedure is required to ensure that the rotor adapter mates
evenly (is not “cocked”) with the flexplate.
1. Using the hole created by absence of cover on bell housing on the left side of engine,
lube and insert first flexplate coupling bolt and torque to 25% of rated torque.
2. Rotate engine counter-clockwise so that flexplate rotates 180 degrees and lube and
insert second bolt and torque to 50% of rated torque.
insert third bolt and torque to 50% of rated torque.
insert fourth bolt and torque to 50% of rated torque.
5. Rotate engine clockwise so flexplate rotates 90 degrees and torque first bolt to 50% of
rated torque.
6. Remove alignment studs and insert remaining bolts and torque all bolts to 100% of full
rated torque.
b. Remove the alignment studs while installing the bolts (not necessary on SAE 00
engine/generator installation).

Figure 36. CHECKING STATOR ALIGNMENT
12:00 TA1
INSTALL EQUAL THICKNESS OF INSTALL EQUAL THICKNESS OF

SHIMS ON EACH SIDE SHIMS ON EACH SIDE
(.012" TO .020" THICKNESS (.012" TO .020" THICKNESS
SUGGESTED) SUGGESTED)
COMPARE GAP BETWEEN STATOR
9:00 FRAME AND STATOR ADAPTER 3:00
PLATE AT TOP (12:00)
AND BOTTOM (6:00)
FOOT SHIM PACK FOOT SHIM PACK
TA-10190-8
6:00
TA10190-8
SERVICE MANUAL
FIGURE 37-38 ML
Figure 37. GAP MEASUREMENT BETWEEN

GENERATOR MOUNT BASE AND STATOR
ADAPTER – SAE 1/SAE 0
Figure 38. SHIM PACK INSTALLED AT THE

GENERATOR MOUNT FOOT
SERVICE MANUAL
NOTES
SERVICE MANUAL
FINAL CHECKOUT & FIG. 39-40 ML
FINAL CHECKOUT
a. Recheck engine endplay as described in step “a” Method I and record on line 6.1 (check to
ensure that this matches the endplay recorded on line 4.1 of the Generator Installation
Worksheet).
b. Using a long-stem dial indicator, measure the radial runout of the rotor shaft as shown in
illustrations "FINAL RADIAL RUNOUT OF THE ROTOR SHAFT" and "FINAL RADIAL
RUNOUT CHECK". Mount the indicator in the threaded hole in the stator bolt flange and
manually rotate the engine (from the front). The maximum runout should not exceed the
value shown in the Generator Installation Worksheet. Record the measurement obtained
c. Remove the dial indicator and reinsert the threaded plug.
d. Place the worksheet in the proper machine or component file for future reference.
Figure 39. FINAL RADIAL RUNOUT OF THE ROTOR SHAFT
SERVICE MANUAL
FINAL CHECKOUT & FIG. 39-40 ML
Figure 40. FINAL RADIAL RUNOUT CHECK
SERVICE MANUAL
FIGURE 41-42 ML
Generator Models 9B, 12B-C utilize insulated components in the

driveshaft. At the time of power unit installation into the machine, it is
CRITICALLY IMPORTANT that these components be installed in the correct
orientation. Refer to illustrations "GENERATOR INSULATED
COMPONENTS" and "INSTALLED COMPONENTS CROSS SECTION".
When connecting generator field and tap connections on Generator Models
12B-C, torque 3/8 UNC bolts to 25 ft.-lbs. with LOCTITE RC271 thread
locking compound on the threads of the bolt.

1. RETAINER BOLT
2. INSULATED RETAINER PLATE
3. INSULATED DRIVE HUB
4. INSULATED RETAINER KEY
5. GENERATOR DRIVE SHAFT
6. INSULATED BEARING

TA11084
TA11085
SERVICE MANUAL
NOTES
LET-11
MAGNETIC SPEED SENSOR REMOVAL,
TESTING AND INSTALLATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
MAGNETIC SPEED SENSOR ML

MAGNETIC SPEED SENSOR
REMOVAL, TESTING AND INSPECTION
LETOURNEAU, INC.
LET-11
TABLE OF CONTENTS
DIRECTION SENSE SIGNAL

SPEED SENSOR REMOVAL
SPEED SENSOR TESTING
TEST STAND
VISUAL INSPECTION
ELECTRICAL TESTING
SPEED SENSOR INSTALLATION AND DRIVER ROTATION
PROCEDURE FOR DETECTION OF INCORRECTLY INSTALLED SPEED SENSORS
Figure 1. TYPICAL SPEED SENSOR TEST STAND

Figure 2. TYPICAL SPEED SENSOR STAND POWER CIRCUIT
Figure 3. TYPICAL SPEED SENSOR TEST STAND – 12 VDC SUPPLY CIRCUIT
Figure 4. SPEED SENSOR TEST STAND MOUNTING
Figure 5. SPEED SENSOR OSCILLOSCOPE TEST PATTERN
Figure 6. SPEED SENSOR TESTING – OSCILLOSCOPE PATTERNS
Figure 7. SPEED SENSOR INSTALLATION
The magnetic speed sensors are mounted on the two front wheel motors. Their function is to
sense the speed and direction of motor rotation. The speed and direction signals from the
speed sensor are used within the solid-state control system to control the field polarity and
armature current application to the motor.
DIRECTION SENSE SIGNAL

The speed sensor housing contains two sensor elements and an electronic card. The sensor
elements detect movement of a toothed gear assembly mounted on the motor shaft. Each
sensor element gives a square-wave output as the valleys and peaks of the gear teeth pass
the sensor. The frequency of the square-wave output represents motor speed. The phase
difference between the two internal sensor elements is detected by the electronic card and a
direction signal is generated. The internal elements are mounted so that gear rotation toward
the flat or notch of the sensor gives a logic “high” output on the direction signal. Gear rotation
away from the flat or notch of the sensor gives a logic “low” output on the direction signal. In
the LeTourneau, Inc., control system design, a logic “low” means forward machine
movement and a logic “high” means reverse machine movement.
The polarity of the speed signal, VN, indicates direction of wheel motor rotation. Negative
polarity indicates forward rotation. Positive polarity indicates reverse rotation. The control
system uses three signals to determine the polarity of VN. These signals are:
SERVICE MANUAL
MAGNETIC SPEED SENSOR ML

● Left front motor speed direction signal
● Right front motor speed sensor direction signal
● A calculated signal based on motor voltage and field current polarities
If at least two signals indicate forward, then VN polarity will indicate forward. If at least two
signals indicate reverse, then VN polarity will indicate reverse.
The polarity of VN is used by the control system to determine direction of

wheel motor torque. If VN polarity is opposite of what it should be, the
machine speed will build on itself and accelerate on its own as soon as it
starts to roll. The best way to stop the machine at this point is to set the
park brake or press the EMERGENCY STOP button.
The most common cause of VN polarity being opposite of what it should be
is incorrect installation or wiring of both speed sensors. A fail-safe circuit
detects if one speed sensor signal is incorrect but not both.
SERVICE MANUAL
MAGNETIC SPEED SENSOR - CONT'D ML

SPEED SENSOR REMOVAL
To remove the speed sensors, perform the following procedure:
NEVER remove the axle access covers unless the machine’s electrical
system is shut off, locked out and grounded. Contact with high-voltage
terminals inside the axle could cause serious injury or loss of life.
Before performing any inspections or repairs to the machine, lock out the
machine’s starting capability with the Maintenance Lockout Switch
(optional). If the machine is not equipped with the Maintenance Lockout
Switch, place a DO NOT OPERATE sign on the controls and remove the
key.
a. Remove the front axle access covers.
b. If electrical leads are not already marked or tagged, tag and disconnect the electrical leads
to the magnetic speed sensor.
Before unbolting the speed sensor, be sure to note orientation of beveled

corners of speed sensor mount plate.
c. Remove the two bolts and lockwashers holding the speed sensor assembly to the sensor
housing. Remove speed sensor and its mounting as a unit.
SPEED SENSOR TESTING
The speed sensors must be removed from the machine for proper testing. Refer to SPEED
SENSOR REMOVAL.
Test Stand
For proper testing, a test stand should be constructed. A typical test stand setup and wiring
schematics and diagrams are shown in illustrations "TYPICAL SPEED SENSOR TEST
STAND", "TYPICAL SPEED SENSOR STAND POWER CIRCUIT" and "TYPICAL SPEED
SENSOR TEST STAND - 12 VDC SUPPLY CIRCUIT". The components and construction
methods for the test stand may vary. The components and construction of the test stand
shown in these instructions are typical of most setups. The following components are provided
as a guide only, and the construction of your test stand and associated wiring may have to be
modified per your situation and the availability of components.
The following components are recommended to construct the test bench as shown in
illustration "TYPICAL SPEED SENSOR TEST STAND":
● A suitable workbench
● LeTourneau, Inc. gear (P/N 410-9803)
● A variable-speed electric motor for driving the gear, which is able to maintain a
consistent variable speed. Dayton model 2M145 1/2 HP. 10,000 RPM. 115 volts 60 Hz.
6.3 amps (or equivalent) recommended.
● Bearings, couplings and drive shaft for connecting the drive motor to the gear
● Channel iron or equivalent for mounting the components
● A speed sensor mount bracket – fabricated to meet your setup
● Switch - single pole -single throw - 120 V
SERVICE MANUAL

● Switch - double pole -double throw - with detent position - 120 V
● Variable transformer - Input 120 VAC 60 Hz.- Output 0 to 120 VAC - 2.25 amps
● Transformer - Input 120 VAC - Output 12 VAC - 0.450 amps
● Output jacks (red and black)
● Bridge rectifier - 4 amps
● Bridge rectifier - 6 to 10 amps
● Red “power on” indicator light - 120 VAC
● Two channel oscilloscope
● Feeler gauges for setting air gap of 0.035” to 0.040”
Visual Inspection
a. The sensor head surface should be free of nicks and scratches.
b. The pigtail is lugged properly.
Electrical Testing
a. Mount sensor in test fixture bracket, snug but loose enough to rotate, setting gap at 0.035”
to 0.040” at high point of gear runout. The speed sensor must be positioned correctly with
the forward direction indicator held to within 5°of parallel to the center of the gear. Locate
the beveled corners in the 12 o’clock position as shown in illustration "SPEED SENSOR
TEST STAND MOUNTING".
b. Connect the sensor pigtails as follows:
1. Black - Common
2. Red - +12 volt
3. Green – Direction sense
4. White – Frequency output
5. Orange – not used
c. The following values should be used in the test procedure for the speed sensors:
● Red Wire: Input 12 DC volts
● Black Wire: Ground
● Green Wire (Direction Sense): 0.6 volts MAX – Forward - 5.0 DC Volts to 12.0 DC volts
– Reverse
● White Wire (Frequency): Square Wave 0.6 DC volts MAX - 5.0 DC volts MIN to 12.0 DC
volts MAX
● Orange Wire (Frequency - not used): Square Wave 0.6 DC volts MAX 5.0 DC volts MIN
to 12.0 DC volts MAX
The speed sensing wires (white and orange) will send out a square wave signal. This
signal must be tested with an oscilloscope. The duty cycle of the speed signal should be
40%-60%. If the duty cycle is not 40%-60%, then the speed sensor must be replaced.
Refer to illustration "SPEED SENSOR OSCILLOSCOPE TEST PATTERN".
d. Connect channel two of the oscilloscope to the frequency (white or orange) terminal and
channel one to the direction (green) terminal.
e. Set vertical amplitude to 2v/div., both channels.
SERVICE MANUAL

f. Set “zero” for channel two at centerline and “zero” for channel one at bottom line.
g. Set time base at .5 msec/div.
h. Set motor speed to 400 RPM forward. The scope pattern should be as shown in
illustration " SPEED SENSOR TESTING - OSCILLOSCOPE PATTERNS", Pattern 1.
i. Rotate sensor 10° to left and 10° to right of aligned position. Note that the scope pattern
does not change from that shown in illustration "SPEED SENSOR TESTING -
OSCILLOSCOPE PATTERNS", Pattern 1.
j. Change motor direction. The scope pattern should be as shown in illustration "SPEED
SENSOR TESTING - OSCILLOSCOPE PATTERNS", Pattern 2.
k. Rotate sensor 10° to left and 10° to right of aligned position. Note that the scope pattern
does not change from that shown in illustration "SPEED SENSOR TESTING -
l. Stop motor, realign sensor, reset gap to 0.35“ to 0.040” at high point of gear runout, and
tighten nuts.
m. Reset scope base time to 50 msec/div.
n. Set motor for approximately 3,300-RPM forward. Scope pattern should be as shown in
illustration "SPEED SENSOR TESTING - OSCILLOSCOPE PATTERNS", Pattern 3.
o. Change to 3,300-RPM reverse. Note that scope pattern is same as above except that
direction output is “hi”. Refer to illustration "SPEED SENSOR TESTING -
If sensor fails any of these tests it should be replaced.
SERVICE MANUAL
NOTES
SERVICE MANUAL

SPEED SENSOR INSTALLATION AND DRIVER ROTATION
Extreme caution should be used whenever a speed sensor is installed or

rewired. This is especially true when the motors/drivers are rotated
between left and right sides. Perform PROCEDURE FOR DETECTION OF
INCORRECTLY INSTALLED SPEED SENSORS, as described below, before
returning machine to service.
LeTourneau, Inc. recommends that the speed sensors be replaced as an assembly. The
speed sensor assembly, P/N 410-9811, includes a speed sensor, P/N 411-1339 and a mount
plate, P/N 410-9808. Refer to illustration "SPEED SENSOR INSTALLATION".
The speed sensor unit is mounted to a Melamine plate that has two 45°-beveled corners. Early
production sensors had a long flat and a short flat, with the long flat being oriented toward the
end of the mount plate having the beveled corners. Later production sensors have a single flat
or, in come cases a notch. The flat or notch should be oriented toward the end of the
mount plate having the beveled corners.
The speed sensor unit and mount plate assembly is installed on the motor with the beveled
corners of the mount plate and flat or notch positioned as shown on a sensor information tag
attached to the motor (refer to illustration "SPEED SENSOR INSTALLATION"). In
applications where the motor may be installed in right-hand or left-hand positions, the
speed sensor unit and mount plate assembly should be installed on the motor with the
beveled corners and the flat or notch positioned so that gear rotation is toward the
beveled corners and flat or notch.
It is very important that the flat or notch be aligned with the gear. If the speed sensor
assembly is not installed within specifications, a poor quality signal may be interpreted
by the solid-state control system as a failed speed sensor.
Use the following procedure if necessary to mount the speed sensor to its mount plate. This is
not necessary if the mount plate is already attached to the sensor.
a. Position speed sensor assembly on sensor housing and secure with bolts and
lockwashers. Refer to illustration illustration "SPEED SENSOR INSTALLATION".
SERVICE MANUAL
The speed sensor will not operate correctly unless orientation flats are
aligned with the gear with + 5°.
The speed sensor assembly is preset at the factory to + 5°. This
measurement should not have to be set in the field.
b. Rotate motor armature until maximum air gap is achieved. Check gap. At this point reset
gap to .040” maximum.
c. Rotate motor armature until minimum clearance is achieved. Check gap. At this point it
should be a minimum of .035” (refer to illustration "SPEED SENSOR INSTALLATION").
d. Apply LOCTITE (P/N 409-9390) to both nuts after proper setting is established.
e. Apply a single bead of RTV adhesive (P/N 406-8030) where top nut and mounting plate
meet.
f. When speed sensor is mounted and the air gap is correct, connect the electrical leads as
tagged or indicated on the electrical schematic located in the machine's SERVICE
MANUAL.
PROCEDURE FOR DETECTION OF INCORRECTLY INSTALLED SPEED

SENSORS
LeTourneau, Inc. recommends the use of the following procedure to assure speed sensors are
installed correctly with proper rotation:
When performing this procedure, the cab must be occupied by a qualified

operator. Further, the machine must be on jack stands or in an open area
free of obstructions and unnecessary personnel to assure the procedure is
completed in a safe manner.
If any wheel starts uncontrolled acceleration or incorrect direction of

rotation, immediately set the parking brake or press the EMERGENCY
STOP button.
a. With the machine off, remove the Armature Converter circular connectors AC2, AC3 and
AC4 from the controller. Armature Converter circular connector (AC 1) should remain
connected.
SERVICE MANUAL

b. Start the engine and go to HI throttle. Release the parking brake. The Left Front DRIVE
light should be off. The Right Front, Left Rear and Right Rear DRIVE lights should be on.
The DRIVE lights are located on the right hand instrument panel in the
operator’s cab. Refer to the section entitled DESCRIPTION OF CONTROLS
AND OPERATING INSTRUCTIONS in the machine's SERVICE MANUAL.
c. Select forward and slowly press the accelerator just far enough to check for proper
direction of left front wheel rotation. Observe the above warning. Release the accelerator.
The wheel should stop rotating.
d. Select reverse and slowly press the accelerator just enough to check for proper direction of
left front wheel rotation. Observe the warning above. Release the accelerator. The wheel
should stop rotating.
e. Select forward and depress the accelerator to turn the left front wheel very slowly. Using an
oscilloscope connected to the Control System Tester jacks, check the left front speed
sensor outputs by selecting Control System Tester signals SEN FREQ M1 and SEN DIR
M1. The SEN FREQ M1 signal should be approximately 5V square wave at about 50%
duty cycle. The SEN DIR M1 signal should be less than 0.6VDC. Release the accelerator.
For all L-1000 and early L-1100 models, connect the oscilloscope to
terminal strip in left ladder box. The signal on terminal 92LF should be
approximately 5V square wave at about 50% duty cycle. The signal on
terminal 93LF should be less than 0.6VDC.
f. Select reverse and press the accelerator to turn the left front wheel slowly. Using an
oscilloscope connected to Control System Tester jacks, check the left front sensor outputs
by selecting Control System Tester signals SEN FREQ M1 and SEN DIR M1. The SEN
FREQ M1 signal should be approximately 5V square wave at about a 50% duty cycle. The
SEN DIR M1 signal should be approximately 5VDC. Release the accelerator.
terminal strip in the left ladder box. The signal on terminal 92LF should be
terminal 93LF should be approximately 5VDC.
SERVICE MANUAL

g. Stop the engine. Connect Armature Converter circular connector AC2.
h. Start the engine and go to HI throttle. Release the parking brake. The Right Front DRIVE
light should be off. The Left Front, Left Rear and Right Rear DRIVE lights should be on.
i. Select forward and slowly press the accelerator just far enough to check for proper
direction of right front wheel rotation. Observe the above warning. Release the accelerator.
j. Select reverse and slowly press the accelerator just enough to check for proper direction of
right front wheel rotation. Observe the warning above. Release the accelerator. The wheel
should stop rotating.
k. Select forward and press the accelerator to turn the right front wheel very slowly. Using an
oscilloscope connected to Control System Tester jacks, check the right front speed sensor
outputs by selecting Control System Tester signals SEN FREQ M2 and SEN DIR M2. The
SEN FREQ M2 signal should be approximately 5V square wave at about 50% duty cycle.
The SEN DIR M2 signal should be less than 0.6VDC. Release the accelerator.
terminal strip in the left ladder box. The signal on terminal 92RF should be
terminal 93RF should be less than 0.6VDC.
l. Select reverse and press the accelerator to turn the right front wheel very slowly. Using an
oscilloscope connected to Control System Tester jacks, check the right front speed sensor
outputs by selecting Control System Tester signals SEN FREQ M2 and SEN DIR M2. The
SEN FREQ M2 signal should be approximately 5V square wave at about 50% duty cycle.
The SEN DIR M2 signal should be approximately 5VDC. Release the accelerator.
terminal strip in the left ladder box. The signal on terminal 92RF should be
terminal 93RF should be approximately 5VDC.
m. Stop the engine. Remove Armature Converter circular AC2 and connect only Armature
Converter circular connector AC3.
n. Start the engine and go to HI throttle. Release the parking brake. The Left Rear DRIVE
light should be off. The Left Front, Right Front and Right Rear DRIVE lights should be on.
SERVICE MANUAL

o. Select forward and slowly press the accelerator just far enough to check for proper
direction of left rear wheel rotation. Observe the above warning. Release the accelerator.
p. Select reverse and slowly press the accelerator just far enough to check for proper
direction of left rear wheel rotation. Observe the above warning. The wheel should stop
turning.
q. Stop the engine. Connect Armature Converter circular connector AC4.
r. Start the engine and go to HI throttle. Release the parking brake. The Right Rear DRIVE
light should be off. The Left Front, Right Front and Left Rear DRIVE lights should be on.
s. Select forward and slowly press the accelerator just far enough to check for proper
direction of right rear wheel rotation. Observe the above warning. Release the accelerator.
t. Select reverse and slowly press the accelerator just far enough to check for proper
direction of right rear wheel rotation. Observe the above warning. Release the accelerator.
u. Stop the engine. Connect all four Armature Converter circular connectors.
SERVICE MANUAL
FIGURE 1 ML
Figure 1. TYPICAL SPEED SENSOR TEST STAND
SERVICE MANUAL
FIGURE 2 ML

REFER TO ILLUSTRATION ON PAGE 020A011A007 (P1)
Figure 2. TYPICAL SPEED SENSOR STAND POWER CIRCUIT
TA9770-8
(DPDT)
SWITCH
WHITE
SPST BRIDGE RECTIFIER
(SWITCH) 6 TO 10 AMPS
RED
120 VAC 3
WHITE
BLACK
1
UNIVERSAL
VARIABLE MOTOR
MOTOR
TRANSFORMER
BLACK
WHITE
SCHEMATIC DIAGRAM
15A / 125V
SPST VARIABLE TRANSFORMER
INPUT - 120V / 60HZ
OUTPUT - 0-120
DPDT
225 AMPS
BLACK
BLACK RED
WHITE
WHITE
WHITE
ELECTRICAL
CORD
BLACK WHITE
BRIDGE
4 RECTIFIER
6 TO 10 AMPS MOTOR
1 2
BLACK
3
VARIABLE TRANSFORMER UNIVERSAL MOTOR (DAYTON)

TERMINALS WIRING DIAGRAM MODEL 2M145
115V / 60HZ
1/2 HP
10,000 RPM
1. CONTROL SPEED OF MOTOR 6.3 AMPS
2. CONTROL POLARITY OR ROTATION
OF MOTOR TA-9770-8
TA9770-8
SERVICE MANUAL
FIGURE 3 ML

REFER TO ILLUSTRATION ON PAGE 020A011A008 P1)
Figure 3. TYPICAL SPEED SENSOR TEST STAND – 12 VDC SUPPLY CIRCUIT
(ARCHER)
SPST TRANSFORMER
TA1
BRIDGE RECTIFIER 4 AMPS RED

120 VAC R
6 VAC
CAPACITOR 1
3 OUTPUT
VARIABLE 12 VDC
470 UF RESISTOR
35V WIPER
2
1K
BLACK
SCHEMATIC DIAGRAM
BRIDGE RECTIFIER
SPST
(ARCHER)
TRANSFORMER OUTPUT
RED 12 VDC
WHITE RED
R
120 VAC 6 VAC
BLACK BLACK
BLACK 120 VAC INPUT - 120 VAC BLACK

OUTPUT - 6 VAC
AMPS - 0.450
VS 648
ELECTRICAL (4 AMP)
CORD
VARIABLE CAPACITOR
RESISTOR 470 UF
TA-9769-8
1K 35V
WIRING DIAGRAM
TA9769-8
SERVICE MANUAL
FIGURE 4-5 ML
REFER TO ILLUSTRATION ON PAGE 020A011009 P1)
Figure 4. SPEED SENSOR TEST STAND MOUNTING
Figure 5. SPEED SENSOR OSCILLOSCOPE TEST

PATTERN
HIGH POINT OF TA1

GEAR RUNOUT
APPLY SINGLE BEAD OF RTV FLAT NOTCH
ADHESIVE (P/N 406-8030) AT 12 O'CLOCK
WHERE TOP NUT AND
MOUNTING PLATE MEET.
APPLY LOCTITE (P/N 409-9390)

TO BOTH NUTS AFTER PROPER
SETTING IS ESTABLISHED.
TA-9771-8
0.035" TO 0.040"
TA9771-8
SERVICE MANUAL
FIGURE 6 ML
Figure 6. SPEED SENSOR TESTING – OSCILLOSCOPE PATTERNS
SERVICE MANUAL
FIGURE 7 ML
REFER TO ILLUSTRATION ON PAGE
020A011011 (P1)
SPEED SENSOR MOUNTING

INSTRUCTIONS
1. Air gap to adjust to 0.035” to 0.040” at
high point of gear runout.
2. Flat or notch on sensor body to face
same direction as side of melamine
insulation with corners missing.
3. Apply Loctite (P/N 409-9390) to both
nuts after air gap set – see illustration.
4. Apply single bead of RTV adhesive
(P/N 406-5030) where top nut and
mounting plate meet.
CABLE COLOR CODE
• RED = +12 VDC supply
• GREEN = Direction output
• WHITE = Frequency output
• ORANGE = Frequency output (not
used)
Cable shield is unterminated at sensor.
Sensor common to be internally grounded
to case.
REFER TO ILLUSTRATION ON PAGE 020A011011 (P2)
Figure 7. SPEED SENSOR INSTALLATION
TA1
TA10225-8
HIGH POINT OF TA2
GEAR RUNOUT
APPLY SINGLE BEAD OF RTV FLAT NOTCH
ADHESIVE (P/N 406-8030) AT 12 O'CLOCK
WHERE TOP NUT AND
MOUNTING PLATE MEET.
APPLY LOCTITE (P/N 409-9390)

TO BOTH NUTS AFTER PROPER
SETTING IS ESTABLISHED.
TA-9771-8
0.035" TO 0.040"
TA9771-8
LeT-12
MOTOR/FUSE PROBLEM
TROUBLESHOOTING PROCEDURE
NON-50-SERIES LOADERS
SERVICE MANUAL
NOTES
LET-12 MTR/FUSE PROBLEM TSHOOTING PROCED
Training only! Always use yourMOTOR/FUSE

PROBLEM
LETOURNEAU, INC.
LET-12
TABLE OF CONTENTS
PRELIMINARY CHECKOUTS
SCR CHECKOUTS
ARMATURE CIRCUIT CHECKOUT
BRAKING GRID CHECKOUT
IA WAVEFORM CHECKOUT
COMPONENT SWAPPING PROCEDURES
SWAP WIRE HARDNESS TO DETERMINE IF THE PROBLEM IS INSIDE OR OUTSIDE
OF CONTROLLER
PROBLEMS INSIDE THE CONTROLLER
SWAP TRIGGER CARDS
SWAP TRIGGER SIGNAL CARDS
REPLACE POSSIBLE DEFECTIVE COMPONENTS
PROBLEMS OUTSIDE THE CONTROLLER
SWAP MOTORS ELECTRICALLY
Figure 1. SCR CHECKOUT
Figure 2. ARMATURE CIRCUIT CHECKOUT
Figure 3. BRAKING GRID SPECIFICATIONS
Figure 4. BRAKING GRID CHECKOUT
Figure 5. IDEAL IA SIGNAL WAVEFORM
Figure 6. HARNESS SWAPPING PROCEDURE
Figure 7. MOTOR LEAD SWAPPING
Figure 8. MOTOR ARMATURE WIRING SWAP
LET-12 MTR/FUSE PROBLEM TSHOOTING PROCED
Motor flashover, poor motor commutation, blown fuses or other symptoms may be caused by
problems within the motor, braking grid resistors or control system. These problems may be
intermittent, occurring due to temperature extremes, vibration or certain operating conditions.
The first part of these troubleshooting procedures must be done to eliminate the most common
problems. However, if the problem is intermittent or cannot be fixed by means of the standard
repair procedures outlined in this publication, then by following an orderly procedure of
component swapping the component causing the problem can be found.
a. Check the commutator profile with an MMS 1000 PROFILER to determine the
condition of the commutator. Refer to LeTourneau, Inc. publication "TAKING CARE OF
YOUR DC MOTOR" located in the machine's SERVICE MANUAL for instructions on using
the MMS 1000 PROFILER.
b. Resurface the commutator if necessary. Clean the entire commutator end of the motor
to be sure there are no carbon tracks. Be sure that the riser area of the commutator is
clean with no carbon on top of or underneath the varnish. Replace brushes and brush
boxes if necessary. Seat all brushes. Check for proper neutral plane setting.
c. Check all armature converter fuses - both the large power fuses and the small
control fuses.
1. If an AC or DC power fuse is blown, then check for a defective SCR, motor armature
problem or braking grid problem. If all of these fuses blow immediately upon going to
high throttle, this usually indicates shorted SCRs.
2. If one of the small control fuses is blown, this typically indicates a problem in the
controller or the wiring harness.
SCR CHECKOUTS
a. Remove the 3 AC power fuses for the motor in question.
1. Perform SCR continuity tests. Make ohmmeter (analog meter) checks (R x1 scale)
from the three phase terminals to terminal “55X” and from the three phase terminals to
terminal “58X” (X can be 1-4 and will be connected to M1 to M4, respectively).
Readings for these tests should be infinity. A zero reading would indicate a shorted
SCR which must be replaced. Refer to SCR AND DIODE INSTALLATION
PROCEDURE for additional information.
MOTOR/FUSE PROBLEM - CONT'D & FIG. 1-2
Training only! Always useSCR R Xoriginal

your machine 1 SCALE R X 1 SCALE
documentation! MEGGER
CONNECTIONS CONTINUITY CONTINUITY READING
A - "55X" 1
B - "55X" 2
C -"55X" 3
A -"58X" 4
B -"58X" 5
C -"58X" 6
2. Perform SCR suppression network tests. When all SCRs test good in the previous test,
check the SCR suppression network by making ohmmeter (analog meter) checks (R x
10,000 scale) from each of the three phase terminals to terminal “55X” and from each
of the three phase terminals to terminal “58X”. At each connection, turn the meter
polarity switch from + to - for each reading. The needle should deflect from near infinity
to about one third scale each time. No deflection would indicate a faulty suppression
network.
Due to certain SCR characteristics, the analog meter may read low with
little or no deflection. To be sure the suppressor network is properly
checked, disconnect it from the SCR and check again.
3. Perform SCR megger checks. Field checking of a SCR is very limited without the use
of an expensive SCR tester. A course test can be made with a 500V, battery-powered
megger. All 6 SCRs will typically be near to the same meg ohm value. If one (or more)
SCR is much lower than the others, the low reading may be an indication of a problem
with the SCR and it may require changing. Contact your distributor service department
for more information on the particular values,. Use the SCR CHECKOUT form provided
in illustration "SCR CHECKOUT" to record your test results.
Do not perform this test with a hand-powered crank megger or one that
puts out greater than 500V. This can damage the SCR. Disconnect the RC
suppression network.
Training only!
ARMATURE Always
CIRCUIT use your machine original documentation!
CHECKOUT
a. Disconnect wires “55X” and “58X” from the appropriate armature converter panel.
b. Perform a continuity check. The resistance from wire “55X” to “58X” should be
approximately 0.1 ohms. This is a coarse measurement to verify continuity since this is
beyond the capability of most hand-held meters.
1. Perform an insulation test. Use a megger to check either wire “55X” or “58X” to ground.
The reading should be 3 megohms or greater. Inspect the motor in question. It may be
necessary to clean it or dry it in order to reach the minimum megohm resistance
requirements. Use the ARMATURE CIRCUIT CHECKOUT form provided on illustration
"ARMATURE CIRCUIT CHECKOUT" to record your test results.

Connections Resistance
Continuity: "55XB" to "58XD"
Insulation: "55X" or "58X" to ground

a. Disconnect the 55XB and 58XD wires from the suspect AC panel.
1. Perform a continuity check. Measure the grid resistance between 55XB and 58XD. The
resistance should be a low ohm value according to illustration "BRAKING GRID
SPECIFICATIONS".
2. Perform an insulation check. Use a 500V megger to meg one of the wires (55XB and
58XD) frame. The reading should be 3 megohms or greater. Use the BRAKING GRID
CHECKOUT form provided on illustration "BRAKING GRID CHECKOUT" to record
your test results.

GRID RESISTANCE INDIVIDUAL GRID
MACHINE PER MOTOR WIRE RESISTANCE
55XB TO WIRE (FOR REFERENCE
58XD ONLY)
L-1000 (N-7 MOTORS, SINGLE ROW 2.42 ohms 1.21 ohms
OF GRIDS)
L-1000/L-1100 (N-7 MOTORS, DUAL 2.38 ohms .595 ohms
ROW OF GRIDS)
L-1100+ (L-14 motors) 2.38 ohms .595 ohms
L-1400 (L-14 motors) 2.375 ohms .475 ohms
L-1350/L-1400 (M-40 motors) 2.055 ohms
L-1800 (J-2 motors) 1.46 ohms .97 ohms

Continuity: "55XB" to "58XD"
Insulation: "55X" or "58X" to ground
a. Check the IA waveform with an oscilloscope. An ideal IA signal waveform for the
armature current is shown on illustration "IDEAL IA SIGNAL WAVEFORM". The waveform
will typically look like this for low to medium current levels. Some distortion will be found at
higher current levels. The waveform should have six reasonably equal peaks in a 0.0152
second time period. Excessively unequal peaks or a distorted waveform indicate a control
system or motor problem. Refer to the troubleshooting procedure for IA located in the
section of the SERVICE MANUAL entitled SOLID-STATE COMPONENTS to correct an IA
waveform problem.
If nothing has been found in the previous checks which would have caused the flashover —
poor commutation, blown fuses, or other problem — then the next step should be to do some
orderly component swapping in order to determine which component is causing the problem.
The signals in the cab tester will refer to different components while
component swapping is going on. Keep close track of what has been
swapped and which signal you are actually reading in order to isolate the
proper defective component.
SWAP WIRE HARNESS TO DETERMINE IF THE PROBLEM IS INSIDE OR OUTSIDE OF

CONTROLLER
a. Swap two of the wire harnesses connecting the controller and the armature converter
panels. This can typically be done on the back of the controller where the cables are
attached to the controller.
b. Please note that several other wires for thermistors and speed sensors must also be
swapped at the same time in order to have proper motor temperature protection and speed
sensor failure circuit protection. The appropriate wires are shown on illustration
"HARNESS SWAPPING PROCEDURE". These wires are swapped on the terminal strips
in the upper part of the electrical cabinet.
MOTOR/FUSE PROBLEM - CONT'D & FIG. 6
Harnesses
Machine Tester readings
machine original
wires that are different refer to:
documentation!
swapped swapped Inside Controller Outside Controller
AC1 with AC2 * 323 with 325 #1 control circuits
#2 wire harness,
[CP4 with CP5] 324 with 326 transductor, fuses, AC
L12V with R12V panel, speed sensor
L92 with R92 and motor
L93 with R93
#2 control circuits #1 wire harness,
transductor, fuses, AC
panel, speed sensor
and motor
AC3 with AC4 327 with 329 #3 control circuits #4 wire harness,
*[CP6 with CP7) 328 with 330 transductor, fuses, AC
panel, and motor
panel and motor
The following cable swapping procedures may cause false speed sensor alarms.
panel, and motor
panel and motor
*[CP4 with CP7) 324 with 330 transductor, sues, AC
panel, and motor
panel, and motor
AC2 with AC3 * 325 with 327 #2 control circuits #3 wire harness,
[CP5 with CP6) 326 with 328 transductor, fuses, AC
panel, and motor
panel, and motor
panel, and motor
panel, and motor
MOTOR/FUSE PROBLEM - CONT'D & FIG. 6
If the harnesses
c. Training are swapped
only! Always use yourand the same
machine motor
original continues to have problems and/or
documentation!
continues to blow fuses, then the problem is outside the controller.
d. If the harnesses are swapped and the motor which had no problem before now has
problems and/or blows fuses, then the problem is inside the controller.
e. Harness swapping should be limited to swapping the harness for motor 1 (left front) with
that of motor 2 (right front) and the harness of motor 3 (left rear) with that of motor 4 (right
rear).
Other combinations of harness swapping are permissible if needed, but

may cause false speed sense failure indications which could hamper
machine performance.
Harness connections on illustration "HARNESS SWAPPING PROCEDURE"

with a “*” refer to those on L-1000 and L-1100. The other connections refer
to the L-1100+, L-1400 and L-1800.
f. If swapping harnesses shows that the problem is outside of the controller, go on to

PROBLEM OUTSIDE THE CONTROLLER this procedure. If swapping harnesses shows
that the problem is inside the controller, then go on to PROBLEMS INSIDE THE
CONTROLLER.

a. The suspect components inside the controller in descending order of importance are:
1. AC SCR Trigger Card. TC 1-4 *[AC 1-4]
(a) TC1 *[AC1] is for the left front motor
(b) TC2 *[AC2] is for the right front motor
(c) TC3 *[AC3] is for the left rear motor
(d) TC4 *[AC4] is for the right rear motor
All of these 4 cards are identical. If you have a spare good card to use, then
the suspect card can be changed out.
MOTOR/FUSE PROBLEM - CONT'D
SWAP TRIGGER CARDS
However, if the problem is intermittent, then the trigger cards may be swapped to see if the
intermittent problem follows the trigger card. It is suggested that these be swapped left to right.
(This is due to the next step of swapping trigger signal cards which will swap front to rear.)
For example, if you are having a problem with the #1 motor, then the #1 trigger card should be
swapped with either the #2 or #4. If the trigger card caused the problem, then the problem will
move to the #2 or #4 circuits.
Remember to keep records of which cards are swapped!
SWAP TRIGGER SIGNAL CARDS

a. SCR trigger signal card: C11A, C11B
1. C11A is for the front motors
2. C11B is for the rear motors
Both of these 2 cards are identical. If you have a good card to use – then
the suspect card can be changed out. However, if the problem is
intermittent, then the trigger signal cards may be swapped to see if the
intermittent problem moves front/rear.
REPLACE POSSIBLE DEFECTIVE COMPONENTS

a. AC Control Card: C7 (L-1100+, L-1400, L-1800) (AC/FC Control Card – L-1000/L-1100)
b. I/V Feedback Card: C3
c. Power Supply Card: PS (L-1100+, L-1400, L-1800) (C1 – L-1000/L-1100)
d. AC Command Limit Card: C6
e. AC Blown Fuse Det. Card: C21
f. Slip Lim/Brk Mode Card: C3 (L-1100+, L-1400, L-1800) (Motor Voltage Card C3 – L-
1000/L-1100)
g. Current Feedback Transductor Transformer: T1A – T4A
1. T1A is for the left front motor
2. T2A is for the right front motor
3. T3A is for the left rear motor
4. T4A is for the right rear motor
(a) Controller Wiring
(b) Swap Controller (if one is available)
MOTOR/FUSE PROBLEM - CONT'D

PROBLEM OUTSIDE THE CONTROLLER
If the problem is outside the controller, then other parts such as the armature converter panels
and motors can be swapped to try to further isolate the defective component.
a. Swap armature converter panels. All harnesses and all machine wiring should be left in
their original positions and not swapped. Swap the suspect armature panel with one that
has not had problems. This swap can be with any location. If two panels are swapped and
the motor which had no problem before now has problems and/or blows fuses, then the
panel is defective. If two panels are swapped and the same motor continues to have
problems and/or continues to blow fuses, then the panel is not causing the problem.
b. Check components. At this point, it has been determined that the problem is not being
caused by the controller or the converter panel. This leaves the controller-to-panel
harness, braking grid resistors, armature converter transductor (L-1000 and L-1100 only),
machine wiring and the motor as possible causes of the problem.
1. The wiring harness should be inspected and repaired or replaced if necessary.
2. The braking grid resistors should be inspected and repaired or replaced if necessary.
3. (L-1000/L-1100 only) the armature converter transductor and its voltraps can be
swapped with another transductor and its voltraps to see if the problem follows them.
4. Machine wiring should be checked for pinch points which may intermittently short wires
together, open up, or short to ground.
To determine if the motor itself is at fault, go on to SWAP MOTORS

ELECTRICALLY, below.

a. At this point, if no solution has been found for the motor/fuse problem, then all evidence
points to a faulty motor. Since replacing a motor is very expensive and time consuming, it
is best to be sure that it really is defective prior to changing. It would be difficult and time
consuming to physically swap a motor from one location to another; however, it is possible
to easily swap a motor electrically to see if it is the cause of the problem.

Swapping of the motors electrically is done by swapping wires in the axle
and upper electrical control terminal strips as indicated on illustration
"MOTOR ARMATURE WIRING SWAP". This only allows swapping left to
right - 1 to 2 and 3 to 4. The small wires are required to be swapped to
provide temperature protection and speed sensor fail alarms.
If the wiring is swapped and the same motor continues to have problems
and/or continues to blow fuses, then that motor is at fault.
If the wiring is swapped and the motor, which had no problem before now,
has problems and/or blows fuses, then the motor is not at fault. Something
was likely missed in the preceding steps of this procedure, which should
have identified the faulty component.
The armature leads from the motor will only be stamped with an “A” or “B”
due to different motor rotation in the different locations. Label the armature
wires as they are disconnected so that they can be reconnected properly
after the test. If unsure of the connections, check the electrical schematic
located in the machine's SERVICE MANUAL. If the armature leads are not
reconnected properly then a motor turning the wrong direction or machine
runaway condition could occur. Refer to illustration "MOTOR LEAD
SWAPPING".
Do not attempt to swap the leads at the panels on the L-1000 and L-1100
Loaders. This can cause motor flashover due to having transductors
connected incorrectly.
Motor Armature Wiring Swapped Other Wires to be Swapped

551 and 581 swapped with 323 with 325
552 and 582, respectively 324 with 326
(see warning above) L12V with R12V
L92 with R92
L93 with R93
553 and 583 swapped with 327 with 329
554 and 584, respectively 328 with 330
LeT-13
MOTOR/FUSE PROBLEM
50-SERIES LOADERS
SERVICE MANUAL
NOTES
SERVICE MANUAL
MOTOR/FUSE PROBLEM DIGIT CTRL LOADERS ML
Training only! Always use yourMOTOR/FUSE

PROBLEM
LETOURNEAU, INC.
LET-13
TABLE OF CONTENTS

SCR CHECKOUTS
ARMATURE CIRCUIT CHECKOUTS
SWAP WIRE HARNESS TO DETERMINE IF THE PROBLEM IS INSIDE OR OUTSIDE
OF CONTROLLER
PROBLEMS OUTSIDE THE CONTROLLER


Motor flashover, poor motor commutation, blown fuses or other symptoms may be caused by
problems within the motor, braking grid resistors or control system. These problems may be
intermittent, occurring due to temperature extremes, vibration or certain operating conditions.
The first part of these troubleshooting procedures must be done to eliminate the most common
problems. However, if the problem is intermittent or cannot be fixed by means of the standard
repair procedures outlined in this publication, then by following an orderly procedure of
component swapping the component causing the problem can be found.
SERVICE MANUAL
MOTOR/FUSE PROBLEM DIGIT CTRL LOADERS ML
a. Check the commutator profile with an MMS 1000 PROFILER to determine the
condition of the commutator. Refer to LeTourneau, Inc. publication "TAKING CARE OF
YOUR DC MOTOR", located in the machine's SERVICE MANUAL, for instructions on
using the MMS 1000 PROFILER.
b. Resurface the commutator if necessary. Clean the entire commutator end of the motor
to be sure there are no carbon tracks. Be sure that the riser area of the commutator is
clean with no carbon on top of or underneath the varnish. Replace brushes and brush
boxes if necessary. Seat all brushes. Check for proper neutral plane setting.
c. Check all armature converter fuses.
d. If an AC or DC power fuse is blown, then check for a defective SCR, motor armature
problem or braking grid problem. If all of these fuses blow immediately upon going to high
throttle, this usually indicates shorted SCRs.
SCR CHECKOUTS
a. Remove the 3 AC power fuses and the DC power fuse for the motor in question.
1. Perform SCR continuity tests. Make ohmmeter checks from the three-phase terminals
to terminal “55X” and to terminal “58X” (“X” can be 1-4 and will be connected to M1-M4,
respectively). Readings should be infinity. A zero or low ohm reading may indicate a
shorted SCR, which must be replaced. Refer to SCR AND DIODE INSTALLATION
PROCEDURE for additional information. A low ohm reading could also indicate a
suppression capacitor short (see below).
2. Perform SCR suppression network tests. Disconnect the suppression circuit by lifting
the connections to the heatsinks that come from the Trigger/Suppression card located
to the right of the upper and lower SCRs on each phase. If the short or low ohm
reading across the SCR disappears, the likely cause of the problem is the suppression
circuit. Physically check for leaks or case deformation on the capacitor, and burnt or
damaged areas on the resistor. If any of these are suspect, remove the component for
further checking or replace it.
3. Perform SCR megger checks. Field checking of a SCR is very limited without the use
of an expensive SCR tester. A course test can be made with a 500V, battery-powered
megger. All 6 SCRs will typically be near to the same meg ohm value. If one (or more)
SCR is much lower than the others, the low reading may be an indication of a problem
with the SCR and it may require changing. Contact your distributor service department
for more information on the particular values. Use the SCR CHECKOUT form provided
on illustration "SCR CHECKOUT" to record your test results.
Do not perform this test with a hand-powered crank megger or one that
puts out greater than 500V. This can damage the SCR. Disconnect the RC
suppression network.
SERVICE MANUAL
MTR/FUSE PROB DIGIT CTRL LDRS - CONT'D & FIG. 1-2 ML
CONNECTIONS SCR
Training only! Always use CONTINUITY
your machine CONTINUITY
original documentation! MEGGER
READING
A – “55X” 1
B – “55X” 2
C – 55”X” 3
A – “58X” 4
B – “58X” 5
C – “58X” 6
a. Disconnect wires “55X” and “58X” from the appropriate armature converter panel.
b. Perform a continuity check. The resistance from wire “55X” to “58X” should be
approximately 0.1 ohms. This is a coarse measurement to verify continuity since this is
beyond the capability of most hand-held meters.
1. Perform an insulation test. Use a megger to check either wire “55X” or “58X” to ground.
The reading should be 3 megohms or greater. Inspect the motor in question. It may be
necessary to clean it or dry it in order to reach the minimum megohm resistance
requirements. Use the ARMATURE CIRCUIT CHECKOUT form provided on illustration
"ARMATURE CIRCUIT CHECKOUT" to record your test results.
Continuity: “55X” to “58X”
Insulation: “55X” to “58X” to ground
a. Disconnect the 55XB and 58XD wires from the suspect AC panel.
1. Perform a continuity check. Measure the grid resistance between 55XB and 58XD. The
resistance should be a low ohm value according to illustration "BRAKING GRID
SPECIFICATIONS".
2. Perform an insulation check. Use a 500V megger to meg one of the wires (55XB and
58XD) frame. The reading should be 3 megohms or greater. Use the BRAKING GRID
CHECKOUT form provided on illustration "BRAKING GRID CHECKOUT" to record
your test results.
a. Check the IA waveform with an oscilloscope. An ideal IA signal waveform for the
armature current is shown on illustration "IDEAL IA SIGNAL WAVEFORM". The waveform
will typically look like this for low to medium current levels. Some distortion will be found at
higher current levels. The waveform should have six reasonably equal peaks in a 0.015
second time period. Excessively unequal peaks or a distorted waveform indicate a control
system or motor problem. Refer to the troubleshooting procedure for IA in the section of
the machine's SERVICE MANUAL entitled SOLID-STATE COMPONENTS to correct an IA
waveform problem.
SERVICE MANUAL
MACHINE WHEN RESISTANCE PER INDIVIDUAL GRID

MOTOR WIRE 55XB TO RESISTANCE (FOR
WIRE 58XD REFERENCE ONLY)
L-1350/L-1400 (M40 motors) 1.815 ohms 1.21 ohms
L-2350 (J-2 motors) 1.46 ohms .97 ohms

Continuity: “55XD”
Insulation: “55X” or “58X” to
ground

If nothing has been found in the previous checks that would have caused the flashover — poor
commutation, blown fuses, or other problem — then the next step should be to do some
orderly component swapping in order to determine which component is causing the problem.
The signals in the cab display will refer to different components while
component swapping is going on. Keep close track of what has been
swapped and which signal you are actually reading in order to isolate the
proper defective component.
SWAP WIRE HARNESS TO DETERMINE IF THE PROBLEM IS INSIDE OR

OUTSIDE OF CONTROLLER
a. Swap two of the wire harnesses connecting the controller and the armature converter
panels. This can typically be done on the back of the controller where the cables are
attached to the controller.
SERVICE MANUAL
Please note
b. Training only!that the wires
Always for the
use your speed original
machine sensorsdocumentation!
should also be swapped to have full
speed sensor failure protection.
The wires for motor temperature protection will be improper. Because

motor temperature is sent to the Controller via the LINCS™, it is not
recommended that these wires be altered. The “hot” motor will be
recognized and a warning will be displayed, but the automatic cutback will
be directed to the wrong motor. Therefore, it is imperative that the over-
temperature condition be checked and corrected.
c. If the harnesses are swapped and the same motor/converter continues to have problems
and/or continues to blow fuses, then the problem is outside the controller.
SERVICE MANUAL
MTR/FUSE PROB DIGIT CTRL LDRS - CONT'D & FIG. 6 ML
Harnesses Machine wires Tester readings that are different refer to:
swapped swapped
Inside Controller Outside Controller
AC1 with AC2 L12V with R12V #1 control circuits #2 wire harness, fuses,
L92 with R92 AC panel, speed
L93 with R93 sensor and motor
#2 control circuits #1 wire harness, fuses,
AC panel, speed
sensor and motor
AC3 with AC4 #3 control circuits #4 wire harness, fuses,
AC panel, and motor
#4 control circuits #3 wire harness, fuses,
AC panel and motor
d. If the harnesses are swapped and the motor/converter that had no problem before now has
problems and/or blows fuses, then the problem is inside the controller.
e. Harness swapping should be limited to swapping the harness for motor 1 (left front) with
that of motor 2 (right front) and the harness of motor 3 (left rear) with that of motor 4 (right
rear).
Other combinations of harness swapping are permissible if needed, but

may cause false speed sense failure indications that could hamper
machine performance.
f. If swapping harnesses shows that the problem is outside of the controller, go on to
PROBLEM OUTSIDE THE CONTROLLER. If swapping harnesses shows that the problem
is inside the controller, then go on to PROBLEMS INSIDE THE CONTROLLER.

The suspect components inside the controller in descending order of importance are:
a. SCR trigger signal card: C11A, C11B
1. C11A is for the front motors
2. C11B is for the rear motors
SERVICE MANUAL
MTR/FUSE PROB DIGIT CTRL LDRS - CONT'D & FIG. 6 ML
Both of these 2 cards are identical. If you have a good card to use – then
the suspect card can be changed out. However, if the problem is
intermittent, then the trigger signal cards may be swapped to see if the
intermittent problem moves front/rear.
b. AC Control Card: C7 - replace card
c. I/V Feedback Card: C3 - replace card
d. Power Supply Card: PS - replace card
e. AC Command Limit Card: C6 - replace card
f. AC Blown Fuse Det. Card: C21 - replace card
g. Slip Lim/Brk Mode Card: C3 - replace card
h. Check Controller wiring
i. Swap Controller (if one is available)
PROBLEM OUTSIDE THE CONTROLLER

If the problem is outside the controller, then other parts such as the armature converter panels
and motors can be swapped to try to further isolate the defective component.
a. Swap armature converter panels. All harnesses and all machine wiring should be left in
their original positions and not swapped. Swap the suspect armature panel with one that
has not had problems. This swap can be with any location. If two panels are swapped and
the motor that had no problem before now has problems and/or blows fuses, then the
panel is defective. If two panels are swapped and the same motor continues to have
problems and/or continues to blow fuses, then the panel is not causing the problem.
b. Check components. At this point, it has been determined that the problem is not being
caused by the controller or the converter panel. This leaves the controller-to-panel
harness, braking grid resistors, armature converter transductor (L-1000 and L-1100 only),
machine wiring and the motor as possible causes of the problem.
1. The wiring harness should be inspected and repaired or replaced if necessary.
2. The braking grid resistors should be inspected and repaired or replaced if necessary.
3. Machine wiring should be checked for pinch points that may intermittently short wires
together, open up, or short to ground.
To determine if the motor itself is at fault, go on to SWAP MOTORS

ELECTRICALLY.
SERVICE MANUAL
Training
SWAP only! Always
MOTORS use your machine original documentation!
ELECTRICALLY
a. At this point, if no solution has been found for the motor/fuse problem, then all evidence
points to a faulty motor. Since replacing a motor is very expensive and time consuming, it
is best to be sure that it really is defective prior to changing. It would be difficult and time
consuming to physically swap a motor from one location to another; however, it is possible
to easily swap a motor electrically to see if it is the cause of the problem.
Swapping of the motors electrically is done by swapping wires in the axle

and upper electrical control terminal strips as indicated on illustration
"MOTOR ARMATURE WIRING SWAP". This only allows swapping left to
right - 1 to 2 and 3 to 4. The small wires are required to be swapped to
provide speed sensor fail protection.
If the wiring is swapped and the same motor continues to have problems
and/or continues to blow fuses, then that motor is at fault.
If the wiring is swapped and the motor, which had no problem before now,
has problems and/or blows fuses, then the motor is not at fault. Something
was likely missed in the preceding steps of this procedure, which should
have identified the faulty component.
The armature leads from the motor will only be stamped with an “A” or “B”
due to different motor rotation in the different locations. Label the armature
wires as they are disconnected so that they can be reconnected properly
after the test. If unsure of the connections, check the electrical schematic
located in the machine's SERVICE MANUAL. If the armature leads are not
reconnected properly then a motor turning the wrong direction or machine
runaway condition could occur. Refer to illustration "MOTOR LEAD
SWAPPING".
SERVICE MANUAL
The wires for motor temperature protection will be improper. Because

motor temperature is sent to the Controller via the LINCS™, it is not
recommended that these wires be altered. The “hot” motor will be
recognized and a warning will be displayed, but the automatic cutback will
be directed to the wrong motor. Therefore, it is imperative that the over-
temperature condition be checked and corrected.
Motor Armature Wiring Swapped Other Wires to be Swapped
551 and 581 swapped with 552 and 582, respectively L12V with R12V L92 with R92
(see warning above) L93 with R93
553 and 583 swapped with 554 and 584, respectively
SERVICE MANUAL
NOTES
LET-14
LOADER ENGINE POWER SHARE
HYDRAULIC - ELECTRIC
SERVICE MANUAL
NOTES
SERVICE MANUAL
ENGINE POWER SHARE HYDR-ELEC & FIG. 1 ML

LOADER original documentation!
ENGINE POWER SHARE
HYDRAULIC-ELECTRIC
LETOURNEAU, INC.
LET-14
TABLE OF CONTENTS

TYPICAL HORSEPOWER LOADING
PROPEL MODE
TYPICAL LOADING CYCLE
ENGINE WITH LOW HORSEPOWER
ENGINE WITH HIGH HORSEPOWER
ENGINE OVER-SPEED IN RETARDING (BRAKING)
ENGINE RPM SETTING
RPM SET TOO LOW
RPM SET TOO HIGH
TROUBLESHOOTING STEPS
Figure 1. TYPICAL ENGINE HP CURVE

Figure 2. LETOURNEAU LOADER ENGINE POWER SHARING (PROPEL MODE)
Figure 3. LETOURNEAU LOADER ENGINE POWER SHARING (TYPICAL LOADING
CYCLE)
Figure 4. LETOURNEAU LOADER ENGINE POWER SHARING (ENGINE WITH LOW
HP)
Figure 5. LETOURNEAU LOADER ENGINE POWER SHARING (ENGINE WITH HIGH
HP)
Figure 6. LETOURNEAU LOADER ENGINE POWER SHARING (REGENERATIVE
BRAKING)
Figure 7. LETOURNEAU LOADER POWER SHARING (ENGINE RPM LOW)
Figure 8. LETOURNEAU LOADER POWER SHARING (ENGINE RPM HIGH)

This publication examines the LeTourneau, Inc. Solid-State Electronic Control System
distribution of engine power between the hydraulic and electrical systems in order to maintain
efficient loader performance. Troubleshooting tips are provided to aid in diagnosing the
possible cause of performance problems, as indicated by sluggish hoisting and/or tractive
effort or inadequate dynamic braking, possibly due to incorrect engine rpm.
SERVICE MANUAL
ENGINE POWER SHARE HYDR-ELEC & FIG. 1 ML
Training HORSEPOWER
TYPICAL only! Always use your machine original documentation!
LOADING
The values listed in this publication are for purposes of demonstrating the
power-sharing concept used by all LeTourneau, Inc. loaders. The specific
values for each loader will vary depending on the specific hydraulic and
electrical systems in place on the loader. In general, the values for each
loader will be similar or proportional to those listed. Refer to LOAD BANK
MODE PROCEDURE located in the section of the machine's SERVICE
MANUAL entitled SOLID-STATE ELECTRONIC COMPONENTS for specific
values applicable to your loader.
All LeTourneau, Inc. loaders use a simple and efficient method to control horsepower demand
on the diesel engine. The hydraulic system has total, unhindered access to engine power
output, however, the electrical system may only use any horsepower in reserve, after all the
hydraulic system demands have been satisfied.
Engines that are properly calibrated and setup for operation will supply maximum HP in the
1900-1930 rpm range depending on the specific engine control and calibration. The HP curve
will look similar to that shown in illustration "TYPICAL HP CURVE".
Figure 1. TYPICAL ENGINE HP CURVE
The engine rpm is typically set at 1980 maximum with no load. As the engine is loaded, the
rpm will droop and the engine controls should increase the fueling and subsequently the HP to
maximum by the time the rpm reaches the full load point (typically 1900-1930 rpm).
SERVICE MANUAL
PROPEL MODE & FIG. 2 ML
Training
Propel Mode only! Always use your machine original documentation!
An example is shown in illustration "LETOURNEAU LOADER ENGINE POWER SHARING
(PROPEL MODE)" for a 2000 HP engine as used in the model L-1800 loader. The typical
parasitic losses (air compressor, 24 volt alternator, air conditioning compressor, hydraulic
pumping losses, engine cooling fan at medium speed, etc.) will be about 200-330 HP. For
purposes of this publication, the lowest figure of 200 HP will be used which will leave 1800 HP
available at the flywheel.
The HP used from the engine is split between hydraulics, parasitics and electric loads as
shown in illustration "LETOURNEAU LOADER ENGINE POWER SHARING (PROPEL
MODE)". The hydraulic system may command up to 1400 HP if all circuits are at full power
demand. The electrical system may command up to 1600 HP if the operator requires full
tractive effort.
As illustrated in "LETOURNEAU LOADER ENGINE POWER SHARING (PROPEL MODE)", if
both the hydraulic and electrical systems demand full power at the same time, a total HP
demand of 3200 HP can be reached. This is 1200 HP in excess of the engine’s available
capability. This would cause bogging and would likely stall the engine.
The controller monitors the engine rpm with the signal from the engine speed sensor on the
flywheel and/or the VH (generator frequency) signal. If the engine rpm drops below 1890 rpm,
the controller cuts back on the power going to the electrical system in order to prevent the
engine rpm from bogging down.
The controller is set to regulate to 1890 rpm under constant loading

conditions such as climbing a steep grade. However, in order to allow for
measurement tolerances between the controller and the engine controls, it
is possible that a large quick overload can bog the engine down to 1800
rpm for a short time until the controller can adjust the electric load.
SERVICE MANUAL
PROPEL MODE & FIG. 2 ML
Figure 2. LETOURNEAU LOADER ENGINE POWER SHARING (PROPEL MODE)
SERVICE MANUAL
TYPICAL LOADING CYCLE & FIG. 3 ML
Training
Typical only! Always
Loading Cycle use your machine original documentation!
Illustration "LETOURNEAU LOADER ENGINE POWER SHARING (TYPICAL LOADING
CYCLE)" provides an illustration of the following example:
● When the loader is digging at the face, the hydraulic system consumes engine power for
hoist, bucket and steering functions. When the loader backs away from the face with a
loaded bucket, the hoist raises the load, consuming about 1000 HP.
● If the loader is also accelerating (or climbing a grade) at the same, the electrical system will
command full power to the traction motors. When the electrical power demand exceeds
800 HP, the engine rpm will begin to droop toward the 1900 rpm setting for maximum HP.
● As the rpm drop occurs, the control system will detect the falling engine rpm and cut back
on the electrical power demand placed on the engine so that the engine rpm will stabilize
at 1890 rpm without overload. This leads to three important points regarding the way the
system functions with varying engine power output levels.
Figure 3. LETOURNEAU LOADER ENGINE POWER SHARING (TYPICAL LOADING

CYCLE)
SERVICE MANUAL
ENGINE WITH LOW HORSEPOWER & FIG. 4 ML
Engine With Low Horsepower
a. In the first example, as shown in illustration "LETOURNEAU LOADER ENGINE POWER
SHARING (ENGINE WITH LOW HP)", consider an engine that produces only 1750 HP
due restricted fuel or air filters or other problems. Typically, this will first be noticed
because the loader will seem sluggish and move slower during the loading cycle, but still
has normal hydraulic performance. This is because the hydraulic system still gets the full
1000 HP to hoist the loaded bucket, but there is only 550 HP left (deducting the 200 HP
parasitics) to accelerate or climb the grade.
Even though the engine is down on HP, the electrical circuits will be limited
sufficiently to maintain the engine rpm at 1890 during full load demands.
With reduced engine output power, the traction system WILL NOT cause
the engine rpm to bog down. The engine rpm is the only factor used by the
control system to adjust the power share between the hydraulic and
electrical systems.
b. In the first example, as shown in illustration "LETOURNEAU LOADER ENGINE POWER
SHARING (ENGINE WITH LOW HP)", only 550 HP was left for the electrical system.
550HP may not be sufficient power to propel the weight of a loader (250+ tons) with a
loaded bucket up a grade with high rolling resistance. The loader simply will not move until
the operator moves the hoist control into hold, removing the 1000 HP hydraulic demand on
the engine. The traction system can now get the full 1550 HP available from the engine
and the machine will climb the grade.
Figure 4. LETOURNEAU LOADER ENGINE POWER SHARING (ENGINE WITH LOW HP)
SERVICE MANUAL
ENGINE WITH HIGH HORSEPOWER & FIG. 5 ML
Training
Engine Withonly!
High Always use your machine original documentation!
Horsepower
c. If the engine is up on power, as shown in illustration "LETOURNEAU LOADER ENGINE
POWER SHARING (ENGINE WITH HIGH HP)", due to an incorrectly set engine controller
or other reasons, the loader will consume all available horsepower and efficiently burn any
additional fuel available when necessary. As an example, if the engine produced 2200 HP,
the loader would now have 1000 HP available to climb the grade. As long as the engine
rpm does not fall, the system will use all available engine horsepower. Most other diesel-
electric drive mining equipment will have engine performance related symptoms like
bogging rpm, black exhaust smoke, etc. if they have low power. The LeTourneau, Inc.
loader will not display these symptoms unless the engine horsepower is significantly down
where it cannot support the hydraulic demand alone. The engine used as an example
would have to be below 1600 HP (more that 400 HP down) for the hydraulics alone to bog
the engine down. Normally, the traction system will be the first indication of low engine
power. With low engine horsepower the transient (momentary) bogging of the engine will
be more severe as the controller has less overhead to work with. This may produce various
alarms in the LeTourneau Integrated Network Computer System (LINCS™) or Vital Signs
Monitor System (VSM) (as applicable to loader model) that will also have low generator
voltage and low rpm in the data.
Figure 5. LETOURNEAU LOADER ENGINE POWER SHARING

(ENGINE WITH HIGH HP)
SERVICE MANUAL
ENGINE OVER-SPEED IN RETARDING (BRAKING) & FIG. 6 ML
ENGINE OVER-SPEED IN RETARDING (BRAKING)

Refer to illustration "LETOURNEAU LOADER ENGINE POWER SHARING
(REGENERATIVE BRAKING)".
The LeTourneau, Inc. Solid-State Electronic Control System instantly changes from a load on
the engine to electrical regeneration whenever the loader speed is faster than that commanded
by the accelerator pedal. The traction motors become DC generators and the power generated
is applied to the system in two directions; 1) to resistive grids mounted behind the radiator and
2) to the engine. The first 200 HP applied to the engine will overcome the parasitics and will
not affect the engine rpm. Power above 200 HP will cause the engine rpm to increase. As this
happens the fuel shuts off and the engine in essence becomes a large air compressor that can
absorb about 600 HP without excessive over-speed. To protect the engine from excessive
over-speed, the traction system will limit the HP transferred to the engine when the engine rpm
rises above 2050 rpm.
Figure 6. LETOURNEAU LOADER ENGINE POWER SHARING

(REGENERATIVE BRAKING)
SERVICE MANUAL
ENGINE RPM SETTING AND TROUBLESHOOTING STEPS ML
TrainingRPM
ENGINE only! SETTING
The correct no load rpm setting of 1980 is very important on a LeTourneau, Inc. loader. Setting
the rpm either too high or too low can adversely affect operation.
On most year 2000 and up engines, the engine rpm settings are
accomplished through internal calibration of the engine electronics. The
LeTourneau, Inc. Solid-State Electronic Control System provides signals to
the engine computer that tells the engine to either go to Low, Medium, or
High rpm. The specific rpm settings are determined by the settings of the
engine computer. With these engines, a high idle setting of less than 1980
rpm MAY NOT cause the problems stated below.
The standard specifications for an engine used in a LeTourneau, Inc. loader are:
● No load rpm - 1980 rpm
● Full fuel rpm - 1900 rpm
● Droop rpm - 80 rpm
Droop rpm is defined as the rpm range over that the engine is to go to full fuel or wide open.
Note that this specification of 80 rpm is considerably smaller than on other types of equipment.
That requires special engine component calibrations and configurations.
The engine rpm can be checked by several different methods, all of which give the same rpm:
● Engine electronic control module readout
● Engine flywheel speed sensor
● Voltage frequency
● LeTourneau Integrated Network Control System data (LINCS applicable digitally controlled
machines)
● Vital Signs Monitor data (VSM applicable to non-digitally controlled machines)
Rpm Set Too Low

Refer To Illustration "LETOURNEAU LOADER POWER SHARING (ENGINE RPM LOW)".
If the No Load engine rpm or droop settings are incorrect (for example 1930 rpm and 80 rpm
droop) the hydraulic system may be able to easily pull the engine below 1895 rpm prior to the
engine getting full fuel and power. The traction system power demand will be reduced or cut off
completely. The loader will be very slow or not move at all.
If the rpm setting is considerably low, (below 1890 such as 1850 rpm) the loader will not move
when commanded.
SERVICE MANUAL
ENGINE RPM SETTING AND TROUBLESHOOTING STEPS ML
RpmTraining
Set Tooonly!
HighAlways use your machine original documentation!
Refer To Illustration "LETOURNEAU LOADER POWER SHARING (ENGINE RPM TOO
HIGH)".
If the engine rpm is set too high, the loader will not perform any better. Two problems could
exist depending on the rpm.
1. If the rpm is a little higher than 1980, (such as 2050) the loader will have weak
retarding (electro-dynamic braking). Just as the traction system monitors rpm droop, it
also monitors rpm peaks, and will reduce the amount of retarding energy absorbed by
the engine during retarding whenever the engine rpm climbs too high.
2. If rpm is set too high (such as 2100 rpm) the traction system will be inhibited and the
loader will not move.
TROUBLESHOOTING STEPS
1. The first check for reported poor performance is the engine high idle rpm.
2. The next check is the engine performance indicators available from the respective
engine manufacturer.
3. Finally, if the rpm is correctly set (not above or below the specified value by more than
10 rpm), and the engine is confirmed to be operating correctly, then the traction system
should be tested for proper operation. If needed, a load bank test can be performed to
confirm engine output, however, this is rarely a necessity. For instructions, refer to load
bank test located in the section of the machine's SERVICE MANUAL entitled SOLID-
STATE ELECTRONIC COMPONENTS.
Typically, 50% of low power reports are due to incorrectly set engine high
idle rpm, and 48% are due to an engine performance related issue. Less
than 2% of reports are found to be in the traction system.
SERVICE MANUAL
FIGURES 7-8 ML
Figure 7. LETOURNEAU LOADER POWER SHARING (ENGINE RPM LOW)
Figure 8. LETOURNEAU LOADER POWER SHARING (ENGINE RPM HIGH)
SERVICE MANUAL
NOTES
LeT-28
HUSCO MAIN VALVE 411-9570
MODELS L-1000/L-1100/L-1400
SERVICE MANUAL
NOTES
HUSCO MAIN VALVE
Training only! Always useHUSCO

your machine originalVALVE
MAIN documentation!
– 411-9570
MODELS L-1000/L-1100/L-1400
LETOURNEAU, INC.
LET-28
TABLE OF CONTENTS
POPPETS
SPOOL ORIENTATION
Figure 1. INLET SECTION VIEW
Figure 2. END CAP VIEW
Figure 3. TOP VIEW
Figure 4. SIDE VIEW
Figure 5. MOUNTING BOLTS
Figure 6. MAIN CONTROL. VALVE – 411-9570
Figure 7. SURGE DAMPENER
Figure 8. INLET SECTION
Figure 9. HOIST SECTION
Figure 10. BUCKET SECTION
Figure 11. ASSEMBLED VIEW
Figure 12. INLET COVER SURGE DAMPENER
Figure 14. MAIN RELIEF VALVE
Figure 17. SPOOL POSITION
Figure 18. SPOOL ORIENTATION

Attached are detailed drawings on the P/N 411-9570 HUSCO sectional main valve used in the
L-1000, L-1100 and early L-1400 loaders.
This information does not apply to the Husco monoblock type valve used
in the newer L-1400 and L-1800 loaders.
This updates drawings that were provided in the maintenance manuals for the above listed
loaders. The troubleshooting information in the maintenance manuals is still correct.
HUSCO MAIN VALVE

POPPETS
The hoist and bucket section spools have poppets that have to be installed properly for the
valve to have proper operation. It has been found recently that the spool poppets in some of
the valves may not be painted in the colors as shown on the drawings. The paint has instead
been applied to the washer above the poppet.
In all cases, the diameter of the center bore in the poppet is the critical part. Compare the
poppet size to the diameters listed in illustrations "BUCKET SECTION" and "HOIST SECTION"
and insure they are installed in the proper location.
SPOOL ORIENTATION
The spools are custom machined to provide the proper fit in each location and must not be
swapped from bore to bore. The spools also have a specific orientation for top and bottom.
The "top" of the spool has a "V" groove cut in the end of the spool as shown in illustration
"SPOOL ORIENTATION". This end must be installed toward the top of the valve.
FIGURES 1-2
Figure 1. INLET SECTION VIEW
FIGURES 1-2
Figure 2. END CAP VIEW
FIGURES 3-4
Figure 3. TOP VIEW
FIGURES 3-4
Figure 4. SIDE VIEW
FIGURE 5
Figure 5. MOUNTING BOLTS
FIGURE 6

ITEM use your
PARTmachine
NO. original documentation!
DESCRIPTION
1 412-3658 INLET SECTION ASSEMBLY
2 412-3566 BUCKET SECTION ASSEMBLY
3 412-3567 HOIST SECTION ASSEMBLY
4 412-3568 END CAP
5 412-3501 SEAL KIT, COMPLETE VALVE
6 409-1153 RELIEF VALVE ASSEMBLY
7 412-3513 KIT, SEAL AND SPRING, MAIN RELIEF
8 412-3659 HOUSING-DUCTILE
9 408-2163 O-RING POPPET
10 408-9107 POPPET, ORIFICE
11 409-1164 BACKUP RING
12 409-1163 O-RING
13 409-1161 SLEEVE
14 412-3692 SPRING, WHITE
15 412-3691 SLEEVE
16 412-3690 RELIEF VALVE ASSEMBLY, LOW PRESSURE
17 412-3689 P0PPET, CHECK VALVE
18 412-3688 SPRING
19 412-3703 C0VER ASSEMBLY
20 412-3683 POPPET
21 412-3702 COVER ASSEMBLY
22 412-3701 BALL
23 412-3700 SLEEVE
24 412-3687 POPPET, GREEN
25 412-3684 POPPET, RED
26 412-3685 POPPET, WHITE
27 412-3686 WASHER
28 412-3680 SPRING, GREEN
29 412-3681 POPPET
30 412-3682 POPPET, YELLOW
31 409-1156 TUBE ASSEMBLY
32 410-3064 TEE 3/8 JIC X 3/8 MO X 3/8 MO #6
33 409-1162 OFFICE, SETSCREW
34 412-3693 SPRING, ORANGE
35 408-2164 BACKUP RING
36 412-3694 CAPSCREW, ALLEN HD
37 400-2454 FITTING #6 STRAIGHT
38 400-2280 O-RING
39 409-1160 FLANGE BLOCK, COVER
40 410-3790 COVER, RELIEF VALVE
41 412-3695 CAPSCREW, ALLEN HD
42 416-2434 TIE ROD
43 416-2435 LOCK NUT
44 416-2436 COMPRESSION WASHER
Figure 6. MAIN CONTROL VALVE 411-9570
FIGURE 7
Refer to illustration "MAIN CONTROL VALVE 411-9570" for legend for this ILLUSTRATION
Figure 7. SURGE DAMPENER
SERVICE MANUAL
NOTES
FIGURE 8
Training
Refer only! Always
to illustration useCONTROL
"MAIN your machine original
VALVE documentation!
411-9570" for legend for this ILLUSTRATION
TA10844
FIGURE 9
FIGURE 10
FIGURE 11
Figure 11. ASSEMBLED VIEW
FIGURE 12
Figure 12. INLET COVER SURGE DAMPENER
FIGURES 13-14
FIGURES 13-14
Figure 14. MAIN RELIEF VALVE
FIGURE 15
FIGURE 16
FIGURE 17
Figure 17. SPOOL POSITION
FIGURE 18
Figure 18. SPOOL ORIENTATION
LeT-35
L-1100 HOIST AND BUCKET SYSTEM
SERVICE MANUAL
NOTES
LET-35 L-1100 HOIST & BUCKET SYSTEM INSP. & TROUBLESHOOTING
Training only! AlwaysL-1100

use your machine
HOIST original
AND documentation!
BUCKET
SYSTEM
INSPECTION AND TROUBLESHOOTING
LETOURNEAU, INC.
LET-35
TABLE OF CONTENTS
Figure 1. REMOVAL AND BLOCKAGE OF THE AIR BLEED VALVES

Figure 2. PRESSURE GAUGES FOR PUMPS 1 AND 2 ON FRONT MANIFOLD
Figure 3. PRESSURE GAUGES FOR PUMPS 3 AND 6
Figure 4. PRESS TO TEST VALVE
Figure 5. PILOT RELIEF VALVE ASSEMBLY - USED IN PILOT VALVE UNDER CAB
Figure 6. PILOT RELIEFS ON PILOT VALVE UNDER THE CAB
Figure 7. REMOTE PILOT RELIEFS - FRONT FRAME
Figure 8. INLET SECTION OF HUSCO VALVE
Figure 9. HUSCO VALVE INLET SECTION
Figure 10. HUSCO VALVE INLET SECTION COVER
Figure 11. LOW PRESSURE RELIEF IN HUSCO INLET SECTION
Figure 12. LOW PRESSURE RELIEF CONTROL VALVE
Figure 13. FAST HOIST CONTROL CIRCUIT
Figure 14. HUSCO VALVE HOIST SECTION
Figure 15. HOIST INTERLOCK CHECK VALVE
Figure 16. FAST HOIST UNLOADING VALVE SCHEMATIC
Figure 17. FAST HOIST UNLOADING VALVE CROSS SECTION
Figure 18. LOCATION OF FAST HOIST VALVE
Figure 19. IN LINE FILTER ON BOTTOM OF FAST HOIST UNLOADING VALVE
Figure 21. CAPPING LINE FROM SOL 10
Figure 23. SOL 10 DIODE
Figure 24. PS11 PRESSURE SWITCH
Figure 25. FAST HOIST TOGGLE SWITCH
Figure 26. LS8 HOIST LEVER LIMIT SWITCH
Figure 27. LIMIT SWITCH BOX
Figure 28. SETTINGS FOR LS5 AND LS1
Figure 29. TIME DELAY RELAY
FIGURE 1
1. If present on the loader - remove and cap all of the air bleed valves for the hoist. Refer to
illustration "REMOVAL AND BLOCKAGE OF THE AIR-BLEED VALVES".
Figure 1. REMOVAL AND BLOCKAGE OF THE AIR-BLEED VALVES
2. Test the hoist system on the loader. Removal of the air bleed valves may have resolved
the problem.
It is recommended that the air bleed valves be completely removed from

the loader. To compensate, it is recommended that the oil level in the
hydraulic tank be maintained near the top of the sight glass (with bucket on
the ground). This will help to maintain oil in the pumps when starting the
loader.
Anytime the hydraulic system has a hose opened or pump removed - the
hydraulic tank should be pressurized with air and the pumps should be
bled of all air.
3. Install pressure gauges for Pumps 1 and 2 on the front multi-port distribution manifold.
Refer to illustration "PRESSURE GAUGES FOR PUMPS 1 AND 2 ON FRONT
MANIFOLD".
TA11325
FIGURES 2, 3 & 4
Figure 2. PRESSURE GAUGES FOR PUMPS 1 AND 2 ON FRONT MANIFOLD
4. Install pressure gauges on fast hoist Pumps 3 and 6. Refer to illustration "PRESSURE
GAUGES FOR PUMPS 3 AND 6".
Figure 3. PRESSURE GAUGES FOR PUMPS 3 AND 6
5. Run the loader at high throttle.

6. Locate the "press to test" valve (located at left pivot area). Refer to illustration "PRESS TO
TEST VALVE".
● Verify that the spring is in place on this valve and maintains the valve in a normally
open position.
● If the spring is broken or weak the valve could be closing during normal operation of
the loader.
7. Activate the "press to test" valve. This should cause the oil to flow over the main relief in
the Husco valve.
Figure 4. PRESS TO TEST VALVE
8. Gauges 1 and 2 should both read the same pressure - 3100 psi.
● If both pressures are correct - go to the next step.
● If the pressures are the same but not the correct value: If both are low or both are
high: Verify that the pilot relief valves are functioning and have been adjusted properly.
● The Pilot relief for the hoist base on the pilot valve under the cab should be maximum
pressure setting (the adjustment screw turned all the way in). Refer to illustration
"PILOT RELIEF VALVE ASSEMBLY - USED IN PILOT VALVE UNDER CAB".
● Remove the pilot relief valve assembly for the hoist base and verify:
1. The seals are intact.
2. No damage to the seat area.
3. The relief is not leaking.
4. Nothing broken or damaged.
5. No contamination present.
TA11327
TA1
Ta11326
FIGURES 5 & 6
Figure 5. PILOT RELIEF VALVE ASSEMBLY - USED IN PILOT
VALVE UNDER CAB
Figure 6. PILOT RELIEFS ON PILOT VALVE UNDER THE CAB
• Verify that the remote pilot relief for the hoist cylinder base in the front frame is
properly set to 3500 psi. Refer to illustration "PILOT RELIEFS ON PILOT VALVE
UNDER THE CAB".
• Remove the pilot valve assembly for hoist up and verify (Refer to illustration
"REMOTE PILOT RELIEFS - FRONT FRAME"):
1. The seals are intact.
2. No damage to the seat area.
3. The relief is not leaking.
4. Nothing broken or damaged.
5. No contamination present.
TA1
TA11329
TA2
Ta11330
FIGURE 7
Figure 7. REMOTE PILOT RELIEFS - FRONT FRAME
• Adjust the pressure relief in the Husco valve. Refer to illustrations "INLET SECTION
OF HUSCO VALVE" and "HUSCO VALVE INLET SECTION".
TA1
TA11331
FIGURE 8
Figure 8. INLET SECTION OF HUSCO VALVE
• One turn of the adjustment screw is equal to 600 psi change in pressure setting.
• While the cover is removed from the inlet section of the Husco valve, verify the following:
• Flow control / pressure relief.
1. Inspect the springs in the flow control/relief valve for breakage.
2. Verify that there is no contamination present.
3. Verify that the spool moves freely in the housing.
4. Inspect the seat areas for signs of damage.
• Low pressure relief.
1. Inspect the spring for breakage.
2. Verify that there is no contamination present.
3. Verify the spool moves freely in the valve housing.
4. Inspect the seat areas for signs of damage.
• Cover
1. Inspect the poppet and restrictor orifice in the cover for contamination.
2. Verify that the seals are intact and not leaking.
TA1
TA11332
FIGURE 9
Figure 9. HUSCO VALVE INLET SECTION
FIGURE 10
Figure 10. HUSCO VALVE INLET SECTION COVER
FIGURE 10
• If the pressures read when the "PRESS TO TEST" valve is activated are different
between the two use your replace
gauges: machinetheoriginal
pumpdocumentation!
with the low pressure.
9. Hoist speed with bucket empty and "FAST HOIST" switch OFF (18-20 seconds).
• Record the time ____________________.
10. Hoist speed with bucket empty and "FAST HOIST" switch ON (12-13 seconds
• Record the time ____________________
11. Fast hoist limit switch comes in at 4 ft from bottom. Adjust LS1 in the limit switch box by R
12. Fast hoist kicks out at 6" rod stroke from top. Adjust LS5 in the limit switch box by RH lift a
13. Hoist lever kicks out at 2" rod stroke from top Adjust LS in the limit switch box by RH lift ar
14. Fill the bucket.
15. Hoist speed with bucket full and "FAST HOIST" switch OFF (18-20 seconds).
• Record the time ____________________.
• A large difference between empty and full speeds could indicated a failing pump or lea
16. Hoist speed with bucket full and "FAST HOIST" switch ON (12-13 seconds).
• Record the time ____________________.
• A large difference between empty and full speeds could indicated a failing pump or lea
17. Cylinder inspections:
Cylinder Test 1
• Install gauges so that the pressure on the base and rod side of the hoist cylinders can
• Get a bucket load of material and hoist to about half height.
• Watch pressures in base and rod circuits of cylinder.
• If rod pressure rises, one or both cylinders are leaking (it could also be a very bad
• Repeat the test at several other cylinder positions.
Cylinder Test 2
• Operate the loader for 1 hour minimum with hard loading and lifting cycles.
• Check the cylinder barrel temperature about half way along the length. Compare left a
cylinder hotter than the other would be a sign of a leaking cylinder.
• Check the hard tube temperature near the top of the cylinder. Compare left and right c
than the other would be a sign of a leaking cylinder.
Cylinder Test 3
• Get a load in the bucket.
• Raise the bucket to about half height.
• Shut machine down with bucket raised.
• Use a stethoscope (or a similar device such as a screwdriver held to your ear) and list
seal or spool.
• Listen to the cylinder in the area of the piston with a mechanic's stethoscope for signs
• Listen to the hoist section of the Husco valve for signs of oil leakage.
FIGURE 11
18. Check the Low Pressure Relief Circuit. Refer to illustrations "LOW PRESSURE RELIEF
Training
IN HUSCOonly!INLET
Always use your and
SECTION" machine
"LOWoriginal documentation!
PRESSURE RELIEF CONTROL VALVE".
• Install two pressure gauges to monitor the pressures in the rod and base side of the
hoist cylinder.
• Hoist the lift arms from the ground and monitor the pressure on the rod and base of the
hoist cylinder. The rod side should show about 150 psi back pressure in the cylinder
while the pump hoist pressure is below 1500 psi. Typically there will be about 1000-
1100 psi in the base of the cylinder to lift an empty bucket (factory bucket - non factory
buckets may be considerably heavier and have a higher pressure).
• Load the bucket and repeat the test.
• The rod side pressure should drop from 150 psi to zero when the base pressure is
above 1500 psi.
• If this circuit is not functioning - it will reduce the lifting capacity of the loader.
• Inspect the low pressure relief in the Husco valve for damage, broken spring, poppet
damage, leakage or contamination:
Figure 11. LOW PRESSURE RELIEF IN HUSCO INLET SECTION
FIGURES 12 & 13

REFER machine original
TO ILLUSTRATION documentation!
ON PAGE 020A035A010 (p1)
Figure 12. LOW PRESSURE RELIEF CONTROL VALVE
• Inspect and adjust the 1500 psi relief.

• Inspect the seals on the 1500 psi relief.
• Inspect the differential pressure sensing valve for contamination or damage.
• Inspect the seals on the differential pressure sensing valve.
• Inspect the low pressure control block for cracks or internal leaks where the 1500 psi
relief and the differential pressure sensing valves are mounted.
19. If no problem is found, operate the loader until the oil is up to normal operating
temperatures. If the problem occurs recheck the previous items to see if anything has
changed at high temperature.
20. If problem has not been identified - even though tests OK? Go to next step.
21. Install a cap and plug in the hydraulic line that goes between the fast hoist solenoid and
fast hoist interlock check valve. Refer to illustration "FAST HOIST CONTROL CIRCUIT".
TA1
TA11336
TA2
Ta11337
FIGURE 14
22. Fast hoist should function at all times when hoist lever is pulled back - from ground to 2"
rod stroke from top. Operate loader and see if the fast hoist remains erratic. If still erratic
the problem is in the mechanical portions of the circuit. If the problem stabilizes then the
problem is in the control portions of the circuit.
The hoist interlock check valve must be functioning for this test!
23. MECHANICAL/HYDRAULIC
• Inspect the hoist section of the Husco valve (refer to illustration "HUSCO VALVE HOIST
SECTION") per procedures in MAIN HOIST AND BUCKET CONTROL VALVES
(HUSCO).
• Verify that the springs are not broken.
• Verify that the poppets are in proper positions.
• Verify that no contamination is present.
• Verify that the spools are a tight fit and have no scoring.
• Verify that the spools move up and down freely.
FIGURE 14
Figure 14. HUSCO VALVE HOIST SECTION
FIGURES 15 & 16
• Checkonly!
Training
all check valves on pumps for proper operation and internal damage.
• Check interlock check valve for proper operation and contamination. Refer to
illustrations "HOIST INTERLOCK CHECK VALVE", "FAST HOIST UNLOADING VALVE
SCHEMATIC", "FAST HOIST UNLOADING VALVE CROSS SECTION" and
"LOCATION OF FAST HOIST VALVE".
Figure 15. HOIST INTERLOCK CHECK VALVE
• Check fast hoist flow control for:

• Contamination
• Damaged seals
• Damaged seat areas
• Internal leaks.
Figure 16. FAST HOIST UNLOADING VALVE SCHEMATIC
TA1
Ta11339
TA2
Ta11340
FIGURES 17 & 18
Figure 17. FAST HOIST UNLOADING VALVE CROSS SECTION
Figure 18. LOCATION OF FAST HOIST VALVE
TA1
Ta11342
FIGURE 19
Check filter on bottom of fast hoist flow control for contamination. Refer to illustrations "IN-
• LINE FILTER ON BOTTOM OF FAST HOIST UNLOADING VALVE" and "FAST HOIST
CONTROL CIRCUIT".

1. BOLT
2. LOCKWASHER
3. END CAP
4. RING, BACKUP
5. O-RING
6. HOUSING, UNLOADING VALVE
7. HOSE ASSEMBLY
8. O-RING
9. FLATWASHER
10. ELBOW
11. FILTER ASSEMBLY, INLINE
12. RING, BACKUP
13. CARTRIDGE ASSEMBLY
14. SPRING
15. O-RING
16. RING, BACKUP
17. SLEEVE
18. RING, BACKUP
19. O-RING
20. TEE
21. REDUCER
22. O-RING
23. POPPET
24. O-RING
Figure 19. IN-LINE FILTER ON BOTTOM OF FAST HOIST UNLOADING VALVE
(USE ONLY THE PARTS MANUAL FOR YOUR MACHINE TO ORDER PARTS)
• Check the pressure relief in the Husco for proper operation, internal damage and
contamination.
• Check the remote relief valves in front frame for proper operation, internal damage and
contamination.
• Check the pilot relief valves on the pilot valve under the cab to be sure that they are set
at maximum pressure, internal leaks, damage and contamination.
TA1
24 5 6
8
16 9 7
23 15
17 14
13
22 12
18
11
21
19
8
10
20
LET-798-89
FIGURES 20 & 21
24. 24V FAST HOIST CONTROL CIRCUIT

Disconnect and plug the return line on SOL 10. The loader fast hoist should function at all
correct then the SOL 10 is leaking. Refer to illustration "CAPPING LINE FROM SOL 10".
Figure 21. CAPPING LINE FROM SOL 10
TA1
TA11344
TA2
Ta11345
FIGURE 22
● Apply
Training
24V and ground to coil of SOL 10. The loader fast hoist should function at all
only! Always use your machine original documentation!
times from ground to 2" rod stroke from top. If operating correctly then SOL 10 and
hydraulic circuit is working If not functioning then SOL 10 has bad coil or is not
functioning mechanically. Refer to illustration "FAST HOIST CONTROL CIRCUIT".
Ta11346
FIGURE 23
• Verifyonly!
Training
that the diode is installed and in the proper direction to protect the solenoid coil.
The diode is typically located on the terminal strip near SOL10 on the fast hoist panel.
Refer to illustration "SOL 10 DIODE".
Figure 23. SOL 10 DIODE
TA1
Ta11347
FIGURE 24
• Check
Training
pressure setting of PS11 Set to 3000 psi increasing Verify that its operation is
only! Always use your machine original documentation!
consistent and repeatable. This switch is located on the fast hoist panel. Refer to
illustration "PS11 PRESSURE SWITCH".
Figure 24. PS11 PRESSURE SWITCH
TA1
Ta11348
FIGURE 25
• Verifyonly!
Training
the operation of TGS9 (FAST HOIST switch located on the dash panel). The
switch contacts should be closed when in the ON position and open when in the OFF
position. Refer to illustration "FAST HOIST TOGGLE SWITCH".
Figure 25. FAST HOIST TOGGLE SWITCH
TA1
Ta11349
FIGURE 26
• Verifyonly!
Training
operation of LS8 (lever is located under the hoist lever console). Refer to
illustration "LS8 HOIST LEVER LIMIT SWITCH". The switch contacts should be closed
whenever the hoist lever is pulled back. Make sure that the contact lever on the rod is
securely fastened and not moving.
Figure 26. LS8 HOIST LEVER LIMIT SWITCH
TA1
Ta11350
FIGURE 27
• Verifyonly!
Training
operation of LS5 (switch is located in the limit switch box near the RH lift arm ball
cap). Refer to illustration "LIMIT SWITCH BOX". This switch is located in the limit
switch box near the RH lift arm ball cap. This switch contacts should be closed until
the cylinder rod reaches 6" of remaining extension. Verify that the cam is securely
fastened to the shaft.
Figure 27. LIMIT SWITCH BOX
TA1
Ta11351
FIGURE 28
• Verifyonly!
Training
operation of LS1 (switch is located in the limit switch box near the RH lift arm ball
cap). Refer to illustration "SETTINGS FOR LS5 AND LS1". This switch is located in
the limit switch box near the RH lift arm ball cap. This switch contacts should be open
below 4' and closed above 4'. Verify that the cam is securely fastened to the shaft.
Figure 28. SETTINGS FOR LS5 AND LS1
FIGURE 29
• Verifyonly!
Training
operation of TDR 1 (relay is located in the electrical cabinet). Refer to illustration
"TIME DELAY RELAY". This is meant to filter out the effects of the 3000 psi switch
closing and opening rapidly. A 500 ohm (or 600 ohm) resistor is across the middle
terminals of the TDR. This causes an approximate 1 second delay for the output to go
to 24V after the input is actuated.
Figure 29. TIME DELAY RELAY
LeT-36
GROUND FAULT SYSTEM AND MEGOHM
TESTING PROCEDURE
50-SERIES LOADERS
SERVICE MANUAL
NOTES
SERVICE MANUAL
GROUND FAULT SYSTEM & MEGOHM TESTING PROCEDURE ML
Training only! Always useGROUND

FAULT documentation!
SYSTEM AND
MEGOHM TESTING PROCEDURE
MODELS L-1350/L-1850/L-2350
LETOURNEAU, INC.
LET-36
TABLE OF CONTENTS
INTRODUCTION
GROUND FAULT RESET PROCEDURE
GROUND FAULT – TEST SYSTEM
GROUND FAULT TEST SYSTEM COMPONENTS
GROUND FAULT – TEST CIRCUIT TROUBLESHOOTING
GROUND FAULT TROUBLESHOOTING AND ISOLATION
EQUIPMENT REQUIRED
VISUAL INSPECTIONS
MEGOHM METER (INSULATION) TEST PROCEDURE
DRIVE SYSTEM TESTS
AC GENERATOR CIRCUIT CHECKS
WIRE “7”
GENERATOR BRUSH BOXES AND STUDS
AC GENERATOR ROTOR
AC GENERATOR STATOR
VOLTAGE REGULATOR PANEL
GENERATOR BRUSH BOXES AND STUDS
MOTOR FIELD CIRCUIT CHECKS
FIELD CONVERTER PANEL
FRONT MOTORS
REAR MOTORS
WIRE “44”
AC LIGHTING CIRCUIT CHECKS
CONTROLLER CIRCUIT CHECKS
DC ARMATURE CIRCUIT CHECKS
DC MOTORS
BRAKING GRIDS
DC MOTOR CIRCUIT
ARMATURE CONVERTER PANEL
DYNAMIC FAULT TESTING
INTERMITTENT FAULT TESTS
MEGOHM TEST VALUE GUIDELINES
WORKSHEETS
SERVICE MANUAL
GROUND FAULT SYSTEM & MEGOHM TESTING PROCEDURE ML
Training only! Always use yourLIST

OF ILLUSTRATIONS
Figure 1. GROUND FAULT WARNINGS IN CAB
Figure 2. LINCS™ GROUND FAULT WARNING SCREEN
Figure 3. GROUND FAULT RESISTOR
Figure 4. CURRENT LEAKAGE PATH
Figure 5. LOCATION OF GROUND FAULT TEST SWITCH
Figure 6. GROUND FAULT TEST CIRCUIT
Figure 7. INSIDE OF ELECTRICAL CABINET – BACK OF CONTROLLER
Figure 8. LOCATION OF BATTERY DISCONNECT SWITCH
Figure 9. GROUND FAULT LIMITING RESISTOR ASSEMBLY
Figure 10. LOCATION OF GROUND FAULT LIMITING RESISTOR ASSEMBLY
Figure 11. CONNECTION ON BACK OF TRACTION CONTROLLER
Figure 12. NEUTRAL CONNECTIONS IN ELECTRICAL CABINET
Figure 13. DISCONNECTION WIRES N AND 7
Figure 14. BRUSH STUD INSPECTION
Figure 15. BRUSH STUD TYPICAL FAILURE MODES
Figure 16. SLIP RING INSPECTION (SHEET 1 OF 2)
Figure 18. 9B GENERATOR CONNECTIONS
Figure 19. VR PANEL INSPECTION
Figure 20. ELECTRICAL CABINET INSPECTION
Figure 21. FC PANEL INSPECTIONS
Figure 22. AC LIGHTS CIRCUIT BREAKERS
Figure 23. AC LIGHTING RELAYS
Figure 24. DC MOTOR FUSES
Figure 25. AC PANEL DISCONNECT
Figure 26. AC PANEL CONNECTIONS
SERVICE MANUAL
INTRODUCTION & FIGURES 1 & 2 ML
Training only! Always use your INTRODUCTION

If a Ground Fault occurs on a 50 series machine with LINCS™ an alarm screen will appear on
the cab display and a red alarm light will light.
Figure 1. GROUND FAULT WARNINGS IN CAB
The screen will show the following display.
Figure 2. LINCS™ GROUND FAULT WARNING SCREEN
SERVICE MANUAL
INTRODUCTION...CONT'D & FIGURE 3 ML
If the loader is moving at the time the ground fault alarm is triggered, traction control is
immediately removed from the operator and the system is commanded to zero speed, with
retard boost engaged.
If the loader is stopped, or if moving and as soon as the machine's speed is below 1/2 MPH,
the generator voltage output is disabled. (Generator line voltage will decay in approximately 2
to 3 seconds.) The operator should set the park brakes, shut down the engine and call service
personnel to inspect the machine.
The Electrical Drive System on the LeTourneau loader is isolated from the 24 VDC system,
including the LINCS™ (LeTourneau Integrated Network Control System). The only point of
electrical connection between the Electrical Drive System and the 24VDC systems is the
ground fault limiting resistor assembly. Machine ground is connected to one side of fault
limiting resistor and neutral to the other. The Prime/Ground Fault card (C-20) inside the
controller monitors the voltage across the ground fault limiting resistor assembly and will
generate a Ground Fault alarm if the voltage exceeds 50 volts AC or DC.
Figure 3. GROUND FAULT RESISTOR

A ground fault occurs when electrical current 'leaks' from the AC circuitry (including the DC
traction circuits) to the machine frame (Ground). The ground fault limiting resistor assembly
provides a return path for this 'leakage' current and therefore facilitates monitoring of ground
fault current flow by measuring the voltage between Generator Neutral and Machine Ground.
The 'leakage' may occur due to:
• Breakdown in electrical insulation
• Mechanical damage to electrical insulation
• Surface moisture from rain or cleaning
• Moisture ingress into insulation
• Build-up of conductive debris on components like brush gear in the motors or the main
generator
• Build-up of mud on the retard grids
• Wiring error
SERVICE MANUAL
INTRODUCTION...CONT'D & FIGURE 4 ML
Figure 4. CURRENT LEAKAGE PATH
GROUND FAULT RESET PROCEDURE

After the system test:
• Shut engine off
• Shut the LINCS™ computer down
• Reboot the LINCS™ computer with the key switch
• Restart the loader
It is mandatory that the persons conducting the ground fault system

testing and fault finding have an understanding of the loader electrical
system and are qualified to work on 500 VAC electrical systems. All
relevant statutory and mine site regulations, safety standards and rules
must be followed and all isolation procedures must be strictly adhered to.
SERVICE MANUAL
NOTES
SERVICE MANUAL
GROUND FAULT TEST SYSTEM & FIGURE 5 ML
Training only! AlwaysGROUND FAULT

use your machine TEST
original SYSTEM
documentation!
The Ground Fault Detection System must be tested at regular intervals during normal machine PM maintenance.
This procedure describes the testing and fault finding of the Ground Fault System.
The Ground Fault Test Switch (RH Instrument Panel) is used to test the machines ability to shut down in the
event of a ground fault in the high voltage AC or DC circuits.
When a fault occurs, the machine will begin a shut down process in the following sequence:
a. A one-second delay occurs to insure the fault is real. (The ground fault must be active for at least one
second.) Then the red dash warning light comes on, audible alarm sounds, traction is disabled and an
alarm screen indicating a ground fault has occurred appears on the LINCS™ computer monitor in the
operators cab.
Figure 5. LOCATION OF GROUND FAULT TEST SWITCH

b. Traction control is immediately removed from the operator and the system is commanded to zero speed,
with retard boost engaged. The machine goes into the dynamic braking mode if it is moving.
c. As soon as the machine's speed is below 1/2 MPH, the generator output is disabled. (Generator line
voltage will decay in approximately 2 to 3 seconds.) The operator should set the park brakes, shut down
the engine and turn off the loader. Reboot the computer to reset the ground fault.
The Ground Fault Test Switch is a two-position momentary rocker-type switch. When the upper portion of the
switch is pressed down for 1.5 seconds, it creates a ground fault (under controlled conditions) that will begin the
shutdown sequence as described above.
z The LINCS™ system requires the switch to be depressed for .5 seconds before accepting it as a valid
request to test the ground fault and close the relay. This is to assure that the operator has not bumped the
switch inadvertently.
z The next second is the actual ground fault.
SERVICE MANUAL
GROUND FAULT TEST SYS...CONT'D & FIGURE 6 ML
GROUND FAULT TEST SYSTEM COMPONENTS
The Ground Fault Test Circuit consists of the following key components. These are shown in
illustrations "GROUND FAULT TEST CIRCUIT" and "INSIDE OF ELECTRICAL CABINET -
BACK OF CONTROLLER".
• Connection to main generator tap winding (A12 - 120VAC). Note that the 9B generator in
the L-1350 has A12, B12, C12 tap leads. Only the A12 lead is used by the loader. The
other leads are terminated in the generator junction box but not used by the loader.
• Circuit breaker (CB15) located in electrical cabinet.
• Grounding resistor (R16) located in the electrical cabinet. (adjusted to 90 - 100 ohms).
Note that later machines will not have the R16 resistor.
• Relay (CR10) located in the electrical cabinet.
Normal function of the Ground Fault Test Circuit is as follows:
• Depress the Ground Fault switch on the instrument panel.
• LINCS™ provides a 1/2 second delay (to assure that the test switch has not been
bumped inadvertently).
• LINCS™provides a ground and closes the relay contacts (CR10).
• This completes the test circuit and the tap winding is connected to ground.
Figure 6. GROUND FAULT TEST CIRCUIT
SERVICE MANUAL
FIGURE 7 ML
Figure 7. INSIDE OF ELECTRICAL CABINET – BACK OF CONTROLLER
SERVICE MANUAL
NOTES
SERVICE MANUAL
GROUND FAULT TEST SYSTEM TROUBLESHOOTING ML
GROUND
Training FAULT
only! Always use yourTEST SYSTEM
machine TROUBLESHOOTING
Should the ground fault test system not function during the test procedure, this may be due to
one or more of the following faults;
a. The Ground Fault Test Circuit is not functioning. Refer to illustrations "GROUND FAULT
TEST CIRCUIT" and "INSIDE OF ELECTRICAL CABINET - BACK OF CONTROLLER".
1. Check that the relay (CR10) is being energized and the contacts are closing.
2. Check that the circuits from the generator tap to the relay, and from the relay to the
grounding resistor are correctly connected.
3. Check that R16 resistor (if used) is correctly adjusted and properly connected to
machine ground.
b. There is a 'hard' fault to ground in the Electrical Drive System
1. Follow the ground fault isolation procedure to locate this fault.
The ground fault test circuit must be thoroughly tested and proven
functional, AND, the absence of a 'real' ground fault must be proven before
moving to steps "c" or "d".
c. The ground fault detection circuit located on card C20 PRIME/GROUND FAULT in the
traction controller may not be functioning. Card C20 in the traction controller should be
replaced and the system tested again.
d. The LINCS™ system monitors the ground fault system via the Controller Remote
Interface Card RI3. It is possible that this card (located in the bottom row in the traction
controller) may be triggering a 'false' fault condition. Change the Remote Interface card
and retest the loader.
e. Should the card C20 change and/or the Remote Interface change not remedy the fault,
the wiring between the card C20 and the machine Neutral and the machine Ground
should be thoroughly checked for any loss of continuity or other wiring faults.
SERVICE MANUAL
NOTES
SERVICE MANUAL
GROUND FAULT TROUBLESHOOTING & ISOLATION ML
GROUND FAULT
Training only! Always TROUBLESHOOTING
use your AND ISOLATION
The purpose of this procedure is to provide a systematic method of locating and correcting
ground fault problems. The proper use of this procedure and associated schematics should
enable the service technician to quickly isolate and correct the difficulty.
The procedure below describes megohm (insulation) testing of the loader. Following this
procedure will ensure the machine is not damaged by the high voltage produced by the
megohm meter and should enable rapid isolation of the insulation fault.
Use only megohm meters having a 500-volt output. Do not test any part of
the LeTourneau loader system at voltages higher than 500 volts, unless
specifically instructed in this or other LeTourneau written procedures.
EQUIPMENT REQUIRED
z An electronic megohm meter capable of performing the insulation test at a voltage of
500 Volts DC. (Hand-cranked types may not be used for SCR panel checks due to
uneven output voltage.)
z Standard hand tools to remove covers and access panels.
z Some sites may have locks on the Electrical Drive System cabinets. Where
necessary, complete site specific access permits or other access authorization
documents and obtain the keys to unlock the cabinets.
VISUAL INSPECTIONS
The following visual inspections are recommended as these are common areas in which a
ground fault is typically found.
a. Inspect the 4 traction motors for signs of a flashover.
b. Inspect the braking grids for signs of wet or contaminated grids.
c. Inspect the generator brush holder studs for signs of burning or broken insulation.
If a problem is not found in the previous visual inspections, proceed with the following steps in
order to quickly isolate the problem.
Ground faults can be difficult to locate. This detailed procedure systematically tests each
group of components in sequence, branching to individual components as required by the
readings obtained. When each electrical test is conducted, the reading obtained on the
megohm meter should be compared to the ideal values listed in APPENDIX 1. APPENDIX 1
also includes more details on the locations of possible faults, once isolated in this procedure.
If the respective value is below the desired value, the 'fault' must be resolved before
progressing to the next step.
a. The battery isolation switch should be opened (Turned OFF), and locked out.
SERVICE MANUAL
GFAULT TRBLHOOTING & ISOLATION...CONT'D & FIGURES 8 & 9 ML
Figure 8. LOCATION OF BATTERY DISCONNECT SWITCH

b. Open the upper and lower doors of the left ladder box.
c. Remove one wire on the fault current limiting resistor box. This will open the Ground
Fault limiting resistor circuit. The resistor box is located at the top of the lower cabinet,
but the terminal strip is accessed from the upper cabinet. The two wires are labeled "N"
and "GND". Remove and insulate either one or both. Please note sketch below for
terminal strip location.
Figure 9. GROUND FAULT LIMITING RESISTOR ASSEMBLY
SERVICE MANUAL
FIGURE 10 ML
Figure 10. LOCATION OF GROUND FAULT LIMITING RESISTOR ASSEMBLY
SERVICE MANUAL
FIGURE 11 ML
The Ground Fault Current Limiting circuit must be reconnected before the
machine is operated at high idle (Main Generator is excited). The Ground
Fault system will trip out if the main generator is excited while the fault
current limiting resistors are Open Circuit. (This is due to the small voltage
differential present between the Generator Neutral and Machine Ground,
which is below the 'trip voltage' of the circuit with the ground fault limiting
resistors in circuit. When the ground fault limiting resistors are open
circuit, the monitoring circuit reacts to this very small voltage, and trips the
ground fault system into the Fault mode.)
d. Remove the interconnect plugs on the rear of the traction controller as shown in
illustration "CONNECTIONS ON BACK OF TRACTION CONTROLLER". All
interconnect plugs must be removed. These connectors are labeled "I1", "I2", "FC/VR",
AC1", "AC2", "AC3" and "AC4". Disconnect the "CAN" connectors at the bottom of the
traction controller.
SERVICE MANUAL
FIGURE 11 ML
Figure 11. CONNECTIONS ON BACK OF TRACTION CONTROLLER
SERVICE MANUAL
GFAULT TRBLSHOOTING & ISOLATION...CONT'D ML
e. Locate a good Ground connection in the electrical cabinet. Connect the ground lead from
Training
the megohmonly!meter
Always to use
this your
point.machine original
Test the grounddocumentation!
point using the megohm meter to another
ground point to verify the connection.
1. Verify that the Ground strap between the electrical cabinet and the loader frame is
properly connected and that the connection points are not corroded. The ground strap
is typically underneath the bottom of the cabinet to the rear.
DRIVE SYSTEM TESTS
a. The Drive System circuit includes:
1. AC generator stator and output cables.
2. AC generator rotor and voltage regulator panel.
3. Motor field converter panel and motor fields (all four motors).
4. Motor armature converter panels (all four) and motor armatures.
5. AC lighting.
6. Interconnecting wiring for the above circuits.
a.) Connect the megohm meter test lead to the machine Neutral connection. Test the
insulation by operating the megohm meter in accordance with the manufacturers
instructions.
1.) If the insulation is below an acceptable reading (see APPENDIX 1), the fault
lies in the Drive System AC circuitry. Go to step "b.)" now.
2.) If the insulation resistance is good then the problem lies in one or more of the
Drive System DC circuits. Disconnect the megohm meter test lead from the
Neutral connection and go to DC Armature Circuit Tests now.
Due to the remote possibility of a fault of one or more armature converter

panel SCRs being 'shorted' prior to megohm testing, it is recommended
that the initial test of the system include a test of all four motor armature
circuits as outlined in DC ARMATURE CIRCUIT TESTS, now.
a.If the Drive System test “Drive System Tests a.6” shows
a loss of insulation and all four armature converter
circuits (step " DC ARMATURE CIRCUIT TESTS") test
good, continue with step "Drive System Tests a.6.a"
now.
b. If one or more armature converter circuits have low
insulation in step " DC ARMATURE CIRCUIT TESTS",
go to step "DC MOTOR" now and resolve the fault in that
circuit and then REPEAT STEP "Drive System Tests
a.6.b".
b.) Disconnect and separate the wires on the Neutral insulator post illustrated in
illustration "NEUTRAL CONNECTIONS IN ELECTRICAL CABINET". This post is
located below the large AC fuses in the upper cabinet. (This will enable the
following circuits to be tested individually.)
SERVICE MANUAL
FIGURE 12 ML
Figure 12. NEUTRAL CONNECTIONS IN ELECTRICAL CABINET
SERVICE MANUAL
GFAULT TRBLSHOOTING & ISOLATION...CONT'D & FIGURE 13 ML
c.) AC Generator Circuit Checks

The generator shaft drive hub, bearing and key are electrically insulated on some
generators. Do not connect the megohm tester to these components as false or
misleading readings may result.
See also Dynamic Fault Testing section (step "DYNAMIC FAULT TESTING") for
more rotor testing information.
1.) Wire "7". Wire "7" connects the voltage regulator panel to the generator brush
gear for main generator excitation.
(a) Disconnect "7" wire in the generator junction box at the rear of the left
ladder box.
(b) Disconnect "7" wire on the VR panel.
(c) Disconnect "7" wire lead inside the generator.
(d) Disconnect from both the brush boxes inside the generator.
(e) Connect the megohm meter to the main phase leads and then wire "7"
and test each section of wire "7" insulation to machine ground.
The generator brush gear consists of 4 brush boxes in 2 pairs, one pair at the top,
the other pair at the bottom. Each pair of brush boxes must be connected in the
same physical orientation between wire "7" and Neutral. The "7" wire comes in
and connects to one brush box. A jumper then connects to the other brush box.
Be sure to disconnect the wire from the brush boxes. (Some generators have
staggered brush boxes.)
Figure 13. DISCONNECTION WIRES N AND 7
SERVICE MANUAL
FIGURES 14 & 15 ML
2.) Generator Brush Boxes And Studs
Training only! Always use yourmegohm
(a) Connect machinemeter
between each brush box and ground.
(b) Test for insulation resistance.
(c) Visually inspect each brush stud between brush holders for any
signs of burning or swelling.
(d) Feel 100% around OD of each brush stud for signs of burning or
swelling.
Figure 14. BRUSH STUD INSPECTION
Figure 15. BRUSH STUD TYPICAL FAILURE MODES
SERVICE MANUAL
GFAULT TRBLSHOOTING & ISO...CONT'D & FIGURE 16 SHEET 1 OF 2 ML
3.) AC Generator Rotor
(a) Lift all 8 brushes from the slip rings inside the AC generator (upper
and lower sets, 8 brushes).
(b) Remove the brush holders from the studs.
(c) Inspect the studs again for any signs of damage or burning
underneath the brush holders.
(d) Connect the megohm meter between the generator hub retainer bolt
or a clean part of the rotor iron and one slip ring.
(e) Megohm test the rotor.
(f) If the rotor tests high - then the problem is in the #7/N wiring, brush
studs and brush holders.
(g) If the rotor tests low - then the problem is in the rotor. Inspect the
area at the end of the slip rings. If this area is contaminated then
cleaning may clear the fault. If there is burning elsewhere or a hard
internal ground is indicated then rotor repair in a rebuilder will be
required.
Prior to making a decision to remove a generator for a rotor that is

indicating a ground - it is important to assure that the rotor has been fully
isolated with the brush boxes removed. Generators in various locations
have been removed from loaders only to find the problem was a failed
brush stud that had not been located due to faulty inspection procedures.
SERVICE MANUAL
FIGURES 17 & 18 ML
4.) AC Generator Stator

(a) Disconnect all the generator output leads in the generator junction
box (located at the rear of the left ladder box) and isolate each lead
so that they cannot touch anything. (All main phases, both tap
winding sets, generator excitation cable and all the neutrals).
(b) Connect the megohm meter to each of the main phase leads in turn
and test the generator insulation to machine ground.
Figure 18. 9B GENERATOR CONNECTIONS
SERVICE MANUAL
GFAULT TRBLSHOOTING & ISO....CONT'D & FIGURE 19 ML
5.) Voltage Regulator Panel
(a) Disconnect the 3 ACoriginal
cables documentation!
supplying the voltage regulator panel.
(b) Disconnect the "7" and Neutral wires.
(c) Disconnect the controller harness plugs from the panel.
(d) Connect the megohm meter to the main phase buss bar terminals
and machine ground and test.
(e) Connect the megohm meter to the "7" terminal and ground and test
the voltage regulator panel insulation to machine ground.
Figure 19. VR PANEL INSPECTION

(f) Remove the inspection covers on the electrical cabinet and check
the back side of the VR, FC and AC panels for anything that might
have wedged between a heat sink and the cabinet. Refer to
illustration "ELECTRICAL CABINET INSPECTION".
(g) Look for anything loose that might be grounding intermittently.
SERVICE MANUAL
GFAULT TRBLSHOOTING & ISO...CONT'D & FIGURE 20 ML
Figure 20. ELECTRICAL CABINET INSPECTION
6.) Generator Brush Boxes And Studs

(a) Connect megohm meter between each brush box and ground.
(b) Test for insulation resistance.
(c) Visually inspect each brush stud between brush holders for any signs
of burning or swelling.
(d) Feel 100% around OD of each brush stud for signs of burning or
swelling.
SERVICE MANUAL
d.) Motor Field Circuit Checks
Training only!
1.) Always use your machine
Field Converter Panel original documentation!
(a) Disconnect the 3 AC cables supplying the inductor coils located in the
bottom of the left ladder box.
(b) Disconnect the controller harness plugs from the FC panel.
(c) Disconnect the 44N and 44P wires from the FC panel. Refer to
illustration "FC PANEL INSPECTION".
(d) Connect the megohm meter to the main phase buss bars and then
the 44N and 44P wires and test each of the items on the FC panel
insulation to machine ground.
(e) If a fault is located in this circuit, disconnect the inductor coils and test
each coil individually.
Figure 21. FC PANEL INSPECTION

2.) Front Motors
(a) Disconnect and isolate the field leads for each motor in the front axle.
(b) Connect the megohm meter to the field leads (wires 44 and N).
(c) Test the motor field insulation to machine ground.
3.) Rear Motors
(a) Disconnect and isolate the field leads each motor in the rear axle.
(b) Connect the megohm meter to the field leads (wires 44 and N).
(c) Test the motor field insulation to machine ground.
SERVICE MANUAL
4.) Wire "44"
Training only! Always use44
(a) Wire your machine
begins original
at the 44N anddocumentation!
44P connections on the field converter
panel and becomes the 44 wire, which goes to each axle.
(b) Disconnect and isolate the 44 wire in each axle.
(c) Disconnect and isolate the 44N and 44P connections at the field
converter panel.
(d) Connect the megohm meter to the 44 wire and test the insulation to
machine ground.
e.) AC Lighting Circuit Checks
1.) Open the AC lighting circuit breakers. (Turn to the OFF position).
Figure 22. AC LIGHTS CIRCUIT BREAKERS
SERVICE MANUAL
Turn the
2.) Always
Training only! useAC lighting
your switches
machine OFF
original in the cab.
documentation!
3.) Megohm test the AC system again. If the fault has cleared, then the fault
is in the wiring to the AC lighting relays.
4.) Megohm test each individual AC lighting circuit (wire 121, 122 and 123) to
determine which circuit has the problem.
5.) Isolate the circuit further in the electrical cabinet (pull the Octal-Plug relay)
and megger each part of the lighting circuit again.
6.) Be sure that the neutral side of each lighting circuit has been isolated from
Neutral.
SERVICE MANUAL
FIGURE 23 ML
The lighting relays will have a small bead of RTV 735 silicone sealant
around the base. This serves two functions - sealing the contact pins and
keeping the relay canister securely in place.
Figure 23. AC LIGHTING RELAYS
SERVICE MANUAL
Some lights have common Neutral connections back to the electrical

cabinet. Separate these common connections in the junction box and test
each individual light circuit again.
f.) Controller Circuit Checks
Do Not use the megohm meter for any testing within the controller. Use
only a digital ohmmeter for all controller circuit testing. DO NOT subject
ANY controller cards to more than 30 volts.
1.) The Machine Ground and Generator Neutral circuits enter the controller to
connect to the C20 card, where ground fault monitoring is performed.
Several AC derived circuits also enter the controller. Refer to the
Controller Interconnect Diagram, located in the SCHEMATICS section of
the machine's SERVICE MANUAL.
2.) Pull all the cards from the traction controller and ensure that all of the
canon connectors are removed from the back of the controller as shown in
illustration "CONNECTIONS ON BACK OF TRACTION CONTROLLER".
3.) Check for any continuity (using an ohm meter) between the neutral circuit
within the traction controller and the Ground or Common circuit within the
traction controller. These circuits can be located by using and extender
board in traction controller slot for Card 20. (DO NOT install Card 20
during this test.) Verify the pin numbers for N and Common for your
machine by referring to the Controller Interconnect Diagram, located in the
SCHEMATICS section of the machine's SERVICE MANUAL.
4.) Check for any continuity (using an ohmmeter) between any main phase
(A, B, or C) or tap phase (A19, B19 or C19) and ground or Common circuit
within the traction controller. These circuits can be located on the terminal
strips in the base of the traction controller, accessed by removing the rear
panel of the traction controller housing. Physically inspect the "Six-Phase"
transformer located in the top of the traction controller. Look for broken
wires or damaged insulation around the solder tabs on the six-phase
transformer.
SERVICE MANUAL
Figure 24. DC MOTOR FUSES

b. DC Armature Circuit Tests
1. Locate the DC motor fuses. Verify the continuity of all four fuses.
2. Connect the megohm meter test lead DC motor fuse for motor 1 in the lower cabinet.
This will test the insulation of the motor DC circuit.
3. Repeat this test for each of the 4 motor circuits.
4. If the insulation is above the acceptable reading (Refer to APPENDIX 1) on all four
motor circuits, go to DYNAMIC FAULT TESTING now.
5. If any one or more DC motor circuits are below an acceptable reading, continue with
the following steps for the respective motor circuit.
a.) Disconnect the DC motor from the armature converter panel by removing and
insulating the 58X and 55XA cables from each armature converter in turn.
b.) Connect the megohm meter to either cable and test the insulation of the DC
motor to machine ground.
c.) If the fault is in the DC motor circuit (cable 58X or 55XA to ground was below an
acceptable reading), then go to step "DC MOTOR CIRCUIT" now.
d.) If the DC motor was OK, go to the braking grid circuit test in step "BRAKING
GRIDS" now.
SERVICE MANUAL
Figure 25. AC PANEL DISCONNECT
The "X" in the wire numbers represents each of the respective motor
numbers. For example: For the "55XA" cable on motor number 3, the cable
number will be "553A".
6. Braking Grids
a.) Connect the megohm meter between machine ground and cable 55XB (still
connected to the armature converter panel).
b.) Test the insulation of the braking grid and cabling for that motor circuit,
including the armature converter panel.
c.) If this test proves the retard grid and cabling is below an acceptable reading,
continue with step "BRAKING GRIDS d." now, otherwise, go back to step "DC
ARMATURE CIRCUIT TESTS a.)".
d.) Disconnect the cables marked 55XB and 58XB from the armature converter
panel.
e.) Connect the megohm meter to either cable 55XB or 58XD
f.) Test the insulation to machine ground.
g.) If the test proves the retard grids are OK, go to step "ARMATURE
CONVERTER PANEL" now.
h.) If the megohm reading is low then the fault lies in the braking grid resistors
and/or the cabling between the armature converter panel and the grids.
i.) Open the rear grill cover at the retard grids and swing out the grids.
j.) Locate the respective grid set for the circuit in question (motor 1 = upper left,
motor 2 = upper right, motor 3 = lower left, motor 4 = lower right).
k.) Remove the connector links between the individual grids and test the
insulation of the grids (singularly or in groups) to isolate the fault location.
l.) Inspect the large DC cabling between the main electrical cabinet and the
retard grid resistors.
m.) Remove the shields and covers over the cabling along the left side of the
machine frame near the generator and check for insulation damage.
n.) Check the cable bundle where it passes below the radiator for damage or
abrasion.
SERVICE MANUAL
7. DC Motor Circuit
Training
a.) only! Always
If the use your
fault was machine
isolated to theoriginal
cablingdocumentation!
and or DC motor circuit, go to the axle
and disconnect the motor "A" and "B" leads from the stand-off in the axle.
b.) Connect the megohm meter to the cables between the armature converter
panel and the axle stand-off and test the cable insulation to machine ground.
c.) Remove all DC motor brushes from the motor being tested. Keep the brushes
in order for re-installation after testing. Connect the megohm meter between
the motor "A" or "B" leads and test the insulation to machine ground.
d.) Place one lead of the megohm meter onto the motor shaft or brake disk.
Connect the other lead to a commutator bar, in an area away from the brush
tracks. Test the insulation of the armature windings.
If the ground fault has been identified to one or more motors suffering a
flashover or other arcing damage within the motor, the traction control
system should be thoroughly tested (armature converter wave forms, refer
to the section of the SERVICE MANUAL entitled PREVENTIVE
MAINTENANCE SCHEDULES - 500-HOUR INSPECTION AND SERVICE) for
correct operation before placing the machine back into service, as the
flashover may re-occur if the initiating fault is not identified.
Figure 26. AC PANEL CONNECTIONS
SERVICE MANUAL
8. Armature Converter Panel

a.) Disconnect the main "A", "B" and "C" phase leads from the SCR buss bars.
b.) Disconnect the interface connectors on the interface card at the left hand end of
the armature converter panel.
c.) Disconnect the 55XA, 55XB, 58X and 58XD leads from the armature converter
panel.
d.) Connect the megohm meter from each phase lead buss bar to machine ground
in turn and test the insulation of the phase buss bars to machine ground.
e.) Connect the megohm meter to each of the 55XA, 55XB, 58X and 58XD
terminals and test the insulation to machine ground.
f.) Check the back side of the panel for any material that may have shorted out the
back of the panel to the electrical cabinet.
If no insulation faults have been located at this point, the fault may have
been due to moisture ingress or some temporary loss of insulation.
Typically, if the machine is at operating temperature, moisture related
faults will normally clear in a few minutes. Check braking grids for
excessive dirt build-up and any area where moisture may have entered the
electrical system. If the moisture has dried out, the fault may have
temporarily cleared, but will return when the moisture ingress next occurs.
Thorough cleaning of the affected area and/or resealing of the enclosure
will prevent recurrence of the fault in that location.
9. Dynamic Fault Testing

If the Ground Fault only occurs when the machine is in motion, either motoring or
retarding, the following checks should be conducted.
a.) Refer to step "Controller Circuit Checks", and check the controller internal
circuitry.
b.) Retard Grids
1.) Check for loose radiator stay bars or other objects touching the grids or
links while the machine is in motion.
c.) DC Motors
1.) Check all cabling is secured away from brake disks and that the brush
springs are securely installed.
2.) Check for damaged pigtail leads or other loose connections in or around
the motors.
d.) Cable Damage
1.) Check for cable bundles which may be rubbing on the machine frame or
other components, particularly where cabling may have been released
from the support clamps recently.
SERVICE MANUAL
e.) Where the ground fault is coincidental with some particular action, e.g.;
releasing the park brake or initiating retard mode at high speed or switching on
the high voltage lights, review the electrical schematics and controller logic
diagrams carefully, noting which circuits are energized during those modes of
operation. Close inspection of the associated circuits may lead to rapid fault
location.
f.) Some instances have been recorded where the ground fault occurred after the
generator was initially excited, but just before the engine speed stabilized at
high idle, or, the fault does not occur in 'Shop Mode'. In this event, the fault
may be internal inside the generator rotor, where a winding connection lead is
being affected by centrifugal force as the rotor (engine) speed increases.
10. Intermittent Fault Tests
a.) If the fault is sporadic, inspect all cables and connections, look for tracking on
or around any high voltage insulators in the axles, junction boxes and main
electrical cabinet fuse buss bars, or through any accumulated debris near any
high voltage circuitry.
b.) Look for fluid leakage points and note any accumulation of coolant, fuel, oil or
grease near any high voltage componentry.
c.) Check both axle housings are dry.
11. If the Ground Fault detection system is still indicating a fault, and the entire system
has been tested and proven to be clear of any faults, then see GROUND FAULT
DETECTION SYSTEM FAULT FINDING.
At the completion of testing and repair procedures, check all terminations are correctly
installed, tightened and covers installed, including:
• Reconnect the ground fault current limiting resistors (wires "N" and "GND").
• Reconnect the cables at the Neutral standoff located below the main AC fuses in the
electrical cabinet.
• Refit all connectors to the traction controller.
• Remove any isolations in force and refit cabinet locks if equipped.
Run the machine to verify the fault has been cleared and return the machine to production.
SERVICE MANUAL
NOTES
SERVICE MANUAL
APPENDIX 1 Megohm Test Value Guidelines ML
APPENDIX
Training only! 1 Megohm
Always use your Test
machine original Value Guidelines
documentation!
1. GENERATOR
Refer to AC GENERATOR DIAGNOSTICS AND ADJUSTMENTS for specific resistance criteria. The
values are temperature dependant and must be calculated according to the winding temperature.
As a general indication, if the generator phase windings and rotor windings are greater than 10
megohms, there is no reason for concern. If the readings are below this value, the above literature
must be consulted to qualify any readings.
2. DC MOTOR
Refer to "Taking Care Of Your DC Motor", Part 2 (located in the machine's SERVICE MANUAL) for
specific resistance criteria. The values are temperature dependant and must be calculated according
to the winding temperature.
As a general indication, if the motor field windings and armature/interpole windings are greater than 10
megohms, there is no reason for concern. If the readings are below this value, the above literature
must be consulted to qualify any readings.
3. SCR PANELS
Typically, these panels are higher than 15 megohms. If the reading is below 15 megohms, but above 5
megohms, then thorough cleaning (removal of accumulated dust) is typically all that is required.
Where the value is below 5 megohms but above 0.5 megohms, dirt, moisture and corrosion are the
cause, and have become lodged in areas such as under terminal strips or between the heat sinks and
the cabinet structure. Make sure the panel is completely dry.
Where the value is below 0.5 megohms, look for hard faults such as mechanical contact on heat sinks
or foreign debris lodged between the heat sinks and the cabinet structure.
4. TRACTION CONTROLLER AND LINCS DIGITAL SYSTEM
Never apply "megger" testing to any components in these systems.
The Traction Controller can be checked using only a Digital Ohm Meter (Multi-Meter) and must never
be subjected to more than 30 volts DC.
The LINCS Digital Control system is isolated from the Traction System and will not impact on insulation
testing and ground faults.
5. ALL OTHER COMPONENTS AND CABLING
Typically the reading will be above 2 megohms and often near infinity for any other components and the
interconnecting cabling. Where the values are lower, but not a hard fault, check for moisture or debris,
corrosion or mechanical contact through physical damage (rubbed through) to the insulation.
Cable bundles may be the source of a fault if dirt and debris is allowed to
accumulate on or in the bundles. Abrasion of the cable insulation may result and
the fault may only occur when the cable bundle is moved slightly from its resting
position. When testing cable bundles, use an insulated lever to move the bundle
while the megohm meter is active.
If the fault is a hard ground, then mechanical contact with the conductor is most
probable. Check for loose components or crushed or damaged cabling, etc.
SERVICE MANUAL
NOTES
SERVICE MANUAL
GROUND FAULT TROUBLESHOOTING WORKSHEET ML
GROUND
Training only! FAULT
Always use TROUBLESHOOTING
your machine WORKSHEET
PROCEDURE DESCRIPTION RESULT
Permanent Ground Fault yes no
Ground Fault Test Circuit Functioning yes no
MEGOHM METER TEST Battery disconnect OFF yes no
PROCEDURE "a"
MEGOHM METER TEST Disconnect Ground Fault limiting resistor yes no
PROCEDURE "c"
MEGOHM METER TEST Remove interconnect canon plugs on controller yes no
PROCEDURE "d"
MEGOHM METER TEST Locate good ground connection yes no
PROCEDURE "e"
DRIVE SYSTEM TESTS - AC Megohm reading between N and GND
GENERATOR CIRCUIT
CHECKS - WIRE 7
DRIVE SYSTEM TESTS - AC Separate N connections at terminal post yes no
GENERATOR CIRCUIT
CHECKS - WIRE 7
DRIVE SYSTEM TESTS - AC Disconnect wire 7 at VR panel, Gen Jct box, inside yes no
GENERATOR CIRCUIT generator, from brush boxes
CHECKS - GENERATOR
BRUSH BOXES AND STUDY
DRIVE SYSTEM TESTS - AC Megohm reading between each brush box and GND
GENERATOR CIRCUIT Megohm reading between 7 wire (between junction
CHECKS - WIRE 7 box and brush holder) and GND
Megohm reading between 7 wire (jumper wire) and
GND
Megohm reading between 7 wire (between junction
box and VR panel) and GND
DRIVE SYSTEM TESTS - AC Visual and touch inspection of each brush holder stud yes no
GENERATOR CIRCUIT
CHECKS - GENERATOR
BRUSH BOXES AND STUDS
DRIVE SYSTEM TESTS - AC Remove brushes and brush holders yes no
GENERATOR CIRCUIT
CHECKS - AC GENERATOR
ROTOR
DRIVE SYSTEM TESTS - AC Megohm reading between slip ring and GND
GENERATOR CIRCUIT
ROTOR
DRIVE SYSTEM TESTS - AC Disconnect all stator leads in generator junction box yes no
GENERATOR CIRCUIT
STATOR
SERVICE MANUAL
GROUND FAULT TROUBLESHOOTING WORKSHEET...CONT'D ML
DRIVE SYSTEM TESTS - AC GENERATOR Megohm reading between each yes no
Training
CIRCUIT only! Always
CHECKS use your machine
- AC GENERATOR STATOR original
lead anddocumentation!
ground
A - GND (Lead 1)
A - GND (Lead 2)
A - GND (Lead 3)
A - GND (Lead 4)
B - GND (Lead 1)
B - GND (Lead 2)
B - GND (Lead 3)
B - GND (Lead 4)
C - GND (Lead 1)
C - GND (Lead 2)
C - GND (Lead 3)
C - GND (Lead 4)
A19 - GND
B19 - GND
C19 - GND
A12 - GND
A12 - GND
A12 - GND
N - GND
7 - GND
DRIVE SYSTEM TESTS - AC GENERATOR Disconnect all leads to VR panel yes no
CIRCUIT CHECKS - VOLTAGE REGULATOR Megohm readings on panel yes no
PANEL A bus - GND
B bus - GND
C bus - GND
7 terminal - GND
Pull side cover on electrical yes no
cabinet and inspect back side of
panel
DRIVE SYSTEM TESTS - MOTOR FIELD Disconnect all leads to FC panel yes no
CIRCUIT CHECKS - FIELD CONVERTER PANEL A bus - GND
B bus - GND
C bus - GND
44N terminal - GND
44P terminal - GND
DRIVE SYSTEM TESTS - Disconnect and isolate fields on yes no
MOTOR FIELD CIRCUIT CHECKS - FRONT front motors
MOTORS Megohm reading LF motor field
Megohm reading RF motor field
DRIVE SYSTEM TESTS Disconnect and isolate fields on yes no
MOTOR FIELD CIRCUIT CHECKS - REAR rear motors
MOTORS Megohm reading LR motor field
Megohm reading RR motor field
SERVICE MANUAL
DRIVE SYSTEM TESTS - Isolate wire 44 at panel and axles yes no
Training
MOTOR only!
FIELD Always use your machine original documentation!
CIRCUIT 44 - GND (front lead)
CHECKS - WIRE 44
44 - GND (rear lead)
DRIVE SYSTEM TESTS - AC Open AC lighting circuit breakers yes no
LIGHTING CHECKS "1"
DRIVE SYSTEM TESTS - AC Megohm reading main AC circuits to see if GF has
LIGHTING CHECKS "3" cleared
A - GND
B - GND
C - GND
DRIVE SYSTEM TESTS - AC If problem found in lighting - check each circuit yes no
LIGHTING CHECKS "4" 121 - GND
122 - GND
123 - GND
DRIVE SYSTEM TESTS - AC Megohm reading for individual lighting circuit yes no
LIGHTING CHECKS "5" Megohm reading side 1 of relay (121, 122 or 123)
Megohm reading Side 2 of relay (121P, 122P or 123P)
DRIVE SYSTEM TESTS - Remove cards and canon connectors to isolate yes no
CONTROLLER CIRCUIT "4" controller
DRIVE SYSTEM TESTS - Locate N and Common pin numbers on C20 - Card yes no
CONTROLLER CIRCUIT "4" Interconnection Diagram
Ohm meter (NOT MEGGER) reading between N and
Common on extender board
DRIVE SYSTEM TESTS - Locate phase and tap connections on terminal strip yes no
CONTROLLER CIRCUIT "4" Ohm meter (NOT MEGGER) readings between phases, yes no
taps and Common
A - Common
B - Common
C - Common
A19 - Common
B19 - Common
C19 - Common
DRIVE SYSTEM TESTS - DC Megohm reading from each DC fuse to GND yes no
ARMATURE TESTS "1" Fuse continuity (all four fuses)
551 - GND
552 - GND
553 - GND
554 - GND
DRIVE SYSTEM TESTS - DC If a reading is found low above - remove 58 and 55 yes no
MOTOR DISCONNECT cables from problem AC panel
Megohm reading cable 58X to GND
Megohm reading cable 55X to GND
SERVICE MANUAL
DRIVE SYSTEM TESTS - BRAKING If reading low in DC Armature Circuit Tests - yes no
GRIDS original55XB
Megohm reading documentation!
to GND for problem panel
Isolate cables 55XB and 58XB
Megohm reading 55XB cable
Megohm reading 55XB on panel
Megohm reading 58XB cable
Megohm reading 58XB on panel
Disconnect and isolate grids in problem circuit and yes no
check individual grids
Grid 1
Grid 2
Grid 3
Grid 4
Grid 5
Grid 6
DRIVE SYSTEM TESTS - DC MOTOR If problem in motors, disconnect leads in axle yes no
CIRCUIT "1"
DRIVE SYSTEM TESTS - DC MOTOR Megohm reading lead to axle 55X - GND
CIRCUIT "2" Megohm reading lead to axle 58X - GND
Megohm reading motor lead A - GND
Megohm reading motor lead B - GND
DRIVE SYSTEM TESTS - DC MOTOR Remove brushes from motor being tested yes no
CIRCUIT "3" Megohm reading motor lead A - GND
Megohm reading motor lead B - GND
DRIVE SYSTEM TESTS - DC MOTOR Megohm reading from commutator bar - GND
CIRCUIT "4"
DRIVE SYSTEM TESTS - If problem appears to be in AC panel - disconnect yes no
ARMATURE CONVERTER PANEL and isolate AC panel
DRIVE SYSTEM TESTS - Phase A - GND
ARMATURE CONVERTER PANEL "4" Phase B - GND
Phase C - GND
DRIVE SYSTEM TESTS - 55XA - GND
ARMATURE CONVERTER PANEL "5" 55XB - GND
58XA - GND
58XB - GND
DRIVE SYSTEM TESTS - Inspect back side of panel for ground connection yes no
ARMATURE CONVERTER PANEL "6"
DRIVE SYSTEM TESTS - DYNAMIC Inspect for loose radiator bars or other objects yes no
FAULT TESTING "b" touching grids
DRIVE SYSTEM TESTS - DYNAMIC Inspect motor 1 to be sure no cables near brake yes no
FAULT TESTING "c" disk, loose brushes or loose springs
Inspect motor 2 to be sure no cables near brake yes no
disk, loose brushes or loose springs
SERVICE MANUAL
DRIVE SYSTEM TESTS - DYNAMIC Inspect cable bundles yes no

Training
FAULT only!"d"Always use your
TESTING machine original documentation!
DRIVE SYSTEM TESTS - DYNAMIC Inspect circuits related to repeatable GF yes no
FAULT TESTING "e"
DRIVE SYSTEM TESTS - DYNAMIC Inspect generator rotor for loose connections yes no
FAULT TESTING "f" related to rpm
DRIVE SYSTEM TESTS - Inspect high voltage cables and connections for yes no
INTERMITTENT FAULT TESTS "a" accumulated debris or tracking
DRIVE SYSTEM TESTS - Inspect high voltage components for fluid yes no
INTERMITTENT FAULT TESTS "b" contamination
DRIVE SYSTEM TESTS - Check for dry axles yes no
INTERMITTENT FAULT TESTS "c"
SERVICE MANUAL
NOTES
LeT-38
GROUND FAULT SYSTEM AND MEGOHM
TESTING PROCEDURE
SR LOADERS
SERVICE MANUAL
NOTES
SR GROUND FAULT SYSTEM & MEGOHM TESTING PROC
Training only! Always useGROUND

FAULT documentation!
SYSTEMAND
MEGOHM TESTING PROCEDURE
FOR SR LOADERS
LETOURNEAU, INC.
LET-38
TABLE OF CONTENTS
INTRODUCTION
GROUND FAULT SYSTEM TESTING
GROUND FAULT DETECTION SYSTEM FAULT-FINDING
GROUND FAULT ISOLATION PROCEDURE
EQUIPMENT REQUIRED
GROUND FAULT TESTS
AC SYSTEM TESTS
AC GENERATOR CIRCUIT CHECKS
AC LIGHTING CIRCUIT CHECKS
MOTOR SYSTEM TESTS
SR SYSTEM TESTS
CONVERTER TESTS
SR MOTOR TESTS
BRAKING GRIDS
SR MOTOR CIRCUIT
INTERMITTENT FAULT TESTS
FAULTS WHEN OPERATING
RESTARTING
GENERATOR
SR MOTOR
CONVERTER PANELS
LINCS DIGITAL SYSTEM
ALL OTHER COMPONENTS AND CABLING
Figure 1. GROUND FAULT CURRENT LIMITING RESISTOR ASSEMBLY
SERVICE MANUAL
NOTES
INTRO, GFAULT SYS TEST, GFAULT DETECT SYS FAULT-FINDING

INTRODUCTION
The purpose of this procedure is to provide a systematic method of locating and correcting
ground fault problems. Troubleshooting is the application of a definite procedure, in a logical
sequence, to locate and eliminate the cause of trouble in a particular system or unit. The
proper use of this procedure and associated schematics should enable the service technician
to quickly isolate and correct the difficulty.
The high voltage electrical system on the LeTourneau loader is electrically isolated from the
low voltage electrical system, including the LINCS™ (LeTourneau Integrated Network Control
System). The only point of electrical connection between the high and low voltage systems is
the ground fault limiting resistor assembly. Machine ground is connected to one side of fault
limiting resistor and neutral to the other. The control circuitry monitors the voltage across the
ground fault limiting resistor assembly and will generate a Ground Fault alarm if the voltage
exceeds 50 volts AC or DC.
A ground fault occurs when electrical energy ‘leaks’ from the high voltage circuitry to machine
frame. The ground fault limiting resistor assembly provides a return path for this ‘leakage’
current and, therefore, facilitates monitoring of ground fault current flow by measuring the
voltage between Generator Neutral and Machine Ground. The ‘leakage’ may occur due to a
breakdown in electrical insulation caused by mechanical damage, moisture ingress or a build-
up of conductive debris on components like brush gear in the motors or the main generator or
a build-up of mud on the retard grids.
It is mandatory that the persons conducting the ground fault system

testing and fault finding have an understanding of the loader electrical
system and are qualified to work on high voltage (500-VAC) electrical
systems. All relevant statutory and mine site regulations, safety standards
and rules must be followed and all isolation procedures must be strictly
adhered to.
GROUND FAULT SYSTEM TESTING

To maintain the ground fault detection system in proper working order, a system test must be
conducted at regular intervals. This procedure describes the testing and fault-finding of the
ground fault system, and, provides a methodical process to locate a ground fault in the event
of a system alarm.
The ground fault test switch (instrument panel) is used to test the machines ability to shut
down in the event of a ground fault in the high voltage AC or DC circuits. Should a fault occur,
the machine will begin a shut down process in the following sequence:
a. A one-second delay occurs to insure the fault is real. (The ground fault must be active for
at least one second.) Then the red dash warning light comes on, audible alarm sounds,
traction is disabled and an alarm screen indicating a ground fault has occurred appears on
the LINCS™ computer monitor in the operators cab.
INTRO, GFAULT SYS TEST, GFAULT DETECT SYS FAULT-FINDING

b. Traction control is immediately removed from the operator and the system is commanded
to zero speed. The machine goes into the dynamic braking mode if it is moving.
c. As soon as the machine's speed is below 1/2 MPH, the generator output is disabled.
(Generator line voltage will decay in approximately 2 to 3 seconds.) The operator should
set the park brakes, shut down the engine and call service personnel to inspect the
machine.
The ground fault test switch is a two-position momentary rocker-type switch. When the upper
portion of the switch is pressed down for 1.5 seconds, it creates a ground fault (under
controlled conditions) that will begin the shutdown sequence as described above. Following
the system test, to reset power to the machine, the engine must be shut OFF, the LINCS™
computer shut down and then rebooted and restarted with the key switch.
GROUND FAULT DETECTION SYSTEM FAULT-FINDING
Should the ground fault system not function during the test procedure, this may be due to one
or more of the following faults:
a. The ground fault test circuit is not functioning. The ground fault test circuit takes as main
generator tap winding to machine ground through a circuit breaker (CB15), a ground
resistor (R16) (adjusted to 90-100 ohms) and a relay (CR10). When the switch on the
instrument panel is pressed, LINCS™ provides a short delay, then closes the relay
contacts (CR10), completing the circuit. Check that the relay (CR10) is being energized,
that the circuits from the generator tap to the relay and from the relay to the grounding
resistor are correctly connected. Check that R16 resistor is correctly adjusted and properly
connect to machine ground.
b. There is a ‘hard’ fault between machine ground and machine neutral. Follow the ground
fault isolation procedure to locate this fault.
The ground fault test circuit must be thoroughly tested and proven
functional AND the absence of a ‘real’ ground fault must be proven before
moving the Steps ‘c’ or ‘d’!
c. The ground fault detection circuit located on the right interface card on Converter 4.
d. The LINCS™ system monitors a ground fault system via the Drive Module 4.
GFAULT ISOLATION, EQPT REQD, MEGOHM METER TEST PROC
Training FAULT
GROUND only! Always use your machine
ISOLATION original documentation!
PROCEDURE
The procedure below describes megohm (insulation) testing of the loader. Following this
procedure will ensure the machine is not damaged by the high voltage produced by the
megohm meter and should enable rapid isolation of the insulation fault.
Use only megohm meter having a 500-volt output! Do not test any part of
the LeTourneau loader system at voltages higher than 500 volts, unless
specifically instructed in this or other LeTourneau written procedures.
EQUIPMENT REQUIRED
● A Megohm meter, electronic (or hand cranked), capable of performing the insulation test at
a voltage of 500 Volts DC. (Electronic type meters are preferred over hand-cranked meter
types.)
DO NOT USE 750 VOLT (OR HIGHER VOLTAGE) MEGOHM INSTRUMENTS!
● Standard hand tools to remove covers and access panels.
● Some sites have locks on the high voltage cabinets. Where necessary, complete site-
specific access permits or other access authorization documents and obtain the keys to
unlock the cabinets.
Ground faults can be difficult to locate. This detailed procedure systematically tests each
group of components in sequence, branching to individual components as required by the
readings obtained.
When each electrical test is conducted, the reading obtained on the megohm meter should be
compared to the ideal values listed in MEGOHM TEST VALUE GUIDELINES. MEGOHM
TEST VALUE GUIDELINES also includes more details on the locations of possible faults, once
isolated in this procedure. If the respective value is below the desired value, the ‘fault’ must be
resolved before progressing to the next step.
a. The battery isolation switch should be opened (turned OFF) and locked out.
b. Open the upper and lower doors of the left ladder box. (This may require a key.)
c. Remove one wire on the fault current limiting resistor box, opening this circuit. The two
wires are labeled “N” and “GND”. Remove and insulate either one or both. Please note
sketch below for terminal strip location.
The ground fault current limiting circuit must be reconnected before the
machine is operated at HI idle (main generator is excited). The ground fault
system will trip out if the main generator is excited while the fault current
limiting resistors are open circuit. (This is due to the small voltage
differential present between the generator Neutral and machine Ground,
which is below the ‘trip voltage’ of the circuit with the ground fault limiting
resistors in circuit. When the ground fault limiting resistors are open
circuit, the monitoring circuit reacts to this very small voltage and trips the
ground fault system into the fault mode.
FIGURE 1 & GFAULT TESTS
Training only! TO
REFER Always use your machine
ILLUSTRATION original
ON PAGE documentation!
020A038A004 (p1)
Figure 1. GROUND FAULT CURRENT LIMITING RESISTOR ASSEMBLY
d. Remove the four 10-pin connectors from each of the converter Right Interface cards.
e. Locate a good Ground connection in the cabinet. Connect the ground lead from the
megohm meter to this point. Test the ground point using the megohm meter to another
ground point to verify the connection.
GROUND FAULT TESTS
AC SYSTEM TESTS
Connect the megohm meter test lead to the machine Neutral connection. Test the insulation
by operating the megohm meter in accordance with the manufacturer's instructions. If the
insulation is below an acceptable reading (refer to MEGOHM TEST VALUE GUIDELINES), go
to AC GENERATOR CIRCUIT CHECKS now. Otherwise, disconnect the megohm meter test
lead from the Neutral connection and go to MOTOR SYSTEM TESTS now.
The fault lies in the AC system circuitry. This circuit includes the AC generator stator and
output cables, AC generator rotor and voltage regulator panel, the four SR Converter panels,
AC Lighting and all interconnecting wiring.
Due to the remote possibility of a fault of one or more converter panel

IGBTs being ‘shorted’ prior to megohm testing, it is recommended that the
initial test of the system include a test of all four motor converter circuits
as outlined in MOTOR SYSTEM TESTS, now.
● If the AC system test (refer to AC SYSTEM TESTS) shows a loss of
insulation and all four converter circuits (refer to MOTOR SYSTEM TESTS)
test good, continue with AC GENERATOR CIRCUIT CHECKS now.
● If one or more converter circuits have low insulation in MOTOR SYSTEM
TESTS, go to SR SYSTEM TESTS now and resolve the fault in that circuit
and then REPEAT AC SYSTEM TESTS.
● Disconnect and separate the wires on the Neutral stand-off in the
generator junction box. (This will enable the following circuits to be tested
individually.)
a. AC GENERATOR CIRCUITS CHECKS

1. AC GENERATOR ROTOR. Lift all eight (8) brushes from the slip rings inside the AC
generator (upper and lower sets, eight brushes). Connect the megohm meter between
the generator hub retainer bolt or a clean part of the rotor iron and one slip ring (place
probe on ring, but not in brush path!). Megohm test the rotor.
The generator shaft hub, bearing and key are electrically insulated on some
generators. Do not connect the megohm tester to these components.
False or misleading readings may result. Refer also to DYNAMIC FAULT
TESTING for more rotor testing information.
FIGURE 1 & GFAULT TESTS
Training only! Always use

2. AC GENERATOR your machine
STATOR. original
Disconnect alldocumentation!
the generator output leas in the generator
junction box (located at the rear of the left ladder box) and isolate (all main phases,
both tap winding sets, generator excitation cable and all the neutrals). Connect the
megohm meter to the main phase leads and test the generator insulation to machine
ground.
3. VOLTAGE REGULATOR PANEL. Disconnect the three (3) AC cables supplying the
voltage regulator panel. Disconnect the "7" and Neutral wires. Disconnect the
controller harness plugs from the panel. Connect the megohm meter to the main
phase bus bar terminals and then the "7" terminal and test the voltage regulator panel
insulation to machine ground.
4. WIRE "7". Wire "7" connects the voltage regulator panel to the generator brush gear
for main generator excitation. This "7" wire runs from the voltage regulator panel to the
generator junction box at the rear of the left ladder box and, at an insulated stand-off, is
connected to the "7" wire from the generator excitation circuit. Open both ends of this
wire (Terminal 7 on the VR panel and disconnect from both the brush boxes inside the
generator). Connect the megohm meter to the main phase leads and then wire "7" and
test the wire "7" insulation to machine ground.
The generator brush gear consists of four brush boxes in two pairs, one
pair at the top and the other pair at the bottom. Each pair of brush boxes
must be connected in the same physical orientation between wire "7" and
Neutral. When checking the "7" wire, be sure to disconnect the wire from
the brush boxes, do not just remove the brushes.
TA1
TA11183
GROUND FAULTS TESTS...CONTD
b. AC LIGHTING CIRCUIT CHECKS
1. Open the AC lighting circuit breakers and turn the AC lighting switches OFF. Megohm
test the AC system again. If the fault has cleared, then the fault is in the wiring to the
AC lighting relays.
2. Isolate each AC light at the electrical cabinet (pull the octal-plug relay) and check each
individual light circuit.
Some lights have common Neutral connections back to the electrical

cabinet. Separate these common connections in the junction box and test
each individual light circuit again.
MOTOR SYSTEM TESTS

If the neutral-to-ground insulation test passed, perform the tests outline below. Connect the
megohm meter test lead to each of the SR motor phases (located at the front of each
converter panel). They are marked “x11”, “x12”, “x21”, “x22”, “x31” and “x32”, where “x”
designates the motor/converter number (1-4). Repeat this test for each of the four motor
converters. If the insulation is above the acceptable reading (refer to MEGOHM TEST VALUE
GUIDELINES) on all four motor circuits, go to BRAKING GRIDS now. Where any one or more
SR motor circuits are below an acceptable reading, continue at SR SYSTEM TESTS for the
respective SR motor circuit.
a. SR SYSTEM TESTS. Disconnect the SR motor from the converter panel by removing and
insulating the “x11”, “x12”, “x21”, “x22”, “x31” and “x32” cables from each converter in turn.
b. CONVERTER TESTS. Connect the megohm meter to the six insulators on each converter
panel and test the impedance of the converter to machine ground. If a low reading of less
than 1 megohm is read, replace or repair the converter panel. Using a digital multimeter,
measure the impedance, +bus and –bus to each SR phase. If less than 10K is read, there
may be a faulty IGBT component. If a short is read, there is probably a shorted IGBT.
These will have to be replaced.
c. SR MOTOR TESTS. Connect the megohm meter to either cable and test the insulation of
the SR motor to machine ground. If the fault is in the SR motor circuit (any cable to ground
was below an acceptable reading), then go to SR MOTOR CIRCUIT now. If the SR motor
was OK, go to the braking grid circuit test in BRAKING GRIDS now.
d. BRAKING GRIDS. Connect the megohm meter between machine ground and cable
marked “RES”, (still connected to the converter panel) and test the insulation of the retard
grid and cabling for that motor circuit, including the converter panel. If this test proves the
retard grid and cabling is below an acceptable reading, continue with BRAKING GRID "1")
now, otherwise, go on to DYNAMIC FAULT TESTING.
1. Remove the two cables marked “RES” from their insulators, connect the megohm
meter to those two insulators on each converter panel. This will test the impedance of
the converter to machine ground. If a low reading of less than 1 megohm is read,
replace or repair the converter panel. Using a digital multi-meter, measure the
impedance of the -bus to insulator that goes to the chopper IGBT (at the left back
corner of the converter). The other “RES” insulator is attached to the +bus. If less than
10k is read, the chopper IGBT may be faulty. If a short is read, the IGBT is probably
shorted. This will have to be replaced.
GROUND FAULTS TESTS...CONTD
2. The fault
Training only!lies in the
Always retard
use yourgrid resistors
machine and/or
original the cabling between the converter panel
documentation!
and the grids. Open the rear grill cover at the retard grids and then swing out the
grids. Locate the respective grid set for the circuit in question (motor 1 = upper left,
motor 2 = upper right, motor 3 = lower left, motor 4 = lower right). Remove the
connector links between the individual grids and test the insulation of the grids
(singularly or in groups) to isolate the fault location.
3. Inspect the large DC cabling between the main electrical cabinet and the retard grid
resistors. Remove the shields and covers over the cabling along the left side of the
machine frame near the generator and check for insulation damage. Check the cable
bundle where it passes below the radiator for damage or abrasion.
GROUND FAULT TESTS...CONTD
e. SR MOTOR CIRCUIT. If the fault was isolated to the cabling and or SR motor circuit, go to
the axle and disconnect the “x11”, “x12”, “x21”, “x22”, “x31” and “x32” motor leads from the
stand-off in the axle.
1. Connect the megohm meter to the cables between the converter panel and the axle
stand-off and test the cable insulation to machine ground. If this test proves the
cabling is below an acceptable reading, the problem is in the cabling run. Cables will
have to be isolated and perhaps replaced.
2. Connect the megohm meter to the cables between motor and the axle stand-off and
test the cable insulation to machine ground. If this test shows a below acceptable
reading, the problem is in the motor or external cabling. The motor may need to be
repaired or replaced.
If no insulation faults have been located at this point, the fault may have been due to
moisture ingress or some temporary loss of insulation. Typically, if the machine is at
operating temperature, moisture related faults will often clear in a few minutes. Check
braking grids for excessive dirt build-up and any area where moisture may have
entered the electrical system. If the moisture has dried out, the fault may have
temporarily cleared, but will return when the moisture ingress next occurs. Thorough
cleaning of the affected area and/or resealing of the enclosure will prevent recurrence
of the fault in that location.
a. INTERMITTENT FAULT TESTS. If the fault is sporadic, inspect all cables and
connections, look for tracking on or around any high voltage insulators in the axles,
junction boxes and main electrical cabinet fuse buss bars, or through any accumulated
debris near any high voltage circuitry. Look for fluid leakage points and note any
accumulation of coolant, fuel, oil or grease near any high voltage componentry. Check
both axle housings are dry.
b. FAULTS WHEN OPERATING
1. RETARD GRIDS. Check for loose radiator stay bars or other objects touching the
grids or links while the machine is in motion.
2. SR MOTORS. Check all cabling is secured away from brake disks and that the brush
springs are securely installed. Check for damaged pigtail leads or other loose
connections in or around the motors.
3. CABLE DAMAGE. Check for cable bundles which may be rubbing on the machine
frame or other components, particularly where cabling may have been released from
the support clamps recently.
4. Where the ground fault is coincidental with some particular action, e.g.; releasing the
park brake or initiating retard mode at high speed or switching on the high voltage
lights, review the electrical schematics and logic diagrams carefully, noting which
circuits are energized during those modes of operation. Close inspection of the
associated circuits may lead to rapid fault location.
5. Some instances have been recorded where the ground fault occurred after the
generator was initially excited, but just before the engine speed stabilized at high idle,
or, the fault does not occur in ‘Shop Mode’. In this event, the fault may be internal
inside the generator rotor, where a winding connection lead is being affected by
centrifugal force as the rotor (engine) speed increases.
GROUND FAULT TESTS...CONTD

RESTARTING
At the completion of testing and repair procedures, check all terminations are correctly
installed, tightened and covers installed, including:
● Reconnect the ground fault current limiting resistors (wires “N” and “GND”).
● Reconnect the cables at the Neutral standoff located below the main AC fuses in the
electrical cabinet.
● Refit all connectors to the Converter Interface cards.
● Remove any isolations in force and refit cabinet locks if equipped.
● Run the machine to verify the fault has been cleared and return the machine to production.
MEGOHM
Training only! Always TEST original
use your machine VALUE GUIDELINES
documentation!
GENERATOR
Refer to AC GENERATOR for specific resistance criteria. The values are temperature
dependant and must be calculated according to the winding temperature.
As a general indication, if the generator phase windings and rotor windings are greater than 10
megohms, there is no reason for concern. If the readings are below this value, the above
literature must be consulted to qualify any readings.
Also consult the document “GENERATOR CHECKOUT AND ISOLATION PROCEDURE”
regarding insulation faults within the generator.
SR MOTOR
As a general indication, if the stator windings are greater than 10 megohms, there is no reason
for concern. If the readings are below this value, the motor may need to be cleaned or
replaced.
CONVERTER PANELS
Typically, these panels are higher than 1 megohm. If the reading is below 1 megohm, then
thorough cleaning (removal of accumulated dust) is typically all that is required.
Where the value is below 50K ohms, look for hard faults such as mechanical contact on heat
sinks or foreign debris lodged between the heat sinks and the cabinet structure, or faulty
components such as the IGBT or driver circuits. These will need to be replaced.
LINCS DIGITAL SYSTEM
Never apply “megger” testing to any components in these systems.
The control systems can be checked using only a digital ohmmeter (multimeter) and must
never be subjected to more than 30 volts DC.
The LINCS™ digital control system is isolated from the traction system and will not impact on
insulation testing and ground faults.
ALL OTHER COMPONENTS AND CABLING
Typically the reading will be above 2 megohms and often near infinity for any other
components and the interconnecting cabling. Where the values are lower, but not a hard fault,
check for moisture or debris, corrosion or mechanical contact through physical damage
(rubbed through) to the insulation.
Cable bundles may be the source of a fault if dirt and debris is allowed to
accumulate on or in the bundles. Abrasion of the cable insulation may
result and the fault may only occur when the cable bundle is moved slightly
from its resting position. When testing cable bundles, use an insulated
lever to move the bundle while the megohm meter is active.
If the fault is a hard ground, then mechanical contact with the conductor is
most probable. Check for loose components or crushed or damaged
cabling, etc.
SERVICE MANUAL
NOTES
SECTION 21
VENDOR MATERIALS
SERVICE MANUAL
NOTES
SERVICE MANUAL
Training only! Always use your machineAIR
SYSTEMS
AEROQUIP AEROFINER
LeTOURNEAU CARTRIDGE FILTRATION
MIDLAND AEROQUIP AEROFINER II
BENDIX AIR COMPRESSOR Tu-Flo 550
MERITOR WABCO AIR DRYER
BENDIX AIR COMPRESSOR DuraFlo 596
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SERVICE MANUAL
NOTES
COVER



LETOURNEAU INSTALLATION-CARTRIDGE FILTRATION SYSTEM






























































APPLICATION GUIDELINES
TABLE OF CONTENTS
1-INTRODUCTION
2-REQUIREMENTS AND INSTALLATION

3-REQUIREMENTS AND INSTALLATION CONT'D





8-COMPONENTS
9-COMPONENTS CONT'D
10-PCCV PLACEMENT
11-PCCV PLACEMENT CONT'D

12-PCCV PLACEMENT CONT'D

13-REGENERATION METHODS AND SELECTION FACTORS

14-REGENERATION METHODS AND SELECTION FACTORS CONT'D

15-REGENERATION METHODS AND SELECTION FACTORS CONT'D

SERVICE MANUAL
NOTES
SERVICE MANUAL
Training only! Always use yourMERITOR
machineWABCO
originalAIR
documentation!
DRYER
MERITOR WABCO INSTALLATION GUIDE
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 021A001A066000( d 1 )
SERVICE MANUAL
NOTES
BENDIX Tu-Flo 750 COMPRESSOR



















SERVICE MANUAL
NOTES
BENDIX DURAFLO 596 AIR COMPRESSOR


















INSTALLATION GUIDE COVER

SERVICE NOTES
1-INTRODUCTION
2-MOUNTING THE AIR DRYER

3-CONNECTING THE AIR LINES

4-CONNECTING THE HEATER AND TIMER SOLENOID

5-TESTING THE SYSTEM SAVER TWIN

6-INSTALLING A TURBO CUTOFF VALVE

7-TESTING THE TURBO CUTOFF VALVE

8-INSTALLING THE SYSTEM SAVER TWIN

9-INSTALLING THE SYSTEM SAVER TWIN CONTINUED

10-INSTALLING THE SYSTEM SAVER TWIN CONTINUED

11-DIAGNOSTICS
12-DIAGNOSTICS CONTINUED
13-BACK COVER
SERVICE MANUAL
NOTES
SERVICE MANUAL
Training only! Always use your machineALTERNATOR
CE NIEHOFF
CE NIEHOFF SERVICE BULLETIN
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SERVICE MANUAL
NOTES
CL Neihoff & Co. C612\C617\C621 ALTERNATORS

LeTourneau, Inc. 2005 All Rights Reserved 021B002A057000 ( p1 )
WIRING
BASIC TROUBLESHOOTING
ADVANCED TROUBLESHOOTING
NIEHOFF INSPECTION BULLETIN

SERVICE MANUAL
NOTES
SERVICE MANUAL
AUTOMATIC documentation!
LUBRICATION SYSTEM
LINCOLN FLOWMASTER ROTARY DRIVEN HYDRAULIC PUMP 85480
LINCOLN AUTOLUBE COMPONENTS (PNUEMATICALLY OPERATED PUMP)
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SERVICE MANUAL
NOTES
VENT VALVE ASSEMBLY

LeTourneau, Inc. 2005 All Rights Reserved 021C003A012000 ( p1 )
VENT VALVE CONT'D

SL-1 INJECTOR
INJECTOR CONT'D
INJECTOR CONT'D
SERVICE MANUAL
NOTES
LINCOLN FLOWMASTER ROTARY DRIVEN HYDRAULIC PUMP

PUMP CONT'D
PUMP CONT'D
PUMP CONT'D
PUMP CONT'D
PUMP CONT'D
PUMP CONT'D
PUMP CONT'D
PUMP CONT'D
PUMP CONT'D
PUMP CONT'D
SERVICE MANUAL
NOTES
LINCOLN VENT VALVE ASSEMBLY

VENT VALVE CONT'D

SL-1 INJECTOR
INJECTOR CONT'D
INJECTOR CONT'D
AIR OPERATED CHASSIS PUMP

CHASSIS PUMP CONT'D

CHASSIS PUMP CONT'D

CHASSIS PUMP CONT'D

CHASSIS PUMP CONT'D

CHASSIS PUMP CONT'D

CHASSIS PUMP CONT'D

CHASSIS PUMP CONT'D

IN-LINE FILTER
FILTER CONT'D
SERVICE MANUAL
NOTES
SERVICE MANUAL
BRAKES documentation!
AEROQUIP MAXISPRING BRAKE
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SERVICE MANUAL
NOTES
AEROQUIP MAXIBRKE SPRING BRAKE

LeTourneau, Inc. 2005 All Rights Reserved 021D004A006000 ( p1 )







SERVICE MANUAL
Training only! Always use your machine originalTEETH
BUCKET documentation!
ESCO TOP LOK
ESCO ZIPPER LIP
ESCO ZIPPER LIP WELD REPAIR
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SERVICE MANUAL
NOTES
ESCO TOP LOK

LeTourneau, Inc. 2005 All Rights Reserved 021E005A009000 ( p1 )
PAGE 2








SERVICE MANUAL
FIRE SUPPRESSION SYSTEMS
ANSUL VEHICLE FIRE PROTECTION
ANSUL INSTALLATION RECHARGE INSPECTION AND MAINTENANCE MANUAL
AFEX FIRE PROTECTION
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SERVICE MANUAL
NOTES
ANSUL VEHICLE FIRE PROTECTION

LeTourneau, Inc. 2005 All Rights Reserved 021F006A014000 ( p1 )











ANSUL INSTALLATION RECHARGE INSPECTION AND MAINTENANCE MANUAL
















































AFEX FIRE SUPPRESSION SYSTEM

02
FORWARD
INTRODUCTION
02
IN CASE OF FIRE
COMPONENT GLOSSARY
1.2
1.3
1.4
1.5
1.6
MAINTENANCE
INSPECTION AND RECHARGE PROCEDURE

3.2
3.3
3.4
3.5
3.6
3.7
3.8
CIRCUIT MONITOR
4.2
4.3
4.4
4.5
WARRANTY
SERVICE MANUAL
NOTES
SERVICE MANUAL
Training only! Always use your machineHYDRAULICS
VICKERS VSH
MANNESMANN REXROTH BRUENINGHAUS HYDROMATIK R-REPAIR INSTRUCTIONS
MANNESMANN REXROTH HYDROMATIK GMBH-REPAIR INSTRUCTIONS
VICKERS HIGH PRESSURE, HIGH PERFORMANCE DOUBLE VANE PUMP-2525VPF SERIES 21 DESIGN
DANFOS FLOW AMPLIFIER (OSQA/OSQB) SERVICE MANUAL
DANFOSS PVG VALVE
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SERVICE MANUAL
NOTES
COVER
LeTourneau, Inc. 2005 All Rights Reserved 021G007A033000 ( p1 )
i
1
2
3
4
5
6
7
8
9
10
11
12









































































SERVICE MANUAL
NOTES













































SERVICE MANUAL
NOTES




ELECTRICAL ACTUATOR ASSEMBLY

PVE FUNCTION
PVE ACTIVATION PRINCIPLE

PVE ACTIVATION PRINCIPLE continued



FAULT MONITORING DESCRIPTION

PVEH-PVES FAULT MONITORING VERSIONS-ACTIVE OR PASSIVE

SERVICE MANUAL
POWERoriginal
ACCESSdocumentation!
LADDER
HEDWELD (MODEL "C")
HEDWELD (MODEL "CF" Y2K)
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SERVICE MANUAL
NOTES
SAFE-AWAY ACCESS SYSTEM MODEL "C"

LeTourneau, Inc. 2005 All Rights Reserved 021H008A007001 ( p1 )
IMPORTANT CUSTOMER INFORMATION

CONTENTS
CONTENTS CONTINUED
INTRODUCTION
GENERAL LAYOUT
GENERAL LAYOUT CONTINUED

GENERAL LAYOUT CONTINUED

SAFETY
SAFETY CONTINUED
SAFETY CONTINUED
INSTALLATION
INSTALLATION CONTINUED
MAINTENANCE
MAINTENANCE CONTINUED
OPERATION
SYSTEM FUNCTIONS AND OPTIONS

SYSTEM FUNCTIONS AND OPTIONS CONTINUED

DESCRIPTION OF SYSTEM FUNCTIONS

DESCRIPTION OF SYSTEM FUNCTIONS CONTINUED










OPERATOR ALARM SUMMARY

OPERATOR ALARM SUMMARY CONTINUED

MICRO PROCESSOR FOR LADDER SYSTEM

MICRO PROCESSOR FOR LADDER SYSTEM CONTINUED





TROUBLESHOOTING THE ACCESS SYSTEM

TROUBLESHOOTING THE ACCESS SYSTEM CONTINUED



INPUT-OUTPUT LISTING
LIMITED WARRANTY
CONNECTION AND SETTINGS PC BOARD

EXPLODED VIEW
LAYOUT
OPERATIONAL DO'S AND DON'TS

ELECTRICAL SCHEMATIC
MANUAL 24-02-03_01
Table of Contents
Table of Contents Continued

Important Customer Information

Do's and Don'ts

Introduction
Introduction Continued
Safety
Safety Continued
Safety Continued
Installation
Installation Continued
Preventive Maintenance Procedures

Preventive Maintenance Procedures Continued






Stairway Operation
Description of System Functions

Description of System Functions Continued










Operator Alarm Summary

Operator Alarm Summary

Microprossor
Microprossor Continued
Troubleshooting
Troubleshooting
Troubleshooting
Input Output Listing to PC Card

Limited Warranty
Stages of Operation
Power Pack Cabinet Illustration

PC Board
Manifold
Electrical Schematic
Back Cover
General Arrangement
Parts List
Parts List Continued




SERVICE MANUAL
TEST documentation!
EQUIPMENT
eLECTROchart DATA ACQUISITION FOR THE REAL WORLD
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SERVICE MANUAL
NOTES
eLECTROchart page 1
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eLECTROchart page 2
LeTourneau, Inc. 2005 All Rights Reserved 021I009A058000 ( p2 )
SERVICE MANUAL
TIRESdocumentation!
GOODYEAR SAFETY AND SERVICE MANUAL
MICHELIN TRAMMING GUIDELINES
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SERVICE MANUAL
NOTES
COVER
LeTourneau, Inc. 2005 All Rights Reserved 021J010A001000 ( p1 )
02
03
04
05
06
07
08
09








BACK COVER
SERVICE MANUAL

TRAMMING GUIDELINES
55/80R57 and 60/80R57 XMINED2
Michelin currently offers two different rock extra-deep tread radial tires optimized for use on
large wheel loaders. Moreover, these 57-inch XMINED2s can be built in three distinct manners
in order to customize the tire to a mine’s particular need.
z 55/80R57 XMINED2 L-5 (tread depth = 150/32nds, 119 mm)
z 60/80R57 XMINED2 L-5 (tread depth = 148/32nds, 118 mm)
Large loader mobility

One of the primary advantages of a large wheel loader versus a hydraulic or electric shovel is
its versatility and mobility. A large wheel loader can easily travel, or tram, from one location in
the mine to another whenever required with minimal disruption to production. However,
utilization of this mining flexibility does necessitate that the tramming limitations of the tire are
not exceeded.
Michelin Tire Size LeTourneau

55/80R57 XMINED2
recommended wheel – 44.00 / 5.0 L-13501
alternate wheel – 42.00 / 5.0
60/80R57 XMINED2 L-1850
recommended wheel – 47.00 / 5.0
no approved fitment L-2350
1
The 60/80R57 can be an optional fitment for these loaders (47.00 wheel).
Verify tire-loader clearance with OEM prior to fitment.
Why a tire becomes hot

The rubber compounds used in tires are visco-elastic, which means they dissipate energy in
the form of heat when deformed through bending, shearing and compression. Deformation of
the rubber compounds occurs while rolling via the load exerted on the tire acting to flatten out
the tire in the contact patch.
If this deformation is too severe and/or too frequent, the temperature of the tire can increase to
the point at which thermal degradation of the rubber components can occur. Although it may
not become immediately visible, once the tire’s thermal limit has been exceeded, irreversible
damage takes place. This damage is commonly called a “heat separation” and will result in the
tire’s premature removal from service.
TMPH and maximum distance allowed in one hour

The Ton-Mile Per Hour (TMPH) methodology established by SAE standards J1015 and J1098
is used to rate the work capacity of a tire against a maximum allowable temperature limit. In
haul truck and scraper applications, where cycle loads and cycle speeds are well known and
closely controlled, TMPH has been effectively used for many years to prevent heat
separations.
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 021J008A087001 ( d 1 )
SERVICE MANUAL

Because of the particularities of a wheel loader duty cycle, Michelin does not publish TMPH
ratings for loader tires, but instead prefers to manage tires for these machines based upon a
maximum number of miles allowed in one hour. In all cases it is assumed that the loader
spends one-half of the duty cycle “loaded” (i.e. with a full bucket) and the other half of
the duty cycle empty.
When loading trucks at a face, the distance a loader travels in one hour is typically not
significant enough to be a concern. However, when working in load and carry applications, the
distances traveled each hour can be elevated. In load and carry applications it is very
important to monitor the distance traveled in an hour and, if necessary, take appropriate action
(s) to avoid exceeding the tire’s published rating. Exceeding the published limit can cause
excessive tire temperature, thermal degradation and heat separation.
The XMINED2 is rated for a maximum distance of 3.8 miles (6 km) in one hour.
Tramming guidelines
When moving, or tramming, a loader the duty cycle is decidedly different than when face
loading or working in a load and carry application. Most notably, the sustained speeds are
high, the travel distances are long and the loader’s bucket is empty throughout the movement.
For this specific usage, the maximum number of miles allowed in one hour for both the
55/80R57 XMINED2 and 60/80R57 XMINED2 differs slightly from the value published in the
data book per the following table.
When tramming, the 55/80R57 XMINED2 and 60/80R57 XMINED2 may travel a total
distance of 5 miles in an hour, without regard to a maximum speed. If the loader travels
the maximum allowable distance of 5 miles in less than 60 minutes, the loader must be
parked for the remainder of the hour before traveling further or resuming work.
Total Distance
EMPTY Travel Time Allowed at
Maximum Speed Traveled
Maximum Speed
in One Hour
(mph) (km/h) (minutes) (miles) (km/h)
5 8.0 indefinite 5 8
6 9.7 50 5 8
7 11.3 43 5 8
8 12.9 37 5 8
9 14.5 33 5 8
10 16.1 30 5 8
11 17.7 27 5 8
12 19.3 25 5 8
13 20.9 23 5 8
14 22.5 21 5 8
15 24.1 20 5 8
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SERVICE MANUAL
ENVIRONMENTAL CONTROLS
SIGMA MODEL: TPW5BX1C
SIGMA MODEL: TPW5BX4C
SIGMA MODEL: TPW5BX4C MANIFOLD ADJUSTMENT
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SERVICE MANUAL
NOTES
SERVICE MANUAL
SIGMA AC: MODEL TPW5BX1C
Σ SIGMA Air Conditioning, Inc.

Designers and Manufactures of Specialized Air Conditioning and Filtration Equipment
MANUAL : TPW5-0300
MODEL : TPW5BX1C
TYPE : Mobile Wall Mounted Package
with Integral Hydraulic Motor
Compressor Set
APPLICATION : Heavy Duty Off-Highway
CUSTOMER : LeTourneau
SIGMA Manual Number : TPW5-0300

Date of Original Issue : March 2000
Date of This Issue : April 16, 2002
INDEX
1.0.0 GENERAL DESCRIPTION & SPECIFICATIONS
1.1.0 Evaporator/Heater
1.2.0 Controls
1.3.0 Hydraulics
1.4.0 Condenser

2.0.0 INSTALLATION & COMMISSIONING
2.1.0 Mounting Unit
2.2.0 Commissioning

3.0.0 OPERATION
3.1.0 Ventilation
3.2.0 Cooling
3.3.0 Heating
3.4.0 De-Mist
3.5.0 Auto
3.6.0 Hydraulics
3.7.0 Condenser

4.0.0 SERVICE
4.1.0 One Week After Commissioning
4.2.0 Routine
4.2.1 Daily
4.2.2 Routine Machine Maintenance Days
4.2.3 Monthly
4.2.4 Quarterly
4.2.5 Annually

5.0.0 TROUBLE SHOOTING
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 021K011A054000 ( d 1 )
SERVICE MANUAL

5.1.0 Inadequate Air Flow
5.2.0 Inadequate Pressurization
5.3.0 Inadequate Cooling
5.4.0 Inadequate Heating

6.0.0 SPARE PARTS
6.1.0 Controls
6.2.0 Motors
6.3.0 Refrigeration and Heating
6.4.0 Sheet Metal
6.5.0 Filters
6.6.0 Hydraulics

7.0.0 DRAWINGS
8.0.0 WARRANTY
CHAPTER 1
GENERAL DESCRIPTION
1.0.0 GENERAL DESCRIPTION TPW5
The compressor is driven hydraulically and is mounted within the unit.
The package comprises 4 basic modules.
¾ Heater, air conditioner, return air filter.

¾ Outside fan forced filtration and pressurization system.
¾ Hydraulic motor compressor set, control head, pressure relief and flow control
valve.
¾ Fan forced condenser assembly.
The TPW5 has been designed as an external wall mounted system of a piece of mobile
equipment. It incorporates an electronic climate control device and integral hydraulic
motor-compressor set.
Flow control is via a soft shift solenoid valve.
1.1.0 Specifications
Dimensions : As per T9098002
Weight : _____________________
SERVICE MANUAL

Cooling Capacity : 20000 Btu/hr at 100oF and 81oFDB/67oFWB
(38oC and 27/19oC) Return Air.
Heating Capacity : At 180oF (81oC) water is 30000 BTU/hr.
Air Flow : 350 cfm max.
Evaporator : Air is drawn over the evaporator and heater coils by a double
inlet, double wheel fan. Motor is totally enclosed, ball bearing.
Design is brushless DC for exceptional life.
Pressurization : Pressurization air is supplied by an external source but is filtered

again by this air conditioner.
Casing : Heavy gauge stainless steel to resist corrosion and provide

high strength.
Mounting : Mounts to a wall plate.

Drawing T9098 _____
Control Console : A touch pad digital controller is intended to be mounted inside the
operators cab to the console.
Controls : Cooling is thermostatically controlled to either temperature of

return mixed air or with a set de-ice thermostat.
Heating is controlled by two hot water solenoid valves for even

comfort condition.
Models : 24V = TPW5BX1C
Filter - Stage 1 : A large, low pressure drop device traps most cab particles and is
disposable.
Stage 2 : A pleated design, heavy duty to give a final efficiency better than
99.5% on 0.5 microns and higher. Filter is washable.
1.2.0 Pressurizer-External Supply
Air Flow : Nominal 100-150cfm depending on cab sealing.
Filtration Efficiency : Engine quality air; typically 3 microns and above are stopped.
Filtration Media : Pleated cellulose fiber.
1.3.0 Hydraulics
Motor : Gear motor with 9.5 ccs per revolution. Bi-directional rotation.
SERVICE MANUAL

Coupling : Rubber bushed to accommodate minor misalignment.
Compressor : 10 cylinder rotary of 172cc displacement. Maximum 7000 rpm.
Nominal Speed : 1300 rpm.
Controls : Soft shift solenoid valve on a base with flow control. Pressure
relief device is external and should be set no higher than 2800 psi.
Fittings : All motor and control valve fittings are parallel thread, SAE O-
ring.
Flow Requirement : Nominal 3.5 gpm @ 1300 psi.
Hydraulic Control : System is configured to return hydraulic fluid to tank in “OFF”

cycle.
Capacity : Suitable for use with up to 20000 Btu/hr. evaporator, 115 °F

ambient.
Refrigerant : 134A.
Air Flow : 2400 cfm.
Head Pressure : Nominal 175 psi @ 90°F ambient. Evaporator fully loaded.
Head Pressure
Cut-Out : 350/250 psi.
Receiver : 3/8 MTO in and out dedicated receiver (no filter).
CHAPTER 2
INSTALLATION AND COMMISSIONING
2.0.0 INSTALLATION
2.1.0 Mounting Unit
Position mounting frame AS9098021 against cab wall. Check bolt alignment,
seal and securely attach to cab. This plate is a permanent fixture.
Place unit on frame and check that SEALS are intact. Slowly bolt into position.
Install control panel close to operator. Connect the internal plenums wiring from
switch control panel as per AE9099001.
SERVICE MANUAL

Once the unit is mounted the system should be wired to the schematic. This will
involve running a main power cable and ground to the studs within the unit.
Cable should be nominally sized to handle 35A continuous.
The supply should be from a source that is only available when ignition is ‘ON’.
The wiring diagram is AE9099001.
Hydraulic supply lines should be run and connected.
The hydraulic system requires approximately 3 gpm @ 1600 psi to provide a

nominal 1300 rpm of the compressor. A pressure relief device has to be fitted in
the supply line.
2.2.0 Commissioning
The system has been precharged and fully commissioned at our factory prior to
dispatch, hence commissioning should be fairly simple and basically verifying
field wiring and checking integrity of mechanical fittings.
A logic table is attached for brushless DC motor controller, and it indicates what
relays should be powered at each selection. Power to a relay is indicated by a
small LED.
2.0.0 INSTALLATION
2.2.0 Commissioning (cont.)
Operation is as follows:
On/Off : Powers the unit.
°C/°F : Selects scale of temperature displayed.
Set : Is set temperature.
Actual : Is what is being measured.
NOTE: The temperature being measured is the actual return

air and outside air mixed condition. For example, 200
cfm of 70°F mixing with 100 cfm of 100°F outside air
will result in 80°F mixed air condition.
Demist : This operates both heater solenoid valves and the cooling
cycle to remove moisture from the air. The compressor will
cycle on the evaporator de-ice thermostat only.
Heat : This provides supply to both heater relays which operate

heater solenoid valves. Operation is thermostatic and two
SERVICE MANUAL

valves are utilized to better maintain even temperature control.
Auto : This mode cycles either heating or cooling depending on the

set temperature.
Cool : This enables the condenser fan and compressor relays to

operate according to the thermostat.
CHAPTER 3
OPERATION
3.0.0 OPERATION
3.1.0 Ventilation
In the Heat or Cool mode with temperature being satisfied, power will be made
available to the evaporator motor which can operate at any of 3 speeds.
3.2.0 Cooling
This provides same power but also activates the cooling cycle. Provided that:
• High pressure switch is closed in the condenser. (HPS)

• Low pressure switch is also closed in suction line. (LPS)
• Coil has not iced up. (De-Ice)
• If return mixed air temperature probe is above thermostat setting the
compressor relays and condenser fan will close which activates the
hydraulic flow solenoid valve and condenser fans. Cooling will continue
until any of the above conditions aren’t satisfied.
NOTE: Return air thermostat measures mixed air, i.e. outside plus return
cab air.
3.3.0 Heating
Heating is provided by engine hot water to a pair of solenoid valves. When

heating is selected, and if the return air probe of the thermostat is at a lower
temperature than the set point, the solenoid valves will open. Two valves in
parallel allow some staging to be achieved and it avoids the 0-100% heating
comfort problems.
3.4.0 De-mist
The purpose of the de-mist facility is to allow moisture to be removed (cooling

cycle) and for the heating to add re-heat to the supply to dry out the air and keep
the cooling cycle operating.
SERVICE MANUAL

This greatly increases the rate of evaporation of moisture within the cab. The
cooling cycle is thermostatically controlled through a de-ice safety thermostat
only, heating solenoid valves are not.
3.0.0 OPERATION
3.5.0 Auto
This enables an operator to set the desired cab temperature he wants and the
device automatically controls the heating or cooling. Particularly useful if
machine goes from hot to cold environments; or vice versa.
3.6.0 Hydraulics
The hydraulic solenoid valve admits high pressure oil to the motor and via the
shaft coupling the compressor rotates.
In the ‘Off’ cycle, the solenoid valve closes and oil is returned to the tank. It does
not stop the flow.
3.7.0 Condenser
The condenser fans operate whenever cooling is required. They move air over
the heat exchange coil to enable the high pressure, high temperature refrigerant
gas to dump heat and therefore condense.
Liquid refrigerant collects at the bottom of the coil and passes through a liquid
receiver and filter to the evaporator.
CHAPTER 4
SERVICE
4.0.0 SERVICE
Although the system has been designed for industrial use, it still requires routine
service. It will improve performance, reliability, life and cleanliness in the cab.
Check:
• Compressor drive assembly for alignment tightness, and smooth operation.

• System for leaks, both refrigerant and hydraulics.
• Mounting bolts for tightness.
SERVICE MANUAL

• Fastening bolts for tightness.
• Any sign of malfunction.
• Fans for tightness on shaft.
• Electrical connections for tightness.
• Hoses for signs of chafing or rubbing.
4.2.0 Routine
These are based on “average” site conditions and may be adjusted according to
duty, dust loadings, etc.
4.2.1 Daily
• Observe external for loose catches, leaks, fastener problems, etc., and
repair.
4.2.2 Routine Machine Preventative Maintenance - 2 Weeks
• Discard stage 1 of return air filter and replace. If site conditions allow
this can be extended.
4.2.3 Monthly
• All daily services.

• Leak check.
• Flush out drains.
• Check seals.
• Flush out condenser area and coil.
• Check all connections.
• Check compressor drive.
• Check hoses.
4.0.0 SERVICE

4.2.0 Routine (cont.)
4.2.4 Quarterly
• All daily and monthly services.

• Check motors, change if necessary.
• Replace pressurizer filter.
• Clean high efficiency filter by washing.
4.2.5 Annually
This is probably best scheduled immediately prior to the cooling season.
SERVICE MANUAL

• All daily, monthly, and quarterly checks.
• Good clean out.
• Check motors.
• Replace internal heater hoses.
• Thoroughly flush out evaporator and condenser coils and chamber,
externally.
• Check and replace cover seals if necessary.
• Check fan blades and replace if damaged.
• Check catches.
CHAPTER 5
TROUBLESHOOTING

• Check supply voltage to unit.

• Check supply voltage to evaporator fan motor.
¾ Red – HIGH
¾ Red & Yellow – MEDIUM
¾ Red & Orange - LOW
• Clean filters.
• Check grounding.
• Check return opening in cab.
• Check covers on air conditioner.
5.2.0 Inadequate Pressurization
• Clean filter.
• Check cab for sealing integrity.
NOTE: This is an externally supplied portion and if inadequate air flow there may
be other machine problems.
• Check compressor is cycling on and off.

• Check refrigerant charge, it should have a full sightglass.
• If cycling on high pressure, check condenser for fans, motors, overcharge,
dirty coil.
Under normal circumstances, head pressures should be in the following

ranges.
SERVICE MANUAL

Ambient Pressure
psig
70 125 - 175
80 140 - 180
90 150 - 220
100 180 - 250
110 200 - 270
120 220 - 300
• Check compressor speed. Should be around 2000 rpm.

• Check hydraulic oil pressure.
5.3.0 Inadequate Cooling (cont.)
• Check for overcharge by measuring temperature of liquid out of condenser, it

should be about 10 to 15°F cooler than the condensing temperature. For
example, if head pressure is 200 psi, the refrigerant is condensing at 130°F
therefore the liquid leaving the condenser should be around 115°F to 120°F.
• Check air flow.
• Check low pressure cycling. If not enough refrigerant is passing through the
system, there could be a blockage.
If TX valve is blocked, head pressures will be high and suction low.

Cleanliness is very important.
• Check solenoid valves are opening.

• Check hoses connected to engine at points where there is a high and low
pressure.
• Purge heater core to remove air.
• Check solenoid valves are cycling.
CHAPTER 6
SPARE PARTS
6.0.0 SPARE PARTS
6.1.0 Controls
Part # Description Qty/Unit
SERVICE MANUAL

424-1516 Control Fuse 2A 2
424-1517 Cond. Fan, Evaporator Fan Fuse 30A 2
424-1518 Cool 15A 1
424-1519 Mode Switch Panel, Cab Mounted 1
424-1520 Main Control Panel 1
424-1521 Temperature Sensing Probe 1
424-1522 Relay, Small 20A 6
424-1523 Relay, Large 50A 1
424-1524 De-Ice Thermostat 1
424-1525 Solenoid Valves, Hot Water 2
424-1526 High Pressure Control Switch 1
424-1527 Low Pressure Control Switch 1
6.2.0 Motors

424-1528 Evaporator Motor, Brushless 1
424-1529 Condenser Fan Motor Assembly 2
6.3.0 Refrigeration and Heating

424-1530 Liquid Bulkhead, ½” ‘O’ Ring 2
424-1531 Suction Bulkhead, 5/8” ‘O’ Ring 2
424-1532 TX Valve 1
424-1533 Heater/Cooling Coil 1
424-1534 ‘O’ Ring ¼” 1
424-1535 ‘O’ Ring 3/8” 2
424-1536 ‘O’ Ring ½” 2
424-1537 ‘O’ Ring 5/8” 2
424-1538 Heater Hose A/R
424-1539 Barb, 3/8 MPT x 5/8 M Hose 4
424-1540 Clamp, Hose 5
424-1541 Condenser Coil 1
424-1542 Refrigerant Receiver 1
424-1543 Refrigerant Sight Glass 1
424-1544 Solenoid Valve Body 2
424-1545 Solenoid Coil 2
6.0.0 SPARE PARTS
6.4.0 Sheet Metal, Miscellaneous

424-1546 Case, Main, Un-insulated 1
424-1547 Condenser Grill 1
424-1548 Cond. Cover 1
424-1549 Evap. Cover w/Strikes 1
SERVICE MANUAL

424-1550 Overcenter Cover Catch 8
6.5.0 Filters

424-1551 Disposable First Stage 1
423-9143 Final Filter, Washable 99.5% on .5 Microns 1
6.6.0 Hydraulics

424-1552 Motor, 9.5cc 1
424-1553 Coupling Assembly 1
424-1554 Compressor 1
424-1555 Manifold replacement kit 1
CHAPTER 7
DRAWINGS
7.0.0 DRAWINGS

T9098002 Parameter Drawing
T9098003 Wall Mounting Details
AE9099001 Electrical Schematic
AE9099002 Mode, Control Panel
CHAPTER 8
WARRANTY

8.0.0 WARRANTY
Although SIGMA units are designed for mining and industrial applications they will
SERVICE MANUAL

require regular maintenance and correct set up. Installation crews must be qualified
and system must be commissioned correctly.
SIGMA can offer:
1. Supervision of the installation.

2. On site service schools.
3. On site service and preventive maintenance program.
Due to the remoteness of most of the locations the warranty policy cannot cover travel
expenses, and it is essential that users become familiar with the equipment and carry
out on site service and maintenance.
Our warranty covers parts supplied by SIGMA, and only if the equipment is maintained
in accordance with the Manual. Within reason, the faulty parts must be returned to us
for evaluation. Time frame is 12 months from date of dispatch.
SERVICE MANUAL
NOTES
TA1
PARAMETER DRAWING
LeTourneau, Inc. 2005 All Rights Reserved 021K011A054001 ( p1 )
TA2
WALL MOUNTING DETAILS

TA3
ELECTRICAL SCHEMATIC
TA4
MODE, CONTROL PANEL

SERVICE MANUAL
Σ SIGMA Air Conditioning, Inc.

Designers and Manufactures of Specialized Air Conditioning and Filtration Equipment
TPW5BX4C
MANUAL
SIGMA MANUAL NUMBER, #TPW5BX4C-001
DATE OF ISSUE, November 5TH 2002
TPW5BX4C UNIT MANUAL INDEX

CHAPTER 1
1.0.0 General description
1.1.0 Evaporator / Heater
1.2.0 Hydraulics
1.3.0 Condenser
CHAPTER 2
2.0.0 Installation & Commissioning
2.1.0 Mounting Unit
2.2.0 Commissioning
CHAPTER 3
3.0.0 Operation
3.1.0 Ventilation
3.2.0 Cooling
3.3.0 Heating
3.4.0 De-Mist
3.5.0 Hydraulics
3.6.0 Condenser
CHAPTER 4
4.0.0 Service
4.2.0 Routine Service
4.2.1 Daily Service
4.2.2 Routine Machine Maintenance Days
4.2.3 Monthly Service
4.2.4 Quarterly Service
4.2.5 Annual Service
CHAPTER 5
5.0.0 Trouble Shooting
SERVICE MANUAL

CHAPTER 6
6.0.0 Spare Parts
CHAPTER 7
7.0.0 Drawings
CHAPTER 8
8.0.0 Warranty
__________CHAPTER 1__________
GENERAL DESCRIPTION
1.0.0 GENERAL DESCRIPTION TPW5BX4C
The TPW5BX4C has been designed to provide high levels of air filtration.
The TPW5BX4C offers climate control in both cooling and heating modes.
The TPW5BX4C is designed as a wall mounted unit.
The TPW5BX4C has been designed with hydraulically driven compressor.
1.1.0 SPECIFICATIONS
Cooling Capacity: 18,000 Btu/hr (5kw) at 100°F and 81°FDB/67°FWB

(38°C and 27/19°C) Return air.
Heating Capacity: At 180°F (81°C) water is 40,000 BUT/hr.
Air Flow: 450 cfm max.
Evaporator: A double inlet double wheel blower blows Air thru the evaporator and heater
coils. Motor is totally enclosed, ball bearing.
Casing: Heavy gauge stainless steel to resist corrosion and provide superior strength and
protection.
Mounting: Unit mounted using wall-mounted plenum, provided. Plenum also serves as
Cut out template. Refer to drawing T9078053 in chapter 7.
Control Console: Easy to install control pad makes all unit functions controllable from
inside cab.
Controls: Cooling is thermostatically controlled by either a De-ice thermostat or by

return air temperature.
Model: TPW5BX4C, Truck-Tractor, one piece package, wall mounted, 5kw cooling
24v, 134a.
SERVICE MANUAL

1.2.0 Hydraulics
Motor: Hydraulically driven Gear motor with 11.3 ccs per revolution. Bi-directional
Rotation, 85% displacement.
Coupling: Rubber bushed to accommodate vibration and minor misalignment.
Compressor: 10 cylinder rotary, 172cc displacement. Maximum rpm of 7000.
Controls: Electronic thermostat with remote controls.
Fittings: All motor and control valve fittings are parallel thread, SAE O-ring.
Hydraulic Supply: Nominal 7.5 gpm @ 2000 psi.

Factory settings: 6 gpm @ 1700 psi.
Hydraulic system requires approximately 7.5 gpm @ 2000 psi to provide

A nominal 2000 rpm at compressor.
1.2.0 Condenser
Capacity: Suitable for use up to 18,000 Btu/hr cooling @ 115°F ambient.
Refrigerant: 134A
Air Flow: 2400 cfm
Head Pressure: Nominal 175 psi @ 90°F ambient. Evaporator fully loaded.
Cut-Out @ 350/250 psi.
Receiver: ½” in and out dedicated receiver (no filter). (BACK TO INDEX)
__________CHAPTER 2__________
INSTALLING AND COMMISSIONING
2.0.0 Installation
2.1.0 Mounting Unit

Position unit with mounting plenum to outside cab wall in desired mounting location.
Ensure mounting position cutouts do not interfere with cab’s structural beams.
Ensure mounting position and cutouts do not cause any loss of cab’s structural integrity or safety
certification.
Use units mount plenum as template to mark cutouts and mounting bolt positions.
Cut out marked holes in cab’s wall, preferably with heavy duty saw not flame cutter.
Drill out holes marked for mounting bolts.
SERVICE MANUAL

Set unit into place and check for proper fit to cutouts and bolt mounting holes.
Prime and paint all raw edged on cutouts and boltholes.
Bolt unit into place.
Apply sealant around frame and mounting plenum to prevent water ingress.
Unit Plenum mounted to unit.
Once unit is mounted in desired position and sealed, power hook up can now be made.
Power cable should be sized to handle 35A continuous.
Refer to Electrical Wiring Diagram AE9099006 in chapter 7.
Unit’s power supply should be from a source that is only available when ignition is turned on. Units
Heating and Hydraulic connection can also be made at this time.
SERVICE MANUAL

Connections located on units side panel, Heating in upper right, Hydraulic in lower right.
2.2.0 Commissioning
The system has been pre-charged, fully inspected and commissioned at the factory.
Hence field commissioning should be a fairly simple procedure.
Ensure unit is properly installed and secured.
Ensure unit wiring field hook-up has been done to wiring diagram.
Ensure all Field connections are in proper location and fitted securely.
A logic table is attached and indicates what relay is powered at each selection; small red LED indicates
power relay. Control functions are per control keypad
AE9099002.
SERVICE MANUAL
ON/OFF: Powers on and off the unit.

°C/°F: selects temperature display.
ACTUAL: Actual mixed return air temperature.
DEMIST: Operates heater solenoid valves and cooling cycle to remove moisture
from the air. Compressor will cycle on the de-ice thermostat only.
HEAT: Provides supply to both heater solenoid valves. Operation is thermostatic.
AUTO: Cycles either heating or cooling to maintain SET temperature.
SET: Set temperature.
COOL: Enables condenser fan and compressor relays to operate according to
thermostat. (BACK TO INDEX)
__________CHAPTER 3__________
OPERATION
3.0.0 OPERATION
3.1.0 Ventilation
In the vent mode power will be made available to the evaporator motor, 3-speed.
3.2.0 Cooling
Provides power to the ventilation mode and activates the cooling cycle.
Provided that.
SERVICE MANUAL

High-pressure switch is closed.
Low-pressure switch is closed.
Coil is not iced up.
Return air temperature probe is reading above thermostat setting, and then cooling relay will close and
activate the hydraulic flow solenoid valve and condenser fans.
Cooling will continue until one of the above conditions is not satisfied.
NOTE: Return air temperature reads mixed air, outside air plus return cab air.
3.3.0 Heating
Heating is provided by hot water from the vehicles engine to the solenoid valves.
When heating is selected and return air probe is reading a lower temperature than the set point the
heating solenoid valves will open.
3.4.0 De-Mist
The purpose of the De-mist feature is to allow moisture to be removed from the air during the cooling
cycle. Heating will add re-heat to the supply to dry out the air, thus keeping the cooling cycle operating.
This greatly increases the rate of evaporation of moisture within the cab.
Cooling cycle is thermostatically controlled, heating solenoid valve is not.
3.5.0 Hydraulics
Hydraulic solenoid valve admits high-pressure oil to the motor.
In the OFF cycle the solenoid valve closes and oil is returned to tank, it does not stop the flow.
3.6.0 Condenser
The condenser fans operate whenever cooling is required, moving air thru the condenser coil causing
refrigerant to condense from a gas state into a liquid state dumping heat.
Liquid refrigerant is returned to the evaporator coil thru the liquid receiver line located at the bottom of
the condenser coil.(BACK TO INDEX)
__________CHAPTER 4__________
SERVICE
4.0.0 Service
Although the system has been designed for industrial use, it still requires routine service.
This will improve performance, reliability, life and cleanliness in the cab.
Check compressor drive assembly for alignment, tightness, and smooth operation.
Check system for leaks, refrigerant and hydraulic.
Check mounting bolts for tightness.
Check fastening bolts for tightness.
SERVICE MANUAL

Check motor brushes for signs of wear.
Check fans for tightness on shaft.
Check electrical connections for tightness.
Check hose assemblies for signs chafing and rubbing.
Check for any signs of malfunction.
4.2.0 Routine
These are based on AVERAGE site conditions and may vary due to site conditions.
Adjust Routine service according to site conditions.
4.2.1 Daily
Clean pressurizer air filter, if Sigma air pressurizer is not used, clean and check
external fresh air hook-up.
Check unit lids to ensure latches are properly closed.
4.2.2 Routine Machine Preventative Maintenance – 2 weeks
Discard lower filter, stage one of return air filter assembly and replace.
4.2.3 Monthly
All daily checks

All bi-weekly checks
Flush out drains
Check seals
Flush out condenser area and coil
Check all heating, refrigeration and hydraulic connections, inside and outside the unit.
4.2.4 Quarterly
All daily, bi-weekly and monthly services

Check motor brushes and blow out motors, change if necessary.
4.2.4 continued
Clean high efficiency filters. The high efficient filters are washable. They can be
Cleaned by using a low-pressure water hose and a soft brush. As much dust as
possible should be knocked out of the filter while the filter is still dry. Water can then
be applied using a Low pressure water hose(use of a high pressure hose will damage
the filter media). Apply the water while lightly scrubbing the filter media. This should
remove any particles that have impregnated the media. This should be followed by a
final rinse of water.
The filter should be allowed to dry completely before returning it to the unit.
4.2.5 Annually
Annual service is best scheduled immediately prior to the cooling season.
SERVICE MANUAL

All daily, bi-weekly, monthly and quarterly service
Total unit clean out
Check all motors and brushes, repair or replace
Flush out evaporator and condenser coils
Check cover seals, replace if necessary
Check fan blades for damage, replace if necessary (BACK TO INDEX)
__________CHAPTER 5__________
TROUBLE SHOOTING
5.0.0 Trouble Shooting
Check supply voltage to unit

Check supply voltage to evaporator blower motor
Check evaporator motor brushes
Check dip switch, 1 and 2 should be in the off positions
Clean filters
Check blower motor rotation
Check condenser fan rotation
Check grounding
Check compressor is cycling on and off
If cycling on high pressure check condenser fans, motors, check for over charge and dirty coils, check
for over charge by measuring temperature of liquid out of condenser, it should be 10°F to 15°F cooler
than the condensing temperature.
Check refrigerant charge, sight glass should be full

Check compressor speed, should be 2000 rpm
Check Hydraulic flow, should be 7.5 gpm @ 2000 psi
Check head pressure
If ambient is 70°F head pressure should be 125-175 psi.

If ambient is 80°F head pressure should be 140-180 psi
Check airflow
SERVICE MANUAL

Check low pressure cycling. If not enough refrigerant is passing thru the system, there could be
blockage.
If TX-valve is blocked head pressures will be very high and suction pressure very low.
Check solenoid valve is opening

Check hoses are connected to engine at points where there is high and low pressure
Purge heater core to remove air
Check solenoid valve is cycling (BACK TO INDEX)
__________CHAPTER 6__________
SPARE PARTS
PART No. DESCRIPTION QTY / UNIT
424-1541 COIL, CONDENSER 1

424-1533 COIL, EVAPORATOR / HEATING 1
424-1542 RECEIVER, REFRIGERANT 1
424-3885 BLOWER ASSEMBLY 1
424-1529 FAN ASSEMBLY, CONDENSER 1
O-RING ½” BULKHEAD 1
O-RING 5/8” BULKHEAD 1
3/8 NPT BULKHEAD FITTING 2
VALVE CORE, CHARGING/SERVICE PORT 4
424-1532 TX VALVE 1
424-3886 SOLENOID VALVE BODY 2
424-3887 SOLENOID COIL 2
424-1526 HIGH PRESSURE SWITCH 1
423-3888 LOW PRESSURE SWITCH 1
HOSE BARB 3/8 NPT X 5/8 I.D. 2
CLAMP WORM-GEAR 2
424-3892 FUSE 2A 2
424-1522 RELAY, SMALL 6
424-1523 RELAY, LARGE 1
424-1520 CONTROL BOARD 1
424-1524 DE-ICE THERMOSTAT 1
424-1521 SENSING PROBE 1
424-3889 MANIFOLD ASSEMBLY, HYDRAULIC 1
HYDRAULIC HOSE ASSY #8 24”LG 1
HYDRAULIC HOSE ASSY #8 31-1/2” LG 1
SERVICE MANUAL

HYDRAULIC HOSE ASSY #8 34” LG 1
FILTER HOLD-DOWN PLATE 1
“O” RING 1/4 1
“O” RING 3/8 5
“O” RING 5/8 2
424-3890 FILTER 12-1/4 X 15-3/8 X 1 1
423-9143 FILTER, FINAL, WASHABLE 1
FRESH AIR SPIGOT 2” 1
424-3891 HYDRAULIC COMPONENT COMPLETE ASSY 1
424-1554 COMPRESSOR 1
424-3893 HYDRAULIC MOTOR 1
424-1553 HYDRAULIC COUPLING ASSEMBLY 1
424-8928 WATER VALVE KIT 1
(BACK TO INDEX)
__________CHAPTER 7__________
DRAWINGS
This page for drawing ae9099006
(BACK TO INDEX)
__________CHAPTER 8__________
WARRANTY
8.0.0 WARRANTY
Although SIGMA units are designed for mining and industrial applications they will require regular
maintenance and correct set up. Installation crews must be qualified and system must be commissioned
correctly.
SIGMA can offer:

Supervision of the installation
On site service schools
On-site service and preventive maintenance program
Due to the remoteness of most locations the warranty policy cannot cover travel expenses, and it is
essential that users become familiar with the equipment and carry out all on site service and
maintenance.
SERVICE MANUAL

Our warranty covers parts supplied by SIGMA, and only if the equipment is maintained in accordance
with the manual. Faulty parts must be returned to us for evaluation.
Warranty period is 12 month from date of dispatch. (BACK TO INDEX)
WIRING DIAGRAM
SERVICE MANUAL
NOTES
Air Conditioner Hydraulic Control Assembly
Adjustment Procedure (830-C019 Manifold)
Current versions of the Air International Transit air conditioner unit (Model
“TPW5BX4C”) uses a control valve having three adjustment points. This
procedure describes how to set these adjustments. (The LeTourneau P/N for
this control valve is 4243889.)
Current Style Control Valve
Gauge Port Identification
Page 1 of 3
SIGMA MANIFOLD ADJUSTMENT

Location of RV (Relief Valve) and PR (Pressure Reducing) Valve
To adjust the 830-C019 manifold assembly, these steps must be followed in

the order shown below.
1. With the hydraulic supply off, loosen all locking nuts.
2. Turn the relief valve (Marked “RV” on the manifold) all the way in
(Clockwise).
3. Turn the compensating flow control (Marked “FC” on the manifold) all
the way out (Counter-clockwise).
4. Attach a Hydraulic Pressure Gauge to the “G” port on the manifold

assembly.
5. Turn on the hydraulic supply. (Run machine at engine HIGH IDLE.)
6. Using the pressure reducing valve (Marked “PR” on the manifold),

adjust the manifold until you read 2000 PSI on the pressure gauge
installed in port “G”.
7. Using the compensated flow control (“FC”), and a strobe or

tachometer, adjust the compressor speed until you achieve the desired
2000 RPM.
Page 2 of 3
SIGMA MANIFOLD ADJUSTMENT CONTINUED

8. Tighten all locking nuts to insure the settings do not float during
operation.
9. Turn off the hydraulic supply.
10. Remove gauge and check all connections are tight.
NOTE:
These adjustments are set at the Air International Transit factory for testing
purposes only. Due to the various pump pressure encountered, the manifold
will need to be readjusted in the field after installation. If these adjustments
are not made at the time of installation, the results could be poor unit
operation, or even compressor failure.
Location of FC (Flow Control) Valve
Page 3 of 3
SIGMA MANIFOLD ADJUSTMENT CONTINUED

SERVICE MANUAL
NOTES
SERVICE MANUAL
Training only! Always use your machineELECTRICAL
MINCO RTD CATALOG
EXELTECH SINE WAVE INVERTER
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 021L012A000000( d 1 )
SERVICE MANUAL
NOTES
LeTourneau, Inc. 2005 All Rights Reserved 021L012A073000 ( p1 )




COVER
ACKNOWLEDGMENTS AND MISCELLANEOUS

TABLE OF CONTENTS
INTRODUCTION
INTRODUCTION continued
STANDARD FEATURES
STANDARD FEATURES continued

STANDARD FEATURES continued

INSTALLATION
INSTALLATION continued
INSTALLATION continued
OPERATION
APPENDIX A
APPENDIX continued
APPENDIX B
BACK COVER
SERVICE MANUAL
FUEL documentation!
SYSTEMS
DETROIT DIESEL 18SP338 FUEL SEPARATOR SYSTEM
LeTourneau, Inc. 2005 All Rights Reserved 50 SERIES DIGITAL LOADER 021M013A000000( d 1 )
SERVICE MANUAL
NOTES
FUEL SEPARATOR
LeTourneau, Inc. 2005 All Rights Reserved 021M013A072000 ( p1 )
PRIMING
LeTourneau, Inc. 2005 All Rights Reserved 021M013A072000 ( p2 )
SECTION 22
SCHEMATICS AND DIAGRAMS
SERVICE MANUAL
NOTES
SERVICE MANUAL
SCHEMATICS/DIAGRAMS
ELECTRICAL SCHEMATICS AND DIAGRAMS
MACHINE ELECTRICAL SCHEMATIC

INTERCONNECTION DIAGRAM
CAN CONNECTOR CABLE LAYOUT
ROUTING DIAGRAM CAB WIRING
CONNECTING DIAGRAM CAB WIRING
HYDRAULIC AND PNEUMATIC SCHEMATICS AND CIRCUIT DRAWINGS
HYDRAULIC CIRCUIT SCHEMATICS-HOIST & BUCKET SYSTEM

FLUID POWER
AIR SYSTEMS (INCLUDING BRAKE CONTROLS)
AUTO LUBE SYSTEM (SCHEMATIC AND PARTS)
AUTO LUBE "ON" CIRCUIT
ENGINE FAN CIRCUIT CIRCUIT
STEERING OIL FLOW CIRCUITS
BLOWER CIRCUIT
AIR CONDITIONING CIRCUIT
AUXILIARY OIL COOLER CIRCUIT (OPTIONAL)
OIL COOLING CIRCUIT
DRIVER FILTRATION CIRCUIT
AUXILIARY STEERING CIRCUIT (OPTIONAL)
Generic schematics are used to show the hydraulic circuit flows for specific machines. For specific
information such as pressures and designations, you MUST refer to the Fluid Power diagram in the Parts
Catalog for this machine.
Double click here to go to the Parts Page of this manual.
data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read and understood all
associated information before performing any work on the machine. It is the responsibility of the mechanic, repairman or inspector to understand
all instructions for the specific work being performed.
SERVICE MANUAL
NOTES
MACHINE ELECTRICAL SCHEMATIC

SERVICE MANUAL
NOTES
425-5294
LeTourneau, Inc. 2005 All Rights Reserved 022A002L50E-0000-001 ( p1 )
425-5294a
425-5294b
425-5294c
425-5294d
425-5294e
425-5294f
425-5294g
425-5294h
425-5294i
425-5294j
425-5294k
425-5294l
SERVICE MANUAL
TABBLANK
HYDRAULIC CIRCUIT SCHEMATICS –

SERVICE MANUAL
NOTES
TA1
NEUTRAL OPERATION (L-1850-L-2350)-CURRENT MODELS

LeTourneau, Inc. 2005 All Rights Reserved 022A002L50H-0000-002 ( p1 )
TA2
BUCKET ROLL BACK OPERATION (L-1850-L-2350)-CURRENT MODELS

TA3
BUCKET DUMP OPERATION BELOW 14FT (L-1850-L-2350)-CURRENT MODELS

TA4
BUCKET DUMP OPERATION ABOVE 14FT (L-1850-L-2350)-CURRENT MODELS

TA5
HOIST OPERATION (L-1850-L-2350)-CURRENT MODELS

TA6
POWER DOWN OPERATION (L-1850-L-2350)-CURRENT MODELS

TA7
FLOAT OPERATION (L-1850-L-2350)-CURRENT MODELS

SERVICE MANUAL
TABBLANK
INTERCONNECTION DIAGRAM
SERVICE MANUAL
NOTES
424-5130
424-5130a
424-5130b
SERVICE MANUAL
TABBLANK
ENGINE FAN CIRCUIT SCHEMATICS

SERVICE MANUAL
NOTES
STEERING PILOT VALVE
L R
R
4000 PSI
PRESET
STEER VALVE L
LS
OVERLOAD
RELIEFS
STEERING CYLINDER
DIRECTIONAL
T P CONTROL
FRONT DRIVER FILTER REAR DRIVER FILTER
P
DRV DRV
PP
PRIORITY
VALVE
.028 .028
75 PSI
HP PRESET
COUNTER
PRESSURE
VALVE
FLOW AMPLIFIER
LS EF HT T
DRV DRV
BLOWER PUMP
REMOTE RELIEF
AIR CONDITIONER
SOL 5
PRESSURE TRANSDUCER MANIFOLD REAR FRAME

MP1 MP2 MP3 MP4 SF SR A/S
M FAN PUMP
OIL COOLER CIRCUIT REMOTE RELIEF
SEE SEE SEE SEE
SHEET 2 SHEET 2 SHEET 2 SHEET 2
AUX BLOWER
STEERING
2000 PSI
M
HT MA FAN BP GB
PS4 FAN
65
PSI
30 PSI
SOL 1
HYD TANK MAIN GEARBOX
SOL 2 AIR PRESS. AIR CONTROL
SYSTEM VALVE
100 PSI
FAN CONTROL
B F
M O/C M A M M S
NOTE: AUX. STEERING IS AN OPTION. MACHINES
MAY NOT BE EQUIPPED AS SUCH.
4248972
TA13915
FAN HYDRAULIC DEMAND CIRCUIT

L R
R
4000 PSI
PRESET
STEER VALVE L
LS
OVERLOAD
RELIEFS
STEERING CYLINDER
DIRECTIONAL
T P CONTROL
P
DRV DRV
PP
PRIORITY
VALVE
.028 .028
75 PSI
HP PRESET
COUNTER
PRESSURE
VALVE
FLOW AMPLIFIER
LS EF HT T
DRV DRV
BLOWER PUMP
REMOTE RELIEF
AIR CONDITIONER
SOL 5

M FAN PUMP
SEE SEE SEE SEE
AUX BLOWER
STEERING
2000 PSI
M
HT MA FAN BP GB
PS4 FAN
65
PSI
30 PSI
SOL 1
SYSTEM VALVE
100 PSI
FAN CONTROL
B F
M O/C M A M M S
4248972
TA13928
FAN ENGINE DEMAND

STEERING OIL FLOW CIRCUITS

SERVICE MANUAL
NOTES
NEUTRAL STEERING (PUMP VENTED TO STAND BY) (L-1850)

LEFT STEERING (L-1850)

TA3
RIGHT STEERING (L-1850)

SERVICE MANUAL
TABBLANK
BLOWER CIRCUIT
SERVICE MANUAL
NOTES
BLOWER CIRCUIT (L-1850-L-2350)

SERVICE MANUAL
TABBLANK
ROUTING DIAGRAM CAB WIRING

SERVICE MANUAL
NOTES
ROUTING DIAGRAM-CAB WIRING




CONNECTING DIAGRAM CAB WIRING

SERVICE MANUAL
NOTES
CONNECTION DIAGRAM-CAB WIRING

CONNECTION DIAGRAM-CAB WIRING-a

CONNECTION DIAGRAM-CAB WIRING-b

CONNECTION DIAGRAM-CAB WIRING-c

CAN CONNECTOR CABLE LAYOUT

SERVICE MANUAL
NOTES
425-4428
425-4428a
AUXILIARY OIL COOLER SCHEMATIC

(OPTIONAL)
SERVICE MANUAL
NOTES
TA1
AUXILIARY OIL COOLER (L-1850)

SERVICE MANUAL
TABBLANK
OIL COOLING CIRCUIT

SERVICE MANUAL
NOTES
OIL COOLING CIRCUIT <120F (CURRENT MODELS)

LeTourneau, Inc. 2005 All Rights Reserved 022A002L50-0000-011 ( p4 )
OIL COOLING CIRCUIT >120F>75PSI (CURRENT MODELS)

OIL COOLING CIRCUIT >120F<74PSI (CURRENT MODELS)

SERVICE MANUAL
NOTES
DRIVER FILTRATION -
AUXILIARY CIRCUIT
1850/2350
SERVICE MANUAL
NOTES
TA1
DRIVER FILTRATION CIRCUIT-AUXILIARY CIRCUIT

SERVICE MANUAL
TABBLANK
AIR CONDITIONING CIRCUIT

SERVICE MANUAL
NOTES
TA1
AIR CONDITIONER "ON" AUXILIARY CIRCUIT

SERVICE MANUAL
TABBLANK
AUTO LUBE “ON” CIRCUIT

SERVICE MANUAL
NOTES
TA1
AUTO LUBE "ON" AUXILIARY CIRCUIT

SERVICE MANUAL
TABBLANK
AUXILIARY STEERING (OPTIONAL)

SERVICE MANUAL
NOTES
TA1
AUXILIARY NEUTRAL STEERING

AUXILIARY STEERING
HYDRAULIC AND AIR

OPERATED COMPONENTS
SERVICE MANUAL
NOTES
64 91 100 91 23
1
59
3
60 32 2 70 75 86
116
121
74 97 90
96
6 31 72 79
101 24 32
77 109
71
61
120 107 106 76 92
85 91
77
17
9 93 91
113
79 78 82
8 20
76 81
26 82 87
95
89
16 78 85
17
74
94
58
98
88 81 88
10 18
17 114 11
38 15 25 80 79 78 77 95 59
27 26 91
118
81 84 7 69 86 119
24 16 12 16 115 14 26
117
69
4
82 70 83 73 102 112
65
34 111
57 67
29 58 43
104 42
31 26 22 101
21
29 24 105
63
19 103
4 29 110
29
30 24
24 36 33 54 24
4 9
4
5
70 32 66
40 108
44
68
41 42
28 4 4
31 31
29 35
17 31 37
38 42
39 35
4 31
106 35 41
40 68 4 68
40 40 35 106 68 4
99 4 43
24 36
28 28
28 32 66
24 36 56 36
70 106
31 41
31 44
40 29
38 31
41
106 56
46 39
45 40
40 46
40 16 40
40 45 17 40
46
45 46 45
48 48 48 48
47 47 40
47 47
49 52 49 52
49 49
50
52
40 59 52 52 40 52
50 52 52 50
48 48 48
48 47
40
40 40
50
47 40
47 40
40
46 45
46 47
45
45 41 41 51 46 41 41 41 51 45
51 53 41 53 41 51 53 53 41 46
LeTourneau, Inc.
424-1599
© 2005 All Rights Reserved 8.17A.1|425-2417
LeTourneau, Inc.
424-1599a
24
77
22
11
94
21
76
16
11
21
75
19 23 81 92
72 22 21
21 21
79 21 40 39
21 93 22
83 5
55 23 70
88
21 38
61
18 21
22 21 21
29
18 5 21
21 19 90
22 80
56 82 20 29 22
31 17 22 21
21 6 87
7 21
21
21 65 64
27
29
74 23 68 21 58
18 5
21 22 29
78 21 23 52
20 20
21 21
22 29 32
23
6 20
17 21 23 66
68 22 21 35 37 97
80 34
23 21 28
78 21 31 69
29 25
18 102 21 21
5 21
7 7 21
75 36 38 9
21 23 12 59
21 21 59
21 74 41 25
21 47 96
20 99
20 10 21
82 22 22
56 87 29 46 2
29 101 4
98 45 50
21 3
22 21 51
22 21
96 100
44 38
21
92 97 85
88 69 5 53
29
83 21 5
21 73 67
21 22 21 86
21 5 79 84
93 18 19
72 54
23 23 57
19 63 1
89 40 49
62
81 48
22 21
21 30
28
18
26
42 21
18 36
30
33 60
11 76 21 18
16 25
15
95 71
11
22
14
77
42 24
LeTourneau, Inc.
424-8508
8
7 6 5 4 3 2
REVISIONS
1
ZONE REV DESCRIPTION ECN DATE CHG CHK APP

00 RELEASE NL05-0774 4-18 TEW RWD DMF
H 01 SEE SHEET 3, 7 NL05-0776 TEW H
G G
L R
R
4000 PSI
PRESET
STEER VALVE L
LS
OVERLOAD
RELIEFS
STEERING CYLINDER
DIRECTIONAL
T P CONTROL
F P F
DRV DRV
PP
PRIORITY
VALVE
.028 .028
75 PSI
HP PRESET
COUNTER
PRESSURE
VALVE
E E
FLOW AMPLIFIER
LS EF HT T
DRV DRV
BLOWER PUMP
REMOTE RELIEF
AIR CONDITIONER
D SOL 5
D
M FAN PUMP
SEE SEE SEE SEE
AUX BLOWER
STEERING
2000 PSI
C M C
HT MA FAN BP GB
PS4 FAN
65
PSI
30 PSI
SOL 1
SYSTEM VALVE
100 PSI
B B
FAN CONTROL
B F
M O/C M A M M S
THIS DRAWING AND ALL UNLESS OTHERWISE SPECIFIED:

FIRS T USED ON/CONTRACT NO
DATA THEREIN IS THE
PROPERTY OF
LETOURNEAU, INC.,.
IT IS CONFIDENTIAL AND
• DIMENSIONS ARE IN INCHES & APPLY BEFORE
PLATING OR FINISH COATINGS.
• TOLERANCES ON: ANGLES ±1° DWN DATE
T. WILLIS 04-12-2005
LeTourneau, Inc.
FRACTIONS ±1/16
MUST NOT BE COPIED. CHK
A
IT IS LOANED SUBJECT
TO RETURN UPON
.XX DECIMAL
.XXXDECIMAL ±.015
±.03
ENGR
RWD 04-14-2005 SCHEMATIC/DIAGRAM L-1850 A
• MACHINED CORNERS 1/64 X 45°
DEMAND AND IS NOT
TO BE USED IN ANY WAY
• WELD PROPERTIES SHALL MEET THE MINIMUM
PROD ENGR
FLUID POWER #22 & UP
DETRIMENTAL TO OUR
REQUIREMENTS OF THE BASE MATERIAL. DMF 04-18-2005
SIZE DWG NO. REV
INTEREST. PROJ APPROVAL
E
THIRD ANGLE PROJECTION
INTERPRET DIM & TOL
PER LETOURNEAU MATL
DO NOT SCALE 4248972 01
SPEC 1650.00. SCALE 1/1 EST WT SHEET 1 OF 7
8 7 6 5 4 3 2 1
LeTourneau, Inc.
424-8972
© 2005 All Rights Reserved 8.0A.1|PL-583
8 machine original documentation!
7 6 5 4 3 2
REVISIONS
1

MANUAL BLEED VALVE
00 RELEASED NL05-0774 4-18 TEW RWD DMF
G G
800
PSI
SOL 4
BKT
PRESSURE TRANSDUCER MANIFOLD FRONT FRAME
HB
BR
PILOT VALVE
SOL BR
FLOAT VALVE FLOAT VALVE
F F
BR HB BR HB HB
BB
SOL BB
2000 3800 2000 3800 2000 3800 2000 3800

PSI PSI PSI PSI PSI PSI PSI PSI
E E
SOL HB
F F
750
PSI
BD PD BD PD
3800 3800 3800
PSI PSI PSI
P T P TP
600
PSI
RB H RB H H
SOL HR
M1 M2 M3
HB
D BB HR BB HR T D
PILOT SUPPLY VALVE
SOL 21
HR
C C
600 PSI
SOL 25
B
MP O/C MP A MP MP S F

MP1 MP2 MP3 MP4 A/S
B B
AUTOLUBE PUMP
SEE
SHEET 1
A A
DIAGRAM L-1850
FLUID POWER #22 UP SIZE DWG NO. REV
DRAWN T. WILLIS E DO NOT SCALE 4248972 01

ISSUED 04-12-05 SCALE 1/1 EST WT SHEET 2 OF 7
8 7 6 5 4 3 2 1
LeTourneau, Inc.
424-8972a
7 6 5 4 3 2
REVISIONS
1

H DESIGNATOR DESCRIPTION
HOSE ASSEMBLIES 01 IT 189 WAS 424-3734, SEE SHEET 7 NL05-0776 TEW H
CV CHECK VALVE
FC FLOW CONTROL DESIGNATION DESCRIPTION
P PUMP T11 - - H3 400-1883 CAPSCREW, 1/2 UNC X 6 224 407-1514 HOSE-A-6-17-0J-0J-2250PSI 112 424-3943 MT GEAR BOX OIL COOLER 18
PS PRESSURE SWITCH 0J 0° JIC END FITTING
45J 45° JIC END FITTING T10 - - H2 421-0347 FLAT WASHER 3/8 223 417-7375 HOSE-A-8-18-0J-90J-2000PSI 111 424-3942 MT GEAR BOX OIL COOLER 14.5
PT PRESSURE TRANSDUCER
RV RELIEF VALVE 90J 90° JIC END FITTING T9 - - H1 400-9760 BOLT, 1/2 UNC X 6 222 415-0900 HOSE 2000 8 60.0 0J 0J 110 423-6944 STR MANIFOLD TUBE
SOL SOLENOID 90JL 90° JIC LONG DROP END FITTING T8 411-6494 FTG HYD TE 8 MJ 8 MO SP ITEM PART NO. DESCRIPTION 221 401-7532 HOSE 2000 8 30.0 0J 0J 109 051-9707 HOSE CLAMP
SS SHOCK SUPPRESSOR 0F 0° SPLIT FLANGE END FITTING
45F 45° SPLIT FLANGE END FITTING T7 407-8968 TEE, 1/2 MJ X 1/2 FJ X 1/2 MJ 220 424-4749 HOSE 2250 6 11.0 0J 90J 108 421-9238 BUCKET CYLINDER GP. - HIGH
SV
TP
SEQUENCE VALVE
TEST PART 90F 90° SPLIT FLANGE END FITTING T6 406-3332 FTG HYD TE 4 MJ 4 MJ 4FJ HARDWARE 219 419-3525 HOSE 5000 4 33.0 0J 0J 107 423-7810 CLAMP HALF 2.50
90FJ 90° SPLIT FLANGE JUMPSIZE END FITTING T5 404-3032 TEE, 3/8 MJ X 3/8 MJ X 3/8 MO E37 401-1746 FTG HYD 90 6 MJ 6 MP JUMP 218 424-3742 HOSE-A-6-78-0J-90J-4000PSI 106 424-1420 STR 1.25 HYD PIPE SAE FLANGE
T4 410-3064 TEE, 3/8 MJ X 3/8 MO X 3/8 MJ E36 424-4689 FTG HYD 90 12 MJ 12 FJ MOD 217 422-2057 HOSE 1250 12 20.0 0J 90J 105 423-7951 TEST BLOCK #16 SF C62 X #16 SF C61
T3 403-1446 TEE, FEM, 1/4 NPT E35 400-2479 ELBOW #8 MJ X 90° X #8 FJ 216 424-3741 HOSE 4000 6 67.0 0J 0J 104 410-3844 MANIFOLD
T2 413-1486 TEE, 3/8 MJ X 3/8 MJ X 3/8 FJ E34 424-3567 FTG HYD 90 4 MJ 12 MM 215 414-8397 HOSE-A-4-316-0J-0J-5000PSI 103 424-1394 TEST BLOCK 1 SF CODE 61-62
T1 402-0762 TEE, 1/2 MJ X 1/2 MO X 1/2 MJ E33 400-3429 FTG HYD 90 8 MJ 6 MP 214 422-2189 HOSE 5000 24 58.0 0F 90FHDL1 102 423-3397 STR AIR INLET
FITTINGS ITEM PART NO. DESCRIPTION E32 411-6480 STR ELBOW #20 SF X 90° 213 424-3740 HOSE-A-6-130-0J-90J-2250PSI 101 423-2082 TRANSMITTER PRESSURE 0-50 PSI
E31 450-6555 ELBOW #8 MJ X 90° X #10 MO 212 424-3915 HOSE-A-6-188-0J-90J-4000PSI 100 415-0321 CHECK VALVE
DESIGNATION DESCRIPTION TEES E30 401-1744 FTG HYD 90 6 MJ 8 MP JUMP 211 424-3738 HOSE-A-12-300-0J-0J-1250PSI 99 424-1557 STR ELBOW 90° #16 C62
G FJ FEMALE JIC S23 - - E29 403-2321 ELBOW #4 FP X 90° X #4 FP 210 424-3745 HOSE 4000 6 176.0 0J 0J 98 424-1155 ASSY MANIFOLD, 4-PORT FRONT FRAME G
FP FEMALE PIPE (NPT) S22 - - E28 403-1400 ELBOW #4 MP X 90° X #4 FP 209 422-2036 HOSE 4000 6 210.0 0J 0J 97 424-1507 ASSY MANIFOLD REAR TRANSDUCER
MJ MALE JIC S21 - - E27 408-1386 ELBOW #12 MJ X 90° X #10 MO 208 424-4560 HOSE 375 32 82.0 0F 45F L3 96 423-2084 TRANSMITTER PRESSURE 0-600 PSI
MO MALE O-RING
MP MALE PIPE (NPT) S20 - - E26 424-4735 ELBOW #16 MP X 90° X #16 MP 207 418-6061 HOSE-A-6-23-0J-90J-4000PSI 95 411-6734 CHECK VALVE, 1/2 SAE
SF SPLIT FLANGE S19 410-2824 O-RING E25 404-0553 ELBOW #8 MJ X 90° X #6 MO 206 408-1026 HOSE 2000 8 12.0 0J 0J 94 423-2085 TRANSMITTER PRESSURE 0-5000 PSI
S18 411-0761 O-RING E24 424-8951 ASSY ORIFICE .062 90 6MJ 6MO 205 424-3736 HOSE 625 20 44.0 0J 90J 93 423-2083 TRANSMITTER PRESSURE 0-200 PSI
S17 400-2216 O-RING E23 404-0554 ELBOW #8 MJ X 90° X #12 MO 204 416-2137 HOSE-A-4-62-0J-0J-5000PSI 92 422-2481 ELBOW STR, 90° 2 SF
S16 422-2477 SEAL SPLIT FLANGE 2.500 PRALET E22 410-3342 ELBOW, STR-90° 1-1/2 203 417-7434 HOSE 2250 6 248.0 0J 0J 91 417-2000 WASHER FLAT 2.970 3.31 .03 SP
S15 401-6121 BACKUP RING E21 400-2483 ELBOW, SWL #16 MJ X 90° X #16 FJ 202 424-3735 HOSE 4000 12 52.0 0J 45F 90 424-1189 ASSY, GEAR BOX CONTROL VALVE
S14 418-1235 O-RING E20 424-1232 ELBOW, #6 MO X 90° X #8 MJ MODIFY 201 424-3916 HOSE-A-8-80-0J-90JL-4250PSI 89 424-1492 MANIFOLD STR - FRONT
S13 423-6946 SEAL 9,13 ID E19 400-2481 ELBOW, #12MJ X 90° X #12 FJ SWVL 200 413-3984 HOSE-A-8-138-0J-0J-2000PSI 88 421-9243 HYDRAULIC CYLINDER GRP, HOIST
S12 412-3586 QUAD RING SEAL, 4" E18 401-7400 ADJ ELBW-90°, 1/2 O-RING X 3/8 JIC 199 698-9042 HOSE-A-4-50-0J-0J-5000PSI 87 422-3136 PLUG 2 SF
S11 407-1255 FLANGE SEAL, 2" MACLET E17 401-4581 ELBOW ADJ. 90°, 1/4 MJ 1/4 MO 198 414-8827 HOSE-A-4-22-0J-0J-5000PSI 86 417-2157 CONNECTOR PLT, 2-1/2
S10 418-1234 O-RING E16 401-1748 ELBW ADPT-90° 1/4 NPT X 1/4 JIC 197 417-2274 HOSE 5000 32 86.0 0F 90FL3 85 421-9106 STR TUBE
082-4790 BOLT HX .500 1.750 NC G8 S9 406-8358 FLANGE SEAL, 1-1/2 MACLET E15 405-6022 ELBOW #16 MO X 90°, #20 MJ 196 422-2186 HOSE 5000 24 68.0 0F 0F HD 84 416-3838 ASSY, RELIEF VALVE
#40 421-0349 WASHER FLAT .500 .75 .13 HRD S8 406-8357 FLANGE SEAL, 1-1/4 MACLET E14 400-2481 SWIVEL ELBW-90° 3/4 JIC 195 412-2872 HOSE 5000 4 70.0 0J 0J 83 423-6996 ASSY, PILOT VALVE
SF2
SET 411-6301 O-RING, 2-1/2 SAE SPLIT FLNGE S7 412-3584 QUAD RING SEAL, 3" E13 400-2478 SWIVEL ELBW-90° 3/8 JIC 194 410-3608 HOSE 5000 24 48.0 0F 0F HD 82 423-7952 CASE DRAIN MANIFOLD - PUMPS
422-2106 FLANGE HALF, 2-1/2 SAE S6 410-5005 FLANGE SEAL, 1 MACLET E12 400-2476 ELBOW 1-1/4 O-RING X 1-1/4 JIC 193 422-2263 HOSE 5000 24 45.0 0F 0F HD 81 418-6108 MANIFOLD BLOCK-MOTOR F
F
400-9753 BOLT HX .500 1.500 NC G8 S5 422-2476 FLANGE SEAL LRP 231 MACLET E11 424-1246 ELBOW ADJ. 90° 12 MJ X 8 MO 192 422-2192 HOSE 5000 24 72.0 0F 90FHDL1 80 424-8529 STR HOIST CYLINDER PIPE
#40
421-0349 WASHER FLAT .500 .75 .13 HRD S4 412-3585 QUAD RING SEAL 3.00" E10 400-2473 ELBOW 90° 3/4 O-RING X 3/4 JIC 191 411-6486 HOSE-A-6-62-0J-0J-2250PSI 79 424-1498 CARTRIDGE PRESSURE REDUCING
SF1
SET 411-6301 O-RING, 2-1/2 SAE SPLIT FLNGE S3 412-1119 GASKET, FILLER NECK E9 400-2471 ELBW 90° ADJ, 1/2 O-RING X 1/2 JIC 190 699-2663 HOSE-A-6-304-0J-0J-4000PSI 78 417-2012 HOUSING VALVE
422-2106 FLANGE HALF, 2-1/2 SAE S2 400-0334 O-RING E8 400-2470 ELBW 90° 3/8 O-RING X 3/8 JIC 189 424-3527 HOSE 4000 16 96.0 0J 90F 77 423-6994 ASSY, PILOT SUPPLY VALVE
082-4790 BOLT HX .500 1.750 NC G8 S1 414-7284 O-RING E7 400-2467 ELBOW ADJ. 45° 1 MJ X 1 MO 188 422-2188 HOSE 5000 24 73.0 0F 0F HD 76 418-8891 MANIFOLD BLOCK STR - REAR
#32
421-0349 WASHER FLAT .500 .75 .13 HRD ITEM PART NO. DESCRIPTION E6 422-3110 ELBOW STR-60° 187 418-2364 HOSE 1250 12 17.0 0J 0J 75 416-3809 FLOAT VALVE ASSY
SF3
SET 407-1255 O-RING, 2 SAE SPLIT FLANGE E5 411-6444 ELBOW, SWIVEL 90° #4 186 417-7394 HOSE-A-12-103-0J-0J-1250PSI 74 423-8014 PIPE STR 2
418-6402 FLANGE HALF, 2 SAE SEALS E4 424-3565 ELBOW 90° #6 MJ X 14MMO 185 422-3472 HOSE 5000 32 124.0 0F 90F L4 73 418-8980 OIL COOLER, GEARBOX
400-9753 BOLT, HEX HD - 1/2 UNC X 1-1/2 P21 401-3778 PIPE PLUG, 1/8" NPT, HEX HEAD E3 410-3343 STR ELBOW 45° 1 1/2 SF 184 412-9106 HOSE-A-6-24-0J-0J-4000PSI 72 422-2070 TEST BLOCK
#32
421-0349 WASHER FLAT .500 .75 .13 HRD P20 422-3340 PIPE PLUG, 1" NPT, HEX HEAD E2 407-6637 TAPPED STREET ELBW-90° 3/8 183 424-3510 HOSE 375 32 58.0 0F 0F 71 418-8885 CROSSOVER PIPE STR - BUCKET ROD
SF2
SET 407-1255 O-RING, 2 SAE SPLIT FLANGE P19 400-8733 SF/PLUG 1-1/4 E1 404-0552 FTG HYD 90 4 MJ 6 MO JUMP 182 424-3509 HOSE 2500 24 60.0 0F 0F 70 418-8884 CROSSOVER PIPE STR - BUCKET BASE
422-3453 FLANGE HALF, 2 SAE P18 424-3929 PLUG HOLLOW HEX 4 MO ITEM PART NO. DESCRIPTION 181 424-3935 HOSE 2500 24 78.0 0F 45F 69 423-7902 PUMP, PISTON MAIN
082-7222 BOLT, HEX HD - 1/2 UNC X 2 P17 424-3927 PLUG HOLLOW HEX 8 BSPP 180 415-5550 HOSE-A-6-120-0J-90J-4000PSI 68 424-1017 PUMP, CIRCULATING VANE
#32
421-0349 WASHER FLAT .500 .75 .13 HRD P16 400-8732 PLUG, 1 SF ELBOWS 179 421-3834 HOSE 2500 32 60.0 0F 90F L1 67 418-8638 PIPE STR, LH BUCKET CYLINDER
SF1
SET 407-1255 O-RING, 2 SAE SPLIT FLANGE P15 422-3348 PLUG, 1-1/4 NPT A43 - - 178 417-2363 HOSE-A-12-64-0J-0J-1250PSI 66 416-3784 PIPE STR, RH BUCKET CYLINDER
418-6402 FLANGE HALF, 2 SAE P14 402-0769 PLUG, 1/2 O-RING A42 423-7965 FTG HYD 0 6 MJ 5 M0 177 403-9451 HOSE-A-4-48-0J-0J-2750PSI 65 418-8888 CROSSOVER PIPE STR, HOIST BASE
422-2260 BOLT, HEX HD - 12 UNC X 5-3/4 P13 404-0567 PLUG, 1 O-RING A41 405-7053 BUSHING RED 3/8 FP X 5/8 MO 176 424-3731 HOSE-A-20-110-0F-0F-3000PSI 64 418-8887 CROSSOVER PIPE STR, HOIST ROD E
E #24
421-0349 WASHER, 1/2 HARDENED P12 401-3958 PLUG, 1 NPT A40 401-1756 FTG HYD 90 6 MJ 6 MP JUMP 175 415-5738 HOSE-A-8-28-0J-0J-2000PSI 63 413-8081 SOL CARTRIDGE VALVE
SF5
SET 406-8358 O-RING, 1-1/2 SAE SPLIT FLNGE P11 403-1553 PLUG 3/4 O-RING A39 404-0561 FTG HYD 0 12 MJ 16 MP 174 422-3471 HOSE 5000 32 103.0 0F 90F L4 62 421-9239 BUCKET CYLINDER GP. - STD
418-6401 FLANGE HALF, 1-1/2 SAE P10 027-2969 PLUG, 1/4 NPT HEX SOC A38 403-0078 FTG HYD 0 8MO 8MO 173 416-3935 HOSE-A-6-53-0J-0J-4000PSI 61 423-7953 PROPORTIONAL VALVE
400-9759 BOLT, HEX HD - 1/2 UNC X 5-1/2 P9 401-3779 PIPE PLUG, HH 1/4 NPT A37 404-0557 FTG HYD 0 6 MJ 8 MP 172 424-3730 HOSE-A-6-45-0J-90J-2250PSI 60 401-4470 HOSE CLAMP, T-BOLT 5.00
#24 401-5753 FTG HYD 0 12 MJ 8 MP
421-0349 WASHER FLAT .500 .75 .13 HRD P8 401-3780 PLUG, 3/8 NPT A36 171 418-6071 HOSE-A-12-82-0J-90J-1250PSI 59 403-5388 DRAIN VALVE
SF4
SET 406-8358 O-RING, 1-1/2 SAE SPLIT FLNGE P7 402-0770 PLUG, 1/4 O-RING A35 400-2425 FTG HYD 0 20 MJ 20 MP 170 415-3295 HOSE-A-6-67-0J-0J-2250PSI 58 425-4486 ASSY FILTER
418-6401 FLANGE HALF, 1-1/2 SAE P6 403-0061 PLUG, 3/8 O-RING A34 400-2424 FTG HYD 0 16 MJ 16 MP 169 408-1385 HOSE-A-12-142-0J-0J-1250PSI 57 424-1508 ASSY, MANIFOLD MAIN PUMPS
400-9758 BOLT, HEX HD - 1/2 UNC X 5 P5 021-6156 PLUG, 1/2 NPT A33 424-3936 FTG HYD 0 12 MO 4 MJ 168 415-0727 HOSE-A-4-56-0J-0J-5000PSI 56 424-1500 GEARBOX ASSY
#24
421-0349 WASHER FLAT .500 .75 .13 HRD P4 401-3957 PLUG, 3/4 NPT A32 424-3928 FTG HYD 0 8 MJ 8 BSPP 167 422-2085 HOSE 1250 12 110.0 0J 0J 55 418-9111 FLOW CONTROL
SF3
SET 406-8358 O-RING, 1-1/2 SAE SPLIT FLNGE P3 400-8734 PLUG, 1-1/2 SF A31 417-2327 FTG HYD 0 12 MJ 12 FP 166 412-4916 HOSE 2750 4 40.0 0J 0J 54 424-8685 CONTROL VALVE-DUAL
418-6401 FLANGE HALF, 1-1/2 SAE P2 041-6273 PLUG, 3/4 NPT BREATHER A30 500-1457 FTG HYD 0 4 MJ 6 FJ 165 424-4748 HOSE 5000 6 88.0 0J 0J 53 424-8686 CONTROL VALVE-SINGLE
400-9755 BOLT, HEX HD - 1/2 UNC X 3-1/4 P1 018-2028 PLUG, 3/4 NPT A29 424-3561 FTG HYD 0 6 MJ 14 MMO 164 422-3436 HOSE-A-16-52-0J-90J-1000PSI 52 424-1140 LUBE PUMP
#24
421-0349 WASHER FLAT .500 .75 .13 HRD ITEM PART NO. DESCRIPTION A28 411-6765 FTG HYD 0 8 MO 8 FJ 163 424-3728 HOSE-A-16-40-0J-90J-1000PSI 51 423-6779 RADIATOR & OIL COOLER ASSY, FAN ASSY
SF2
SET 406-8358 O-RING, 1-1/2 SAE SPLIT FLNGE A27 424-1311 FLANGED CONNECTOR CODE 62 162 407-3657 HOSE-A-4-90-0J-0J-2750PSI 50 424-1325 HYDRAULIC RESERVOIR STR
418-6401 FLANGE HALF, 1-1/2 SAE PLUGS A26 424-4734 FTG HYD 0 20 MO 16 FP 161 422-3414 HOSE 1200 40 59.0 0F 0F P 49 418-8986 STEERING VALVE
082-7222 BOLT, HEX HD - 1/2 UNC X 2 M33 - - A25 403-9497 CONN-STR 3/4 MJ 3/4 MJ 160 409-3108 HOSE-A-6-22-0J-0J-2250PSI 48 424-8840 ASSY MAIN VLV BLEED
#24
421-0349 WASHER FLAT .500 .75 .13 HRD M32 - - A24 404-0550 FTG HYD 0 8 MJ 12 MO JUMP 159 422-3265 HOSE-A-12-140-0J-90J-1250PSI 47 424-8912 DCB HOUSING D
D SF1
SET 406-8358 O-RING, 1-1/2 SAE SPLIT FLNGE M31 - - A23 417-2439 ADPT, 1-1/2 S.F. X 1 SAE 158 419-3537 HOSE-A-6-43-OJ-OJ-4000PSI 46 423-8022 ASSY, OIL COOLER VALVE
418-6401 FLANGE HALF, 1-1/2 SAE M30 - - A22 405-1567 STR ADPT, 3/8 MO X 1/4 MP 157 417-2342 HOSE-A-6-52-0J-0J-2250PSI 45 423-7906 FAN MOTOR
400-9518 BOLT, HEX HD - 7/16 UNC X 4 M29 - - A21 404-0562 CONN-STR ADPT, 3/8 NPT X 1/4 JIC 156 409-6720 HOSE-A-12-72-0J-0J-1250PSI 44 423-8015 PIPE STR 1.50
#20
421-0348 WASHER, 7/16 HARDENED M28 416-1034 HOSE, 1-1/4 I.D. X 2-1/2 A20 412-9458 STR ADPT, SWVL 3/8 MJ x 1/2 FJ 155 408-0310 HOSE-A-6-92-0J-0J-2250PSI 43 424-1136 MOTOR PISTON BLOWER
SF3
SET 406-8357 O-RING, 1-1/4 SAE SPLIT FLNGE M27 422-3013 COUPLER MALE ASSY 6 MO 90° A19 097-8632 STR ADPT, 1/4 MJ x 1/8 MP 154 424-3727 HOSE 5000 16 90.0 0F 90F C62 42 413-3413 HOUSING VALVE
418-6400 FLANGE HALF, 1-1/4 SAE M26 424-1063 SUCTION TUBE A18 402-0774 CONN-STR ADPT, 1/4 MJ X 8 MO 153 403-4906 HOSE-A-6-50-0J-0J-2250PSI 41 418-9195 STR, HYD TANK STAND PIPE
002-5758 BOLT, HEX HD - 7/16 UNC X 3 M25 416-3818 HOSE 6 ID X 8 A17 402-0772 CONN-STR ADPT, 3/8 MO X 1/2 MJ 152 406-8077 HOSE-A-8-258-0J-0J-2000PSI 40 424-1019 ASSY, RELIEF VALVE
#20
421-0348 WASHER, 7/16 HARDENED M24 424-1391 SUCTION TUBE A16 402-0771 CONN-STR ADPT, 1/2 MO X 3/8 MJ 151 415-8769 HOSE-A-6-20-0J-90J-4000PSI 39 414-3664 CONNECTOR PLATE
SF2
SET 406-8357 O-RING, 1-1/4 SAE SPLIT FLNGE M23 424-1051 STR, SUCTION TUBE FRONT A15 401-8666 CONN-STR ADPT, 1/2 NPT X 1/2 JIC 150 412-9107 HOSE-A-6-26-0J-0J-4000PSI 38 421-9017 1 CONNECTOR PLATE
418-6400 FLANGE HALF, 1-1/4 SAE M22 403-2312 PIPE NIPPLE, 3/8 NPT A14 401-6785 CONN-STR ADPT, 1/4 NPT X 1/4 JIC 149 422-2463 HOSE 1250 12 60.0 0J 90J 37 413-3249 CHECK VALVE ASS'Y, 1-1/2
421-3614 BOLT, HEX HD - 7/16 UNC X 1-3/4 M21 422-3014 COUPLER MALE ASSY 8 MO A13 424-3564 CONN-STR ADPT, 3/4 MJ X 26 MMO 148 422-2191 HOSE 5000 24 68.0 0F 90F HDL1 36 423-6978 SUBPLATE PROPORTIONAL RELIEF
#20
421-0348 WASHER, 7/16 HARDENED M20 421-1000 .040 ORIFICE A12 401-4580 STR ADPT, 1/4 MJ X 1/4 MO 147 421-3833 HOSE 2500 32 72.0 0F 90F L1 35 423-6977 VALVE PROPROTIONAL RELIEF - FAN
SF1
SET 406-8357 O-RING, 1-1/4 SAE SPLIT FLNGE M19 424-3516 REDUCER, #24 MO X #12 FO A11 401-3080 ADPT, #8 MO X #12 MJ 146 416-3613 HOSE-A-12-280-0J-0J-1250PSI 34 417-7230 FAN ASS'Y
418-6400 FLANGE HALF, 1-1/4 SAE M18 422-3017 COUPLER MALE ASY 4MP 90 A10 407-4094 CONN-STR ADPT, 1-1/4 MO X 3/4 MJ 145 422-2185 HOSE 5000 24 55.0 0F 0F HD 33 423-7910 STR, DIFFUSER
424-3937 BOLT HX M12 X 1.75 X 44.5(1.75") M17 423-8133 SUCTION FLANGE STR A9 400-2460 STR ADPT, 1-1/4 MJ X 1-1/4 MO 144 418-6131 HOSE-A-4-110-0J-0J-2750PSI 32 412-2890 HINGE BAR, FILLER NECK
#16
421-0347 WASHER, 3/8 HARDENED M16 423-7927 SUCTION FLANGE STR 3.00 A8 400-2459 STR ADPT, 1 MJ X 1 MO 143 423-0447 HOSE-A-6-44-0J-0J-2250PSI 31 412-2889 LATCH, FILLER NECK
SF4
410-5005 O-RING, 1 SAE SPLIT FLANGE M15 423-8079 SUCTION TUBE A7 400-2457 STR ADPT, 3/4 O-RING X 3/4 JIC 142 424-3726 HOSE 4000 6 136.0 0J 90J 30 423-7916 STR, FILTER EXTENSION C
C SET
422-2102 FLANGE HALF, 1 SAE CODE 62 M14 424-1061 SUCTION TUBE A6 400-2455 STR ADPT, 1/2 O-RING X 1/2 JIC 141 415-6395 HOSE 4000 6 90.0 0J 0J 29 423-7922 FILTER
421-3614 BOLT, HEX HD - 7/16 X 1-3/4 M13 424-1390 SUCTION FLANGE A5 400-2454 STR ADPT, 3/8 O-RING X 3/8 MJ 140 408-2862 HOSE-A-8-50-0J-0J-2000PSI 28 417-7294 SPACER BLOCK, 1-1/2 S.F.
#16
421-0348 WASHER, 7/16 HARDENED M12 416-2338 HOSE - 3.5 I.D. X 6 A4 403-9499 ADAPT, 3/8 MO X 1/4 MJ 139 421-3853 HOSE 1250 12 74.0 0J 90J 27 413-3410 CHECK VALVE, 1-1/4 SPLIT FLANGE
SF3
SET 410-5005 O-RING, 1 SAE SPLIT FLANGE M11 423-8009 HOSE 3 ID X 6 A3 402-1412 ADAPTER, 5/8 MO X 3/4 MJ 138 417-2292 HOSE 1250 12 28.0 0J 90J 26 416-3959 PLUG, 2 SPLIT FLANGE
422-2102 FLANGE HALF, 1 SAE CODE 62 M10 410-3836 REDUCER, 1/2 MO X 3/8 FO A2 400-2420 STR ADPT, 1/2 JIC X 3/8 NPT 137 407-4085 HOSE 625 20 32.0 0J 0J 25 423-8012 MANIFOLD CASE DRAIN - BLOWER
424-4758 BOLT HX M12 X 1.75 X 70 (2.75") M9 418-9392 SUCTION TUBE A1 052-7116 STR ADPT, 1/4 NPT X 3/8 JIC 136 424-3933 HOSE 625 20 121.0 0J 0J 24 416-3826 ELBOW, CYLINDER ROD
#16 422-3018 COUPLER MALE ASY 6MO
421-0347 WASHER, 3/8 HARDENED M8 ITEM PART NO. DESCRIPTION 135 424-3725 HOSE 625 20 72.0 0J 0J 23 424-1387 PUMP, PISTON
SF2
SET 410-5005 O-RING, 1 SAE SPLIT FLANGE M7 422-3016 COUPLER MALE ASY 4MP 134 424-3941 HOSE 625 20 32.0 0J 90J 22 410-2695 COVER, FILTER
422-2102 FLANGE HALF, 1 SAE CODE 62 M6 424-1052 STR, SUCTION TUBE REAR ADAPTERS 133 424-3503 HOSE 4250 8 25.0 0J 90J 21 418-2773 LIQUID LEVEL GAUGE
082-9683 BOLT, HEX HD - 3/8 UNC X 1-3/4 M5 412-3236 PIPE HYD NIPPLE - 3/4 NPT 245 418-6283 HOSE 5000 32 103.0 0F 90F L2 132 422-2042 HOSE 3000 20 44.0 90F 90F 20 410-2220 FILLER NECK
#16
421-0347 WASHER, 3/8 HARDENED M4 403-0298 PIPE NIPPLE, 1/4 NPT 244 418-6478 HOSE 5000 32 124.0 0F 90F L2 131 424-3530 HOSE-A-12-22-0J-90J-1250PSI 19 403-5359 SAE TEST BLOCK 1-1/2
SF1
SET 410-5005 O-RING, 1 SAE SPLIT FLANGE M3 403-2507 PIPE REDUCER, 1/2 X 3/8 243 424-3705 HOSE 5000 16 58.0 0F61 90F62 130 422-3484 HOSE 1250 12 26.0 0J 45J 18 410-2094 FILLER CAP & GASKET ASSY
418-6491 FLANGE HALF, 1 SAE M2 418-8910 HOSE, 4-1/2 ID X 6 242 409-3460 HOSE-A-32-66-0F-45F-2500PSI 129 419-3521 HOSE-A-4-21-0J-0J-5000PSI 17 416-5712 VALVE BALL 3-WAY
080-1173 BOLT HX HD - 3/8 UNC X 3-1/4 M1 423-7926 SUCTION FLANGE 241 422-3475 HOSE 375 32 95.0 OF 90F 128 424-4714 HOSE 5000 20 36.0 0F 45F 16 424-1408 PUMP PISTON - BLOWER
#12
421-0347 WASHER, 3/8 HARDENED ITEM PART NO. DESCRIPTION 240 424-3919 HOSE 625 20 25.0 0J 45F 127 418-6076 HOSE-A-4-34-0J-90J-2750PSI 15 424-1393 TEST BLOCK 3/4 SF CODE 61
SF4
SET 400-2216 O-RING, 3/4 SAE 239 422-3142 HOSE 5000 24 88.0 0F 90FHDL1 126 422-3091 HOSE 5000 16 46.0 0F 90FJ 14 417-2331 HOSE CLAMP T-BOLT 7.00
400-2219 FLANGE HALF, 3/4 CPL MISC FITTINGS 238 424-3918 HOSE 5000 24 78.0 0F 45FHDL1 125 422-3097 HOSE 5000 16 54.0 0F 90FJ 13 424-8914 STEERING JUNCTION VALVE
B B
082-9683 BOLT HX HD - 3/8 UNC X 1-3/4 H16 424-3939 CSCR FH M16 X 2.00 X 38.0 1.50 237 424-3721 HOSE 5000 12 50 0F62 OFJI6 62 124 422-2273 HOSE 4250 8 52.0 0J 90J 12 424-1396 TEST BLOCK #20 SF X #16 SF C61
#12 082-7222 BOLT HX 1/2 UNC X 2 G8
421-0347 WASHER, 3/8 HARDENED H15 236 422-2201 HOSE 5000 24 76.0 0F 90FHD 123 - - 11 423-7908 FILTER ELEMENT RETURN
SF3
SET 400-2216 O-RING, 3/4 SAE H14 002-1542 LOCK WASHER 3/4 235 415-0735 HOSE-A-4-80-0J-0J-5000PSI 122 - - 10 417-0566 MANIFOLD, 5 PORT, #8, #12
422-3431 FLANGE HALF, 3/4 SAE CODE 62 H13 401-6046 FLAT WASHER 3/4 234 924-2071 HOSE-A-6-28-0J-0J-2250PSI 121 - - 9 423-7901 FILTER ELEMENT LOW PRESSURE
080-7476 BOLT HX HD - 3/8 UNC X 1-1/4 H12 400-9523 BOLT HX 3/4 UNC X 1-1/2 G8 FT 233 414-8861 HOSE-A-6-16-0J-0J-2250PSI 120 424-8518 GP HOIST CYL BOLT-ON HEAD 8 423-7900 FILTER LOW PRESSURE
#12 082-9683 BOLT HX 3/8 UNC X 1-3/4 G8 GP STEER CYL HEAVY DUTY
421-0347 WASHER, 3/8 HARDENED H11 232 417-2299 HOSE-A-6-78-0J-0J-2250PSI 119 424-8689 7 098-3443 HOSE CLAMP T-BOLT, 3.50
SF2
SET 400-2216 O-RING, 3/4 SAE H10 424-3747 CAPSCREW SOC HX 7/16 X 1-1/2 UNC 231 424-3744 HOSE-A-16-35-0J-90J-1000PSI 118 421-3978 CHECK VALVE 6 422-3372 MOTOR - TANDEM PUMP ASSY
422-3431 FLANGE HALF, 3/4 SAE CODE 62 H9 411-6072 CAPSCREW, 1/2 UNC X 1-1/4 230 424-3743 HOSE-A-4-131-0J-0J-2750PSI 117 424-8943 FILTER ASSEMBLY LP 5 098-3424 HOSE CLAMP, T-BOLT 4.00
400-1845 CSCR FH - 3/8 UNC X 4 H8 400-1873 CAPSCREW, 1/2 UNC X 2-1/4 229 694-6332 HOSE-A-4-22-0J-90J-2750PSI 116 424-8944 REPLACEMENT FILTER 4 403-2078 CAP ASSY, 14 PSI - RELIEF
#12 412-2903
421-0347 WASHER, 3/8 HARDENED H7 BOLT, 7/16NC X 3 228 424-3746 HOSE 5000 4 40.0 0J 0J 115 423-5375 SOLENOID CARTRIDGE ASSY 3 WAY 3 424-1016 PUMP PISTON - FAN
SF1
SET 400-2216 O-RING, 3/4 SAE H6 421-0349 WASHER , 1/2 HARDENED 227 422-3146 HOSE 300 8 98.0 0J 114 425-3950 ASSY DRIVER FLOW SWITCH 2 423-6992 ASSY, SOLENOID CART VLV NC
422-3431 FLANGE HALF, 3/4 SAE CODE 62 H5 400-1877 CAPSCREW, 1/2 UNC X 3-1/4 226 414-3971 HOSE-A-8-20-0J-0J-2000PSI 113 413-8105 CHECK VALVE CARTRIDGE 1 424-1133 MANIFOLD BLOWER MOTOR
ITEM PART NO. DESCRIPTION H4 415-2343 CAPSCREW, 1/2 UNC X 3-1/2 225 414-3968 HOSE-A-6-248-0J-0J-4000PSI ITEM PART NO. DESCRIPTION ITEM PART NO. DESCRIPTION
SPLIT FLANGE SETS FITTINGS NUMBERED ITEMS

A A
DIAGRAM L-1850

8 7 6 5 4 3 2 1
LeTourneau, Inc.
424-8972b
7 6 5 4 3 2
REVISIONS
1
87 87 ZONE REV DESCRIPTION ECN DATE CHG CHK APP
88 SOL 4 A16 T2
H S11 H6 H8 H8 H6 S11 01 SEE SHEET 3, 7 NL05-0776 TEW H
120
234 152
63
RIGHT HOIST CYLINDER
42 A6 A24 E10 83
S5 A28
S5 86
E18 A16 E25 T E29 A22 E29 A22 E29 A22 PA5
S15 75
91 S5 32SF2 800
24 S16 A18 PSI BR HB BB HR
40SF2 40SF2 151 211

E8 A16 10 E29 A22 A5 M4 A5 M4 A5 M4 A5
80 141 84
H6 T2 M4
H6 96 96 96
G H9 H6 S11 G
H1 H3 96 E18
26 32SF1 153 155
191 170 225 152
64 233 155 95
HOIST CROSSOVER ROD 115 A38
224
157 M10 A5 A17 T7 T7 A20
P T
32SF1 24SF1 24SF1 24SF1 32SF1 FPS AS
A6 P6
197
179 PVS
F F
188 A22 77 213
65
HOIST CROSSOVER BASE
T4
24SF1 32SF3 24SF1 53 T3 M7
197 A1
32SF1 24SF1 24SF1 24SF1 32SF1 140
175
199
188 T
197 T5 M10 HB HR E18
197 P
196
24SF1 TO AUTO LUBE
160 192
233
E E
32SF1 150
197 142
H1 H3 E18
H9 H6 S11 H6
H6 80
A5
24 84
A28
40SF2 40SF2 E8 196 179
91 48 158 A17 T7 A20
S15 S5 32SF2
75 24SF1 32SF3 24SF1 54
S16
88 E33 78
S5 86 A5 79 A5
D 120 S5 A5 D
A40 A40 A40 A40 158
196 188 T
LEFT HOIST CYLINDER T5 M10 HB HR M10 T5
87
MAIN VALVE 2 191
S11 H6 H8 S11 H6 H8 T5 M10 BR BB M10 T5
P
87 173 M8
66 H4 173
H12 H14 H13 160
T6 A19 32SF3 89
160 24SF1 24SF1 160
160 E8 24SF1 E8 161
62 32SF3 S11
C 108 148 32SF3 40SF2 C
BUCKET CYLINDER 193

87 161
147 32SF3 40SF2
32SF3 S11 H6 H8
37 39 145
STD 174 194
32SF1 32SF1 24SF1 S9 S9 24SF5
HIGH 185 94 129 24SF1 32SF3 24SF1
24SF1
STD 245 24SF1 HB A12 37 39 145
HIGH 244
71 A4 P6 24SF1 S9 S9 24SF5
245 STD P9 P7
B 32SF1
BUCKET T B
CROSSOVER
244 HIGH 24SF1 37 39
ROD E18 HB HR E18 145
174 STD P9 P7
24SF1 32SF1 MAIN VALVE 1 24SF1 S9 S9 24SF5
185 HIGH 70
BUCKET P9 P7 E18 BR BB E18 39
CROSSOVER
P
37 145
62 BASE
32SF3 S11 H6 H8
108 98 198 P6 P6 S9 S9 24SF5
A19
194
BUCKET CYLINDER
87
E5 24SF1 24SF1 54
24SF1
32SF3 S11 192

67 193
A A
DIAGRAM L-1850
H12 H14 H13 FLUID POWER #22 UP SIZE DWG NO. REV
H4 DRAWN T. WILLIS E DO NOT SCALE 4248972 01

8 7 6 5 4 3 2 1
LeTourneau, Inc.
424-8972c
7 6 5 4 3 2
REVISIONS
1

AIR CONDITIONER
OUT IN C/D
223
200
201
203
225 152 211
G 225 208 G
230
167
152
190 P21
A33 A33
RHF DRIVER
E26 A26 114 TO FROM
29 29
118 A31 A31 229 11 11
E19 A6
169 P17 A32 E35 208
159
A39
S13
F 9 F
229
E19 A25
8 227 S13 E14 E11
135
4
212 189
20 30
TO S12 A15 S12 30
AUTO LUBE 171 156
E11
E11 E20 M20 T2 A20 17
31
32 S3 202 232
159 6 A15 AIR
P21 E10 30 SYSTEM
M3 33
E 114 A26 E26 M19 41 E
A3 A3 A5 58
M22
E19 H8 26 S11 S11 26 H8 239
118 187
A39 P20 110
A39 E21 A8 24SF1 A23 32SF2
8 E19 E10 H8 26 S11 18

9 S3
A21 A21
58 M19
156 40SF1 S9 P3 H15
171 P8 A2 E2 A19
40SF1
D A39 P20 A2 238 D
21
187 A36
226 A15
A25 A15
P15
A15 P1 P5
169
191 P12
214
76 A31 A31 P4 S2
TO FROM A35
LHF DRIVER
P5
P15
161 161 P12
A7 A36
C 40SF2 40SF2 C
P12 A2
161 161 A34
40SF2 40SF2 M11 M26 M11 M16 S7
50
145 7 7
24SF1 24SF1
A37
136
E6 S2 M5
145 24SF1
24SF1 24SF1
P4 22 59
B E22 214 P2 B
145
24SF1
24SF1 24SF1
190
E3 24SF1
145 239
24SF1 24SF1
E3 24SF1
236 178 236
136
238
A A
DIAGRAM L-1850

8 7 6 5 4 3 2 1
LeTourneau, Inc.
424-8972d
7 6 5 4 3 2
REVISIONS
1

H 01 SEE SHEETS 3, 7 NL05-0776 TEW H
203
225
203
208
230
195
181
208
G 210 G
168
113
228
219
167 E33 E37
M21 E12
134 E12 E12
47
82 E23
A8 A8 A8 A8 E10
178
F 163 8 221 E9 P14 F

9
206
A6 10
135 164 235
189
189
172
239
143 232 E25
E 219 E
181 E1 40
A22 M7
56 231
28 P6 220
231 14 M25 M25 T3 E28
24SF1 S9 228 T4
A8
69 E13 E30 E30 E13 A1
M8 E1
144 E18
AIR
S10
3
E13 COMP 72 M27

E34 216
238
A8
A1 19 S12 M17 M2 M9 M2 69 S9 24SF1 40
D 24SF2 S9 P6 E18 2 D
CIR
S1 S10
4
131
P10 M7 60 60
68
69 M2 M14 M2 M17 S12 180
P6 T2 A16
60 60 35
A5 A5
24SF1 S9 S10
2
60 150 36
60 A29 207
28 A13
M8 M17 16 218
S12 M2 M9 M2
A29 230 166 204
214 A8 5
STEERING
5
E1 16SF4
GB
A7 S19 S18 S14

16SF4
23 E12 109
163 E9 52 A9 M12 M15 M12 H16 M1 S4 E4
BLOWER/FAN
202 175
C S8 M13 M28 M24 M28 C
E1 S10 S14 T2 A30
1
205 M2
12SF4 S17
S12 M17 M2 M9 M2 M12 M15 M12 H16 M1 S4 237 167 154 154
A8 16SF4
E1 15 E1 3
69 165
M8 5 5 A13 222
60 102 60 60
M23 M6 131
24SF1 S9 73 149 E12 E12
P18 E10 T1
111
28 P6 16SF2 136 25
S6
112 90 A7 M21
E15
E36 A10 A10 E19 A29 105
A7 E8
B 137 B
164 E16 130 T2 225 A7 A7
T2 195 A7 117 8 175
116 9
E10 E10 A14
236 235 144 130
146
149
166 180
190 149
178
139
168
209 243
A 136 A
DIAGRAM L-1850

8 7 6 5 4 3 2 1
LeTourneau, Inc.
424-8972e
7 6 5 4 3 2
REVISIONS
1

H B3 01 UPDATE STEERING FITTINGS, SEE SHEET 3 NLO5-0776 TEW H
T5
32SF3
183 184
203 32SF3 32SF3 32SF3

107 74 107
46
241
208 E12 85
RHR DRIVER
195 24SF1 TO FROM
181 32SF3 A31 A31
182
24SF1 24SF1 32SF3
107 44 107
G G
210 186 186
168 228 199 E24
51
E10
32SF3
219 199 M1
9
242 P21 58
20SF1
E17 E17 E17 E17 E17 E17 E17 114 A26 E26
240 45
H5 118 A39 P20
57 E16
1 2 3 4 SF SR A/S 32SF2 138
E32 20SF1 M4 T3 A39
F 8 F
92 32SF2
M4 9
20SF1 P9 S8 217
94 94 94 94 94 94 94 M18
A20
45
M20
235 34 A11
A11 A17
P6 6
P13 81 S8 217
E H11 H2 P16 S6 38 S6 E
20SF1 P9 P21 A3 E8 E13
13 E27
H11 H2 P16 S6 38 S6 A3
E26 A26 114
P9 H5
132
103 P6 103 P6 S8 118
146 138
A39
16SF3 H11 S6 S6 S6 S6 H11 16SF3 99
27
8
A22 100 100 A22 16SF3 H7
9
189 20SF1
M7 T3 A14 A14 T3 M7 20SF1
D D
199 199 209
E10
128
E35 E35
58 M19
124
A2 A2
166
61 A41 A41
204 A39 P20
C 154 E13 L 124 C
R
TO AIR 180 133
SYSTEM E13 A42LS T P
237
167 169 186
154 125 A24 A41
177 215
230 20SF1 A2 E35
20SF1 E35
A27 12SF1 12SF1 49
T6 A31 A31
133
RIGHT STEER CYLINDER T8 A14 TO FROM
S17 S17 1 LHR DRIVER
43 E17 A12 A12 A12 A12 P7 P7 126 P7
BA
A6
162 P19
B 97 104 16SF1 B
MAIN
FAN
GB
HT
BP
AIR
16SF1 16SF1 S8
TO AIR
126
222 BLOW GUN
16SF1
E31 P9 P9
16SF1 16SF1
180 20SF1 20SF1
101 93 94 94 93
49 20SF1 104 16SF1
A6
49
243 107 106 107 A12
P7 12 125 A6
176 LEFT STEER CYLINDER 127
16SF1 H10 S8 20SF1

A 209 146 A
DIAGRAM L-1850

8 7 6 5 4 3 2 1
LeTourneau, Inc.
424-8972f
SECTION 23
TAKING CARE OF YOUR DC MOTOR
SERVICE MANUAL
NOTES
PART 1
SERVICE MANUAL
NOTES
SERVICE MANUAL
TAKING CARE OF YOUR DC MOTOR-PART 1 - TOC MDC
TABLE
Training only! Always use your machineOF CONTENTS
Part 1
• FOREWORD
• IMPORTANCE OF MONITORING MOTOR BRUSH
WEAR
• WORK SAFELY
• ACKNOWLEDGMENTS
1... WHAT YOU SHOULD KNOW FIRST
2... DC MOTOR OPERATION
3... A GOOD PREVENTIVE MAINTENANCE PROGRAM
4... SEATING THE BRUSHES AND OTHER ADJUSTMENTS
5... TOOLS AND TEST INSTRUMENTS
SERVICE MANUAL
FOREWARD MDC
Training only! Always use your machineFOREWORD

This publication does not include
any machine shop repairs or any
work considered to be rebuild in
nature. The owner has the option
of removing the motor from the
vehicle axle(s) and conducting the
work described herein with no
disassembly of the motor
required. The publication has
been prepared primarily, for use
by the equipment owner's
maintenance and operating crew.
This publication is proprietary to LeTourneau, Inc.

and must not be copied or distributed without the
express written permission of the company
SERVICE MANUAL
IMPORTANCE OF MONITORING MOTOR BRUSH WEAR MDC
IMPORTANCE OFyour
Training only! Always use MONITORING MOTOR BRUSH WEAR
It is vital that motors are checked and maintained on a consistent and regular basis to achieve
reasonably-high vehicle availability. Motor commutator/brush maintenance is a significant
component of the machine's preventive maintenance program. It is generally accepted that
one of the most effective means of monitoring the performance of a motor and its commutator
is to check and record brush wear and observe any trends that may be indicated. Alternatively
TIR (Total Indicated Runout) readings may be taken in lieu of total reliance on brush condition.
This publication, (Parts 1 and 2) which is usually referenced in the machine's electronic
SERVICE MANUALS, provides information on these subjects, and suggests means of
tabulating the data readings. You are encouraged to pay careful attention to these
instructions. T he TIR procedure is used for diagnosis of observed problems.
LeTourneau's warranty provisions are conditional on the owner's compliance with the
preventive maintenance program with respect to motor care and maintenance. We especially
draw your attention to the preventive maintenance instructions contained in the section of the
machine's electronic SERVICE MANUAL entitled PREVENTIVE MAINTENANCE
REQUIREMENTS AND RECOMMENDATIONS - TRACTION MOTOR OPERATION AND
SERVICE. In particular, please note the provisions concerning brush wear measurement. It is
the result of that brush wear data that may require the diagnostic work described in "TAKING
CARE OF YOUR DC MOTOR - Part 2".
If your machine is equipped with the LeTourneau VSM (Vital Signs Monitor) system, data
should be downloaded on a regular basis to help monitor potentially critical conditions relating
to your motors. The VSM will provide valuable analytical data that will help substantially in
resolution of operational problems. LeTourneau, Inc. also offers the ADVISE system which
provides company analytical assistance on your VSM downloaded data. Contact your
LeTourneau Distributor for more information.
SERVICE MANUAL
WORK SAFELY MDC
Work safely
WORK SAFELY!
WORK SAFELY! Work safely!!! work safely!!!
WORK SAFELY!
WORK SAFELY!
IT CANNOT BE STATED TOO OFTEN OR TOO STRONGLY!!

The following is provided, courtesy of John Fluke Mfg. Co., Inc., suppliers of handheld digital
multimeters. (Parentheses added)
Testing and repair and maintenance of electrical equipment should be performed by trained
and experienced electricians who are thoroughly knowledgeable about the equipment and
electrical systems. High voltages and currents are present that may cause serious injury or
extensive equipment damage.
Fluke (and LeTourneau, Inc.) cannot anticipate all possible precautions that you must take
when testing the different equipment for which this brochure (or manual) is applicable. At a
minimum, be certain that all power has been turned off, and locked out, and tagged in any
situation where you must come in contact with the circuit or equipment. Make sure that the
circuit cannot be turned on by anyone but you.
Use only well designed and well maintained equipment to test repair, and maintain electrical
systems and equipment. Use appropriate safety equipment such as safety glasses, insulating
gloves, flash suits, hard hats, insulating mats etc., when working on electrical circuits. Make
sure that multimeters (or other test equipment) used for working on power circuits contain
adequate protection on all inputs, including fuse protection on ALL current measurement input
jacks.
This brochure (manual) is not intended to be a substitute for the instruction manuals with your
multimeter or electrical equipment.........Take special note of all safety precautions and
warnings in the instruction manuals (as supplied by LeTourneau, Inc.)
SERVICE MANUAL
ACKNOWLEDGEMENTS (PART 1 ONLY) MDC
ACKNOWLEDGEMENTS
(Part 1 only)
LeTourneau, Inc., with special gratitude acknowledges the use of material drawn from several
sources and in particular those listed below. Some material has been quoted verbatim and
other material abbreviated or clarified appropriately, to suit the thrust of this presentation.
References:
1. “CARBON BRUSHES, THE PHYSICS AND CHEMISTRY OF SLIDING CONTRACTS” by
E.I. Shoebert
2. “CARBON BRUSHES FOR ELECTRICAL EQUIPMENT” by W.C. Kalb/F.K. Lutz
3. “GUIDELINES FOR SUCCESSFUL COMMUTATOR AND BRUSH OPERATION” by K.A.
Bruni
4. Brochure titled “COMMUTATOR SURFACE CONDITIONS” with illustrations of typical
surface conditions and related information, courtesy of Ken Hartman of Helwig Carbon
Products, Inc. Also, from the same company, technical papers as follows: “THE CARBON
BRUSH AND HOW IT RELATES TO COMMUTATION” by John E. Koenitzer and “THE
EFFECTS OF SPRING PRESSURE ON CARBON BRUSH WEAR” (1998) by Jeff D. and
John E. Koenitzer
5. “CARBON BRUSHES FOR ELECTRICAL EQUIPMENT” by National Electrical Canada
and Union Carbide Corporation. “HUMIDITY AND BRUSH WEAR” by National Electrical
Carbon Canada, and “UNDERSTANDING BRUSH WEAR” (1998) by Gary E. Lozowski, of
National Electrical Carbon Products, Inc.
March 2000
SERVICE MANUAL
NOTES

PART 1, CHAPTER 1
WHAT YOU SHOULD KNOW FIRST
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 1 WHAT YOU SHOULD KNOW FIRST MDC
1
WHAT YOU SHOULD KNOW FIRST
CONTENTS OF CHAPTER
GENERAL INFORMATION
SERVICE DUTY
TABULATED DATA AS FOLLOWS:
BASIC MOTOR PERFORMANCE DATA
MOTOR WEIGHTS & DIMENSIONS..
USEFUL CONVERSION DATA
GENERAL INFORMATION
This manual has been prepared for those who service, test, check or maintain LeTourneau
motors. The intent of this publication is to provide sufficient instructions for the care and
maintenance of motors, across all LeTourneau types and models of machines. While the
special emphasis of this publication is the care and maintenance of DC motors, you will also
find important data concerning the trouble-shooting and diagnosing of developing problems in
"TAKING CARE OF YOUR DC MOTOR, Part 2".
LeTourneau’s mining equipment, intermodal freight handling machines and its wheeled
forestry equipment are all electric-wheel driven. A typical vehicle is equipped with a diesel-
driven generator producing AC power. This power is then converted to DC power via an SCR
drive, to power the traction motors installed in the drive axles. Other installed motors on some
machines hoist and handle the loads. Wheels are independently powered and electronically
controlled for speed and torque.
It is important to LeTourneau’s continuing engineering program, that all maintenance or repair
data that is significant or thought to be of use should be passed along to the company. This
may be done by completing the form, in Chapter 3, in "TAKING CARE OF YOUR DC MOTOR,
PART 2"and forwarding it to the LeTourneau distributor or dealer. Data must be logged
accurately in order to have value as a reference for subsequent check-outs of the equipment.
Checking and inspection must be conducted by those sufficiently skilled and knowledgeable in
servicing and perhaps diagnosing the condition of large DC motors. The technicians must also
make sure that test equipment is accurate and has current certification.
SERVICE DUTY
The service duty of traction motors is considered severe under most conditions. LeTourneau
vehicles are generally used around the clock and the electrical rotating equipment, must, of
necessity receive regular preventive maintenance procedures to minimize unscheduled vehicle
downtime.
Electrical rotating equipment failure may occur as a result of one or more of the following
causes:
z Inadequate maintenance program
z Incorrect brushes for conditions
z Entrance of water or dust
SERVICE MANUAL
WHAT YOU SHOULD KNOW FIRST - CONT'D MDC
z Mechanical failure of drive components

z Flashing due to controls malfunctioning
z Cooling system malfunctioning
z Handling of vehicle not within specifications.
In addition to failures occurring as a result of lapses in maintenance, the equipment, inherently,

may fail due to normal aging and severe duty service, resulting in the following types of
failures:
z Commutator instability
z Winding-to-ground condition
z Turn-to-turn short in coils
If a motor flashes due to the SCR controls system malfunctioning, then it is obvious that the
controls must be fixed or flashing is sure to happen again. Refer to "TAKING CARE OF YOUR
DC MOTOR, PART 2" of this publication and which covers the diagnosing of motor problems.
These instructions are based on the motor(s) remaining in position (in-situ) in the vehicle while
it is being serviced or inspected.
TABULATED DATA
The tabulations of data on the following pages for motors is included for your convenience.
Weights may vary from actual, depending on what shaft end components may be attached to
your motor. Lengths are generally shaft lengths, end to end. If the need should arise, that the
motor must be removed from the vehicle, for overhaul or repair, use the weights shown as
guidelines for your lifting equipment.
SERVICE MANUAL
BASIC MOTOR PERFORMANCE DATA MDC
BASIC
Training only! Always use your MOTOR
machine PERFORMANCE DATA
NOMINAL MAX SPEED CONTINUOUS CONTINUOUS
MOTOR TYPE
HP RPM ARM. AMPS FIELD AMPS
C-10 100 4000 180 16
D-10 50 1750 112.5 12.8
F-1 1800 2460 1650 100
F-2 1800 2460 1650 100
G-1,G-2, G3 1000 2700 1070 100
J-2 500 3000 675 46
L-SERIES 250 4000 350 30
N-SERIES 200 4000 280 30
M-40 400 2925 500 35
M-25 250 4000 375 25
S-1 50 4000 110 16
S-2 75 4000 110 16
SERVICE MANUAL
BASIC MOTOR PERFORMANCE DATA MDC
TrainingMAJOR
only! Always use your
WEIGHTS AND machine original OF
DIMENSIONS documentation!
DC MOTORS - ENGLISH &
METRIC UNITS
MOTOR MOTOR ARMATURE OVERALL BODY

TYPE WEIGHT WEIGHT LENGTH DIAMETER
C-10 1,350 (612) 435 (197) 36.75 (933) 18 (457)
D-10 1,190 (539) 285 (129) 29 (736.3) 18 (457)
F-1 12,000 (5436) 4,600 (2084) 56 (1,422) 44 (1,117)
F-2 14,550 (6591) 5,300 (2401) 74 .12 (1,822) 49.5 (1,257)
G-1, G-2, G-3 6,480 (2935) 2,140 (970) 56.37 (1,431.2) 33.25 (844.2)
J-2 5,400 (2446) 1,775 (804) 53 ( 1,345.7) 32 (812.5)
L-1,L-5, L-7, L-
9,
2,350 (1064) 700 (317) 35.5 (901.3) 24 .25 (615.7)
L-11, L-14, L-
15
N-3, N-7, N-9, 24 .25 (615.7)

2,075 (940) 492 (223) 30.5 (774.4)
N-11
M-40 4250 (1925) 1,100 (498) 50 (1,270) 28.87 (733)
M-25 24.75 (628.4)
S-1 1,250 (566) 350 (158) 25.75 (653.8) 23 (584)
S-2 1,725 lb (781) 430 (195) 37.62 (955.3) 23 (584)
WEIGHT UNITS ARE IN LB, WITH METRIC IN KG, SHOWN IN PARENTHESIS (ONE KG = 2.205 LB OR 1 LB
= .453KG) DIMENSIONS ARE IN INCHES, WITH METRIC IN MM, SHOWN IN PARENTHESIS (ONE INCH =
25.39 MM )
THE TABLES ON THIS PAGE ARE THE SAME AS IN CHAPTER 2 OF

"TAKING CARE OF YOUR DC MOTOR - PART 2"
SERVICE MANUAL
USEFUL CONVERSION DATA MDC
Training only! Always use USEFUL CONVERSION

your machine DATA
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
KILOMETER(km) .6214 MILE MILE 1.609 KILOMETER
METER(m) 1.0936 YARD YARD .9144 METER
METER(m) 3.28 FEET FEET 0.305 METER
METER(m) 39.36 INCHES INCHES 0.0254 METER
CENTIMETER .0328 FEET FOOT 30.487 CENTIMETER

(cm)
MILLIMETER .03938 INCHES INCH 25.39 MILLIMETER

(mm)
SQ. KILOMETER .3861 SQUARE MILE SQUARE MILE 2.59 SQ. KILOMETER
HECTARE 2.471 ACRE ACRE 0.404 HECTARE
SQ. METER (m²) 10.76 SQUARE FOOT SQUARE FOOT 0.0929 SQ. METER
SQ. 0.1550 SQUARE INCH SQUARE INCH 6.45 SQ.

CENTIMETER CENTIMETER
CU. METER 1.308 CUBIC YARD CUBIC YARD 0.764 CU. METER
LITER 0.2642 U.S. GALLON U.S. GALLON 3.785 LITER
LITER 0.220 IMPERIAL GAL. IMPERIAL GAL. 4.545 LITER
IMPERIAL GAL. 1.2 U.S. GALLON U.S. GALLON 0.83267 IMPERIAL GAL.
METRIC TONNE .984 LONG TON LONG TON 1.016 METRIC TONNE
(2240#)
METRIC TONNE 1.102 SHORT TON SHORT TON 0.907 METRIC TONNE
(2000#) (2000#)
KILOGRAM (kg) 2.205 POUND (lb) POUND (lb) 0.453 KILOGRAM
GRAM (gr) .0353 OUNCE OUNCE 28.328 GRAM
CU .0338 FLUID OUNCE FLUID OUNCE 29.585 CU.CENTIMETER

CENTIMETER
KILOGRAMS/m² 0.06243 POUNDS/CU FT POUNDS/CU FT 16.02 KILOGRAMS/m²
KILOGRAMS/ 14.225 POUNDS/SQ POUNDS/SQ 0.0703 KILOGRAMS/ cm²

cm² INCH INCH
KILOGRAM- 7.233 FOOT-LB FOOT-LB 0.1383 KILOGRAM-

METER METER
METRIC-HP .9863 HORSEPOWER HORSEPOWER 1.014 METRIC-HP
KILOWATT (kw) 1.341 HORSEPOWER HORSEPOWER 0.745 KILOWATT
BAR 14.5 Lb/SQ INCH Lb/SQ INCH BAR
FOOT POUNDS 1.356 N.m N.m 0.737 FOOT POUNDS

(ft lb) (ft lb)
100°C (x 9/5) + 32 212°F 212° (MINUS 32) x 5/9 100°C
SERVICE MANUAL
NOTES

PART 1, CHAPTER 2
DC MOTOR OPERATION
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 2 DC MOTOR OPERATION & THE COMMUTATOR MDC
2Training only! Always use your machine original documentation!

DC MOTOR OPERATION AND THE COMMUTATOR
CONTENTS OF CHAPTER
OPERATING ENVIRONMENT
DEFINITION OF A COMMUTATOR
WHAT HAPPENS IN A COMMUTATOR FLASHOVER
KNOW THE CONDITION OF YOUR COMMUTATOR SURFACE
UNDERSTANDING UNEVEN BRUSH WEAR
CLASSIFYING SOME COMMON COMMUTATOR CONDITIONS
ILLUSTRATIONS
Figure 1. ABSOLUTE HUMIDITY-GRAINS PER CUBIC FOOT
Figure 2. HUMIDITY, TEMPERATURE AND BRUSH PERFORMANCE
Figure 3. COMMUTATOR AND BRUSH RELATIONSHIP
Figure 4. OXIDATION OF COPPER
Figure 5. AMBIENT TEMPERATURE VERSUS COEFFICIENT OF FRICTION
Figure 6. MECHANICAL WEAR VERSUS SPRING PRESSURE
Figure 7. ELECTRICAL WEAR VERSUS SPRING PRESSURE
Figure 8. TOTAL BRUSH WEAR VERSUS SPRING PRESSURE
Figure 9. TYPICAL COMMUTATOR CONDITIONS
TABLES
Table 1. BRUSH - SURFACE RELATED CAUSES
Table 2. ELECTRICAL AND MACHINE - RELATED CAUSES
Table 3. OPERATING ENVIRONMENT - RELATED CAUSES
OPERATING ENVIRONMENT
During normal operation of a DC Motor, the commutator is considered to be operating under
one of the toughest environments for any mechanical-electrical device. Operating conditions
for traction motors, especially in the mining industry, where the equipment is used around the
clock, are very demanding. The demand for continuous performance, at the highest availability
possible, is the normal expectation for the vehicle and its electrical rotating equipment.
During normal operating conditions - the commutator experiences constant friction without
lubrication at high speeds with high current flow, rapid current reversals and searing
temperatures. Optimum operation of the commutator and the carbon brushes is crucial to the
performance of the motor. It is especially crucial to a large traction motor, operating under a
wide range of conditions. Successful commutation requires carefully matched commutator and
brush components. Both components must be installed and regularly maintained for optimum
motor operation under extremes of operating conditions. Satisfactory operation of one is totally
dependent on satisfactory operation of the other.
SERVICE MANUAL
CHAPTER 2 DC MOTOR OPERATION & THE COMMUTATOR MDC
LeTourneau believes that a greater understanding of the operation and function of the
commutator and its brushes will assist in the diagnosis of commutator conditions, and help in
the adjustment and maintenance of the motors and generators. In-depth diagnosis and
analysis of motor failures and commutator breakdown are of great importance to the motor
user, and may help indicate where he can take measures to lessen the impact on the motors
and increase the availability of the vehicle for productive work. The time, invested for diagnosis
and the analysis involved, is more than offset by the reduced downtime.
Factors such as vibration and shock due to road conditions, overspeed, overload, no-load
downhill running and dynamic braking all reflect on the ability of the commutator and brushes
to sustain satisfactory motor operation. Over time, ambient conditions and operating
characteristics generally conspire to gradually weaken the normally-good relationship between
the commutator and the brushes, until rehabilitation of the commutator surface is required.
Ambient temperature and humidity, in particular, have a marked effect on the nature of the
friction between the brushes and the commutator.
Humidity has probably a greater influence on brush wear and performance than any other
climatic condition. In periods of low humidity, a different type of brush may be required instead
of those used in high or normal humidity conditions. Consult with LeTourneau, Inc. regarding
application issues such as brush grade, low humidity or spring pressure changes.
Some of the following material is taken from National Electrical Carbon Canada publication
which in turn was excerpted from the publication "Carbon Brushes for Electrical
Equipment" by Union Carbide Corporation.
" Humidity has been found to have a noticeable influence on the performance of brushes.
During winter periods of extremely low humidity, excessive dusting and rapid brush wear of
metal-graphite brushes on slip rings is of frequent occurrence.....although the effect of low
humidity (less than two grains of water per cubic foot of air may be considered low) on electro-
graphitic brushes at normal altitudes is less marked than metal-graphite brushes, they too can
wear rapidly if there is a serious moisture deficiency.
SERVICE MANUAL
FIGURE 1 MDC
Figure 1. ABSOLUTE HUMIDITY-GRAINS PER CUBIC FOOT
SERVICE MANUAL
FIGURE 2 MDC
HUMIDITY AND BRUSH WEAR

COURTESY OF NATIONAL ELECTRICAL CARBON CORPORATION
SOME DISCRETION MUST BE USED WHEN DETERMINING IF CONDITIONS ARE IN FACT
"DANGEROUS". THE LINE BETWEEN "PREFERRED" AND "DANGER ZONE" IS IN REALITY A VERY
BROAD LINE. THE MAIN POINT IS THAT THE DANGER FACTOR DIMINISHES AS THE LINE IS
APPROACHED FROM THE SHADED PORTION, AND INCREASES AS THE DISTANCE FROM THE LINE
INCREASES IN THE SHADED PORTION.
Figure 2. HUMIDITY, TEMPERATURE AND BRUSH PERFORMANCE
SERVICE MANUAL
DC MOTOR OPERATION & COMMUTATOR - CONT'D MDC
"Brush wear increases rapidly when absolute humidity is very low (less than 2 grains of water
per cubic foot of dry air or 4.6 grams of water per cubic meter of dry air). The chart (shown in
Figure 2) presents the temperature and relative humidity in an easy-to-read format
incorporating both the Fahrenheit and Celsius temperature scales. The curve represents the
absolute humidity value of 2 grains (moisture) per cubic foot of air.
"Normally, humidity has a favorable effect on friction as long as an unbroken surface film is
maintained on the commutator. However, there are indications that excessive humidity can,
through electrolytic action under the brush face, cause deposition of copper particles on the
faces of the cathode brushes, that is, the brushes receiving current from the commutator or slip
ring. If this effect is sufficiently pronounced, the embedded copper may break up the
commutator film, impair commutation, and in severe cases cause commutator threading."
The graph "ABSOLUTE HUMIDITY - GRAINS PER CUBIC FOOT", shown in Figure 1, makes
it easy to determine the absolute humidity when relative humidity and temperature in degrees
Celsius are known. The graph "HUMIDITY, TEMPERATURE AND BRUSH PERFORMANCE,
shown in Figure 2 shows the strong relationship between these factors and brush
performance. Both graphs are courtesy of National Electrical Carbon Canada.
The other factors which have a direct bearing on commutation performance are governed by
the original design parameters and include:- winding configuration, metallurgical criteria, and
other basic electrical and machine design considerations. Those factors are not discussed in
this book.
DEFINITION OF A COMMUTATOR
This classic definition of a commutator is from Webster: Commutator: "1: a switch for
reversing the direction of an electric current 2: a series of bars or segments so connected to
armature coils of a dynamo, (also motor) that rotation of the armature will in conjunction with
fixed brushes result in unidirectional current output in the case of the generator and in the
reversal of the current into the coils, in the case of the motor...."(The parentheses are added).
LeTourneau commutators and the brushes, which jointly may be looked upon as a sub-system
of the motor, consist of the following attributes:
z To absorb without failure, the electrical pulses during the normal reversals of the current
as well as the high temperatures intrinsic in the high-speed conditions of friction.
z To tolerate some degree of less than optimized contact surface conditions between
brush and commutator.
z To accept without damage, unusual or excessive demands on the system for short
periods of time due to changes in operating conditions, periodic overloads and variations
in the immediate operating environment.
z To incorporate a reasonable amount of material and surface improvement This is also
true of the slip-rings of the generator.
z To provide a reasonable service life of the sub-systems allowing for several major
overhauls.
z To discourage the roughening of the surface due to repeated heating and cooling and
under varying speed and severe acceleration conditions.
SERVICE MANUAL
Training only!
Commutation in aAlways useliterally
DC motor your machine original documentation!
means reversing or changing the direction of current in the
coil by the action of the sliding carbon brush on the surface of the commutator. Consider the
dynamics of the flow of the electrical current as the commutator bars pass at high peripheral
speed while in constant sliding friction with the brushes. Referring to the sketch of the brush
and commutator in Figure 3, it can be seen that the brush thickness is so proportioned, that as
any given bar begins to pass below it, the current flow in the coil will be in one direction, on
one side of the brush. As the bar continues its rotation, it moves to the other side of the brush
and the current direction reverses.
Take for example the commutator of the N-7 motor: This commutator is designed to rotate at
up to 4000 rpm, which is the equivalent of 148 ft/sec in peripheral speed on the commutator
surface. The time for any given bar to pass a given brush, at this speed, is only 0.00042
seconds. During this extremely small increment of time, the current will drop from maximum in
one direction through the commutator, go to zero and then reverse its flow. If the reversal of
the current in the coil does not happen during the time the bar is exactly below the brush,
sparking will occur. This may also mean that the motor is not properly adjusted for optimum
operation. Technically such a condition implies that the "neutral-plane" is not properly set.
An improperly set neutral-plane will result in poor commutation and reduce brush and
commutator life. The ability of the motor to operate at its maximum efficiency is also affected.
LeTourneau motors have been designed to allow the brush holder assembly to be rotated on
its mounting to set the neutral-plane. Additional information on the theory of the neutral plane
and its importance to motor operation is described in Chapter 5.
SERVICE MANUAL
DC MOTOR OPERATION & COMMUTATOR - CONT'D & FIG. 3 MDC
Traction motors are equipped with interpole coils mounted between the field poles to assist in
Training only!
maintaining Always use your
the neutral-plane machine
below original documentation!
the brushes by accelerating current reversal. Current
reversal speed-up is accomplished by the increased voltage which occurs in the armature coils
due to interpole magnetization. Interpoles are the commutator's primary ally in the
maintenance of good commutation.
LeTourneau motors are designed specifically for their parent equipment and to provide a
substantial service life under the most demanding circumstances anticipated, including
occasional overloading.
"...However there are natural limitations that all components inherently possess and equipment
operation places demands on them that cannot be accommodated. Occasionally an excessive
current flow does not allow the magnetism in the iron to build up quickly enough, so that there
is insufficient voltage to reverse the current and sparking inevitably results...."
Under the circumstances of extended periods of excessive vehicle loading, commutation

invariably suffers. The iron poles become fully saturated and trying to get more out of them,
than is designed into them is the source of many motor problems. A severely sparking brush
and commutator system eventually spells trouble. Considering the natural forces and
conditions of operation for the commutator, it is obvious that special attention must be paid to
the commutator on a regular basis.
Establishing good commutation is strictly qualitative and judged many times on the basis of
appearance of the commutator surface. The data provided in this publication, if followed
closely should provide an adequate and systematic means to obtain optimum commutation.
WHAT SOME EXPERTS HAVE WRITTEN:

"THE SUBJECT OF COMMUTATION IS, AS CONSIDERED BY
MANY ENGINEERS, ONE OF THE MOST INTRICATE IN THE
SCIENCE OF ELECTRICAL ENGINEERING...INVOLVES A
NUMBER OF FACTORS WHOSE RELATIONSHIP IS
DIFFICULT TO ESTABLISH EXPERIMENTALLY, AND
EQUALLY DIFFICULT TO ANALYZE...." (KALB/LUTZ)
SERVICE MANUAL
DC MOTOR OPERATION & COMMUTATOR - CONT'D & FIG. 3 MDC
Figure 3. COMMUTATOR AND BRUSH RELATIONSHIPS
WHAT HAPPENS IN A COMMUTATOR FLASHOVER?
".......If a sudden heavy overload imposed on the motor (due to, for example, an SCR
misfiring), the cross-magnetizing effect of armature reaction may distort the field so rapidly and
to such an extent that an arc may form between the plus and minus brushes. When this
occurs, the commutator is said to "flashover", This condition represents a severe short-circuit.
The majority of flashovers are usually undetected because they are relatively minor, but some
are so severe that the accompanying temperatures are so great, that metal is melted, and the
motor is severely damaged.
"Since a transient overload is always accompanied by a cross-field that is practically

proportional to the current rise, abnormal voltages of self-induction are developed in those
coils which lie in the region of high flux density.
SERVICE MANUAL
"Additionally, the more suddenly the overload is applied, the greater will be the induced
Training
voltages only! Always
because use your
the voltages machine
depend original
directly upondocumentation!
the "rate of change of flux". If the potential
of the coil that is connected to adjacent commutator bars or segments is sufficiently high,
electrical breakdown will occur and an arc will form between the segments involved.
"Such a condition is of course, equivalent to reducing the number of segments between the
plus and minus brushes. The result is that the line voltage re-distributes itself across the
remaining active segments so that the EMF between those, which are adjacent, are raised.
This is immediately followed by the breakdown between the next pair of segments as the peak
of the flux-density wave moves closer to the center of the pole. The sequence of flux
distributions now continues and progresses more rapidly, more circuits are short-circuited, and
the arc lengthens to extend eventually between the brushes..........."
KNOW THE CONDITION OF YOUR COMMUTATOR SURFACE
Some of the following material has been taken from the book - "Carbon Brushes for Electrical
Equipment" by W.C. Kalb and F.K. Lutz of Union Carbide Corporation, with abbreviations and
clarifications appropriate to the thrust of this publication. See complete acknowledgments in
front of book. Please refer to CLASSIFYING SOME COMMUTATOR CONDITIONS for
illustration and description of typical surface conditions.
"It is impractical to attempt to include in the tabulation presented here all indications of
unsatisfactory conditions and all primary faults from which they may result. The list (tabulations
at end of this Chapter) presented, however, supplemented by other items gleaned from
experience, offers a systematic method for diagnosing a case of poor brush performance and
determining the underlying cause...."
"..... Commutator bar burning, grooving, and general deterioration must be nonexistent or
controlled within satisfactory levels before acceptable commutator life is attained. Some
commutator wear is expected and most designs enable resurfacing when necessary, with
stones or other appropriate tools."
"Most people are familiar with the textbook description of what a normal and healthy
commutator should look like. This leads to classifying every commutator that is not chocolate
brown in color with a medium polish as unfit for service. This is simply not an accurate
assumption, for there are many commutators in service throughout industry that do not comply
with the textbook definition but have been successfully performing their duties for many years.
The three qualities of non-destructive sparking, satisfactory brush life, and acceptable
commutator life should be the primary criteria in determining satisfactory performance.
Successful operation can and does occur on commutator films that are not pleasing to the eye.
For example, the brush face is constantly changing during commutator rotation, which may
produce uniform circumferential streaks in the film.. Streaking is not harmful to the operation if
this is a surface condition in the film only and the commutator is not being damaged.
"Film color is an appearance factor that is quite often discussed at great length. Dark or light
film colors can be caused by the type of brush being used or by atmospheric contamination.
Some brush materials produce dark films while others provide satisfactory performance with a
much lighter color. Both are acceptable if the equipment is functioning properly and
commutator and brush distress is not detected. Contamination can cause the film to be very
non-uniform in color, such as that shown. Oil contamination can cause this mottled
appearance in which random dark and light colored areas are observed on the commutator
surface....".
SERVICE MANUAL

The achievement of good commutation and the following electro/mechanical factors are
important for proper operation.
z Neutral-plane setting
z Surface finish of commutator
z Concentricity of commutator bars
z Grade of brushes
z Mix of different grades of brushes
z Brush Pressure (correct spring stiffness)
z Proper interpole adjustment (use of shims)
z Degree of contact of brush on surface
z Balance of armature (absence of vibration)
"A raw copper surface on the commutator does not lend itself to good brush performance.
Some oxidation of the surface appears to be advantageous improving commutation and
reducing friction..."
"Some brushes have a polishing or film-removing effect on the commutator surface...and is
sometimes beneficial to brush performance....to remove... or prevent the development of a
high resistance film from oil vapor or other contamination. The choice between a film forming
and polishing or film removing (brush) grade is often a matter of operating and local
conditions. The same type of machine which requires a film-forming brush when operated at
light average load in a clean, dry atmosphere may require a polishing grade (brush) when
operated at full load in the presence of oil vapor."
SERVICE MANUAL
Training only! "....THE COMMUTATOR

Always use DESERVES
your machine original THE UTMOST
documentation!
ATTENTION IN REGULAR MOTOR MAINTENANCE. IT IS
FORTUNATE THAT THE COMMUTATOR INDICATES
THE BEGINNING OF STRESS BEFORE TROUBLE
ACTUALLY OCCURS. RECOGNITION OF THESE
INDICATORS BY PERIODIC OBSERVATION OF THE
MOTOR WILL PRECLUDE THE ONSET OF SERIOUS
PROBLEMS....".
"THE MORE INFORMED YOU ARE ABOUT THE
COMMUTATOR THE EASIER IT WILL BE TO TAKE
CARE OF IT".
The generation of a good film on a new commutator generally appears after a short period of
machine operation. "In addition to the solid components of the surface film (copper, carbon
and related components), an absorbed layer of water vapor and atmospheric gases is present
under normal atmospheric conditions. This layer, although extremely thin, provides sufficient
separation between the brush and the commutator surface to put them outside the range of
intermolecular forces. Failure of this layer (or film) allows these forces to become effective,
creating a tendency for seizure between the ...brush and ...the commutator surface....."
The most important factor, in ideal commutation, if all other parameters are normal, is the
surface film. As long as this film remains intact, commutation is generally considered not to be
a problem.
"A carbon brush riding on a commutator, conducts current from a stationary member to a
rotating collector. It is the job of the brush to form the necessary interface at the
brush/commutator junction to enable current to be conducted successfully. Therefore, the
brush must properly lubricate the sliding contact by establishing the commutator film necessary
to insure a smooth ride and uninterrupted current flow. In addition, a brush must aid in the
commutation process to keep circulating currents and associated sparking and heating
minimal. The collector system (commutator and brushes) that is functioning properly results in
satisfactory performance characterized by the following interrelated criteria: 1) non-destructive
sparking, 2) satisfactory brush life and 3) acceptable commutator life. These three qualities are
used to establish guidelines for judging satisfactory brush and commutator performance.
"... Satisfactory brush life is a comparative index usually established by comparing past and
present performance on a particular machine or by comparing similar machines. Unsatisfactory
life may not be caused by the brush itself, for there are many factors that can have a negative
influence on brush life. High brush temperatures, low humidity, excessive sparking, destructive
vibration and abrasives are the most common factors that contribute to a reduction in brush
life..."
"It must be remembered that the brush is a replaceable item that will eventually wear out, but it
is important that its life be reasonably predictable to avoid unexpected and expensive
shutdowns. Acceptable commutator life is another comparative index established through
experience with a particular machine or by a comparison with similar machines. Commutator
bar burning, grooving, and general deterioration must be nonexistent or controlled within
satisfactory levels before acceptable commutator life is attained. Some commutator wear is
expected, and most designs enable resurfacing when necessary with stones or other
appropriate tools....."
SERVICE MANUAL
The following material has been provided by Helwig Carbon Products, Inc. a supplier of
carbon brushes to LeTourneau, Inc., Portions have been lifted from the Helwig technical
papers as appropriate for this publication. (Parentheses have been added for purposes of
clarification.)
"....Firstly, let us consider the commutator surface. A brush would wear as chalk on a slate
board if the commutator did not have a copper oxide film. This oxide film forms very rapidly in
air. It is measured in angstroms (an angstrom is equal to 1/10 billionth of a meter) .... (Figure 4
illustrates the rate of filming of copper).....
As a brush is held against a revolving commutator only about 10% of the apparent brush face
is making mechanical contact. This contact surface is known as the Hertz area which moves
continuously over every surface of the face of the brush. The electrical conducting area is
found within the Hertz area. This represents only about 0.1% of the Hertz area, though there
may be as many as 20 separate simultaneous conducting areas within this mechanical contact
surface.
SERVICE MANUAL
DC MOTOR OPERATION & COMMUTATOR - CONT'D FIG. 4-5 MDC
Figure 4. OXIDATION OF COPPER

"At these highly conductive spots the process of current flow or funneling through a non-
conductive oxide film without destroying this film is known as "fritting".
This phenomena of brush behavior is governed by the voltage or contact drop (voltage drop
between brush surface and commutator) when two surfaces are forced together. Therefore the
contact drop of the brush material and the spring tension are important considerations to
achieve acceptable commutation. That is: to conduct current without a visible arcing.
Figure 5. AMBIENT TEMPERATURE VERSUS COEFFICIENT OF FRICTION
SERVICE MANUAL
DC MOTOR OPERATION & COMMUTATOR - CONT'D FIG. 4-5 MDC
"BearTraining only!
in mind alsoAlways use your
that during machine
current original
flow there documentation!
is necessarily always some transfer of copper
from the contact surface. The copper transferred to the face of the brush should then vaporize
and with the moisture in (the) air form a copper oxide film on the commutator surface. This film
is very low in friction and assures very good brush life. The maintaining of a good film is
sometimes difficult because of the several factors affecting this film. Frequently, threading
conditions are caused by hardened copper particles acting as small cutting tools. When there
is excessive transfer of copper to the face of the brush, the copper deposit becomes work
hardened and cuts into the commutator surface. This excessive transfer of copper often is the
result of light load conditions; though an abrasive brush material or a contaminated
atmosphere will also cause commutator threading......"
"......Increase in brush friction will result in removal of the commutator film and cause rapid
brush wear. Light current density causes high friction and most often the brush will carry
overloads easier than light loads over an extended period of time. The reason being that your
friction is lowest when brush temperature is between 75E-140EC. (167E-284EF.) The
preceding graph (Figure 5) shows the curve and shows up where high friction conditions will
remove the copper oxide film. Cold weather and very low humidity conditions (moisture less
than 2 grams per cubic foot air) could result in brushes eroding away in a matter of a few
hours.
It is also important to keep the mica between the commutator bars cut down below the bar
surface Since it is a laminated material, a layer (mica fins) can work its way to the commutator
surface and will act just like a knife edge. The brushes will bounce and cause burning of the
commutator surface. Mica fins and too light a spring tension are found to be the most common
fault of (poor) brush performance......."
"The desired film thickness on a commutator is only 40-60 angstroms, or about 0.2 millionths
of an inch. Proper film is composed of copper oxide, water and micro-graphite particles. These
substances have low coefficients of friction which contribute to low brush friction and low
mechanical wear. The primary considerations for the formation of a proper film are brush
grade, level of current load per brush, absolute humidity, and contamination in the
atmosphere...The rate of increase in mechanical wear or the slope of the graph (Figure 6) is
dependent on the coefficient of friction, which in turn is related to the film on the
commutator...."
SERVICE MANUAL
DC MOTOR OPERATION & COMMUTATOR - CONT'D & FIG. 6-8 MDC
".....Electrical wear results from high resistance in the contact surface area of the circuit. When
the Training only! Always use
film is contaminated withyour machine
dust, original
oil, smoke, documentation!
caustic fumes or corrosive chemicals, all of
which are poor conductors, the brush to commutator resistance increases. The separation of a
brush from the commutator across the high resistance of a air gap is the most obvious
condition to cause electrical wear and arcing. In this case rough commutators and unstable
brush holder systems are often the fault. Regardless of the cause, conduction of current
through a high resistance will result in high energy, high temperature, destructive arcing and
thereby fast brush and commutator wear. As with mechanical wear, spring pressure is closely
related to the electrical wear rate. Higher spring tension causes rapid decreases in the voltage
drop and thereby lower electrical wear as in the accompanying graph (Figure 7) Note the sharp
increase in electrical wear at low spring pressure (Point A.) For the purposes of quantifying
brush wear it is concluded that friction is the primary measurable indicator of mechanical wear
and the voltage drop is the primary measurable indicator of electrical wear.
The total brush wear (Figure 8) is the summation of mechanical and electrical wear. The
combination of graphs (Figures 6 and 7) results in the total brush wear rate as related to spring
pressure. The "U" shaped curve of total wear in Figure 8 indicates that there is a range of
spring pressure, where the brush wear rate is minimum. It is also important to note the slow
rate of increase in brush wear with higher spring pressures...."
Figure 6. MECHANICAL WEAR VERSUS SPRING PRESSURE
SERVICE MANUAL
Figure 7. ELECTRICAL WEAR VERSUS SPRING PRESSURE
Figure 8. TOTAL BRUSH WEAR VERSUS SPRING PRESSURE
SERVICE MANUAL
As aTraining only!
final note onAlways use your
the subject: machine
"....There areoriginal documentation!
other factors that influence commutation, such as
improper brush holder assembly adjustment. That is, the brush assembly is out of the neutral
plane......." (LeTourneau, Inc. motors allow for easy re-adjustment of the neutral plane.
Relative circular spacing of brushes with each other is fixed). "....There could be improper
interpole adjustment, a short in the windings, or a worn bearing" (a misaligned bearing due to
improper installation) ".... causing the brush to bounce...". All result in poor brush performance,
and require correction.
SERVICE MANUAL
NOTES
SERVICE MANUAL
UNDERSTANDING UNEVEN BRUSH WEAR MDC
UNDERSTANDING
Training only! Always use your machine UNEVEN BRUSH
original documentation! WEAR
The following has been taken from the first quarter 1998 issue of the National Carbon Copy, a
quarterly publication by the NATIONAL ELECTRICAL PRODUCTS, INC, company and is
authored by Gary E. Lozowski, Applications Engineering Manager.
Many people ask: Why don't the brushes on one particular machine, all wear at the same rate?
This question is usually asked when talking about rather large machines with more than 16
brushes and 4 or more poles.
The consistency of one particular grade of carbon brush does have tolerances in all of the
usual specifications or characteristics: specific resistance, hardness, density, amount of
treatment, contact drop, strength, etc.. These characteristics are actually quite close from one
batch to another as the various grades of carbon are processed. Agreed there are differences,
but some properties have very little effect on the wear rate. The hardness of the brush is the
characteristic that is usually blamed for short life or commutator wear, but in fact the hardness
has the least effect on total brush performance.
The main function of the carbon brush is to conduct current to the revolving motor commutator
or slip ring. This is an absolute must for the motor to be able to do its job of producing torque
and rotational speed. To direct the attention away from the carbon brush itself as the main
factor in brush wear, I'd like to point out some of the other associated components in the brush
rigging, commutator surface and surrounding environment that might cause uneven brush
wear.
1. NON-UNIFORM COMMUTATOR ROUNDNESS FROM ONE BRUSH TRACK TO
ANOTHER. One needs to understand that no commutator surface is exactly round, and it
never gets better with time and it doesn't heal itself if damaged. Commutators may stay within
acceptable runouts for many years, but they only degrade with time if left alone. Acceptable
values of commutator or slip ring runouts are also directly related to the operating speed of the
machine; what is acceptable at 500 RPM probably is not acceptable at 5,000 RPM.
Commutator profiles of large machines with many brush paths can easily show differences of 3
to I in total commutator runout from the inboard to the outboard path. Maybe commutators
ought to be thought of as having varying amounts of roughness rather than smoothness.
Roughness, whether caused by out-of-roundness, burrs left from undercutting, high mica or
arcing damage needs to be kept to a minimum.
2. NON-UNIFORM SPRING PRESSURES PUSHING THE BRUSH IN CONTACT WITH THE
COMMUTATOR. Spring manufacturers normally produce springs with a +/- 10% tolerance on
the actual spring force. This is not an outrageous tolerance, just not exactly uniform. One also
needs to realize that springs do not last forever and their pressures do fall off as they slowly
fatigue during operation. The more the commutator runout, the faster the springs fatigue as
they move up & down with every revolution of the armature.
SERVICE MANUAL
UNDERSTANDING UNEVEN BRUSH WEAR MDC
3. Training
NON-UNIFORM NET
only! Always FORCE
use your PUSHING
machine BRUSH IN CONTACT WITH THE
COMMUTATOR. The weight of the brush, even though it is small, does affect the difference in
net force of a brush at the 12:00 o'clock position vs. the one at 6:00 o'clock. This naturally
becomes more of a factor with heavy metal graphite brushes.
4. NON-UNIFORM SPRING PRESSURE APPLIED AS THE BRUSH WEARS FROM ITS
NEW LENGTH TO ITS MINIMUM USABLE LENGTH. The so-called constant force brush
spring is not constant throughout its operating length. They are, however, usually more
constant than the old clock type springs. Constant pressure non-adjustable springs eliminate
the possible greater differences due to someone having the spring set into the wrong
adjustment notch.
SERVICE MANUAL
UNDERSTANDING UNEVEN BRUSH WEAR - CONT'D MDC
5. NON-UNIFORM BRUSH FRICTION IN THE BRUSH HOLDER ITSELF AND FROM ONE
BRUSHTraining
PATHonly!
TO Always use your
ANOTHER. machine
Carbon dust,original documentation!
oil vapors and other contaminants usually do not
accumulate uniformly around the brush rigging. Contaminants, no matter what kind, can only
make matters worse. Dirt can cause differences in friction between the brush and the brush
holder, between the spring and the brush and between the coils of the spring itself. There is a
lot to be said for maintaining a clean brush rigging.
6. NON-UNIFORM BRUSH TEMPERATURE. Commutator and brush temperatures depend
on: the ventilating air inlet and exhaust locations, the location of air flow obstructing supports,
and the location of air flow directing baffles (or even brushes located near open risers of large
machines which act as fan blades on the rotating armature). The brush temperatures are by no
means uniform.
7. NON-UNIFORM BRUSH CURRENT FROM ONE BRUSH PATH TO ANOTHER OR FROM
ONE BRUSH STUD TO ANOTHER. Certain brush grades are more selective than others.
Some grades need to be limited to 4 brushes per stud in order to limit selectivity. Carbon also
has an unusual characteristic in that the resistance decreases as the temperature increases.
This can cause a snowballing effect and damaging conditions result rather quickly as the
brushes with the least resistance conduct more current and get hotter which lowers resistance
and so on. Non-uniform main pole air gaps can also cause dissymmetry in the various
armature circuits
8. NON-UNIFORM COMMUTATION TAKING PLACE UNDER EACH BRUSH. Mechanical air
gap differences between commutating pole faces and the armature OD cause dissymmetry in
the magnetic flux circuits of machines causing differences in current flow. Be careful not to
always relate commutation to arcing. Commutation is the internal reversal of current within the
armature; arcing is the conduction of current through air. Brushes can arc for reasons other
than poor commutation.
9. NON-UNIFORM AMOUNTS OF SPARKING. There is usually some amount of visible
sparking during operation on most large machines. One also needs to realize that not all
sparking is damaging but as you do observe sparking it's usually not uniform across all the
brushes on one particular brush stud. Higher levels of sparking do wear brushes faster though,
so no sparking is preferred.
10. NON-UNIFORM STABILITY OF THE BRUSH HOLDER AND BRUSH STUD
ASSEMBLY. A large machine with 8 to 10 brushes per stud has quite a long brush stud. This
stud is usually only supported at one end and vibrations at the unsupported end, no matter
how small, usually work against keeping the brush in intimate contact with the commutator.
11. NON-UNIFORM POLARITY. In DC machines, half the brushes are positive, half are
negative. Half are anodes, half are cathodes. As electrons flow in only one direction, current is
leaving one brush and going to the commutator while it's going from the commutator to, the
other brush. For DC slip-ring service, this is the reason for reversing the polarity of the rings
occasionally; to force even slip ring and brush wear.
12. NON-UNIFORM BRUSH SPACING. Brushes need to be equally spaced circumferentially
around the commutator where they come in contact with the commutator. The more uniformly
spaced the better, but .050 inch should be the maximum difference. The gap between the
brush holder and the commutator first needs to be checked for uniformity before the
circumferential spacing can be checked with reaction type brush holders. Long brush studs
may appear uniformly spaced where they are supported but can in fact be tilted toward an
adjacent brush stud at the other end.
SERVICE MANUAL
13. NON-UNIFORM BRUSH ORIENTATION. Brush holders can orient brushes for trailing,
radial, stubbing or a combination of trailing and stubbing. Whatever the motor manufacturer's
reason for the combination of stubbing and trailing, it needs to be recognized that the differing
brush orientations will affect the rate at which brushes wear.
14. NON-UNIFORM BRUSH SEATING. Whether or not brushes were properly seated and the
process used to seat can also affect wear life. Initially, new brushes do not intimately contact
the commutator surface. Point or line contact quickly changes and finally does approach a full
seat. But, the amount of time and current passed through the brush before it is fully seated can
cause it to glaze over because of the abnormally high current density. The area of localized
heating and possible treatment bleed out will eventually wear down and expose undamaged
brush material but the time it takes for this to even out will surely differ.
15. NON-UNIFORM ELECTRICAL CONNECTIONS. All connections from the power source to
the commutator surface need to be sound. Bolted electrical connections from stator coils to
brush studs to pigtail terminal to riveted or tamped shunt then finally to the carbon, need to be
working in unison to promote equal distribution of current.
16. NON-UNIFORM COMMUTATOR FILM OR APPEARANCE FROM ONE BRUSH TRACK
TO ANOTHER. Non-uniform film appearance is usually an indicator that one or more of the
above are taking place. Changing chemical vapors can have a very pronounced effect on the
commutator film as different processes are used during the manufacture of many products.
Even the level of humidity in the air plays an important role in film formation on the commutator
surface.
After reading all of the above it may marvel some people that things work as well as they do.
The brush is only trying to do its job: "conduct current to a sliding contact" in an ever changing
world. If you do have fairly equal brush wear, think of how fortunate you are not to have all of
the above items working against you. Expecting uniform brush wear when there are so many
other outside contributing factors may not seem realistic at this point. One needs to keep in
mind that brushes are the most expendable item in DC machines and must-wear-in order to
compensate-for-some of the other conditions that develop between a brush and the
commutator or slip ring. Differential brush wear is usually not a severe problem, but explaining
it can become difficult and hopefully this has helped.
SAFETY IS NEVER SECOND
SERVICE MANUAL
14. NON-UNIFORM BRUSH SEATING. Whether or not brushes were properly seated and the
Training
process usedonly! Always
to seat canuse
alsoyour machine
affect original
wear life. documentation!
Initially, new brushes do not intimately contact
the commutator surface. Point or line contact quickly changes and finally does approach a full
seat. But, the amount of time and current passed through the brush before it is fully seated can
cause it to glaze over because of the abnormally high current density. The area of localized
heating and possible treatment bleed out will eventually wear down and expose undamaged
brush material but the time it takes for this to even out will surely differ.
15. NON-UNIFORM ELECTRICAL CONNECTIONS. All connections from the power source to
the commutator surface need to be sound. Bolted electrical connections from stator coils to
brush studs to pigtail terminal to riveted or tamped shunt then finally to the carbon, need to be
working in unison to promote equal distribution of current.
16. NON-UNIFORM COMMUTATOR FILM OR APPEARANCE FROM ONE BRUSH TRACK

TO ANOTHER. Non-uniform film appearance is usually an indicator that one or more of the
above are taking place. Changing chemical vapors can have a very pronounced effect on the
commutator film as different processes are used during the manufacture of many products.
Even the level of humidity in the air plays an important role in film formation on the commutator
surface.
After reading all of the above it may marvel some people that things work as well as they do.
The brush is only trying to do its job: "conduct current to a sliding contact" in an ever changing
world. If you do have fairly equal brush wear, think of how fortunate you are not to have all of
the above items working against you. Expecting uniform brush wear when there are so many
other outside contributing factors may not seem realistic at this point. One needs to keep in
mind that brushes are the most expendable item in DC machines and must-wear-in order to
compensate-for-some of the other conditions that develop between a brush and the
commutator or slip ring. Differential brush wear is usually not a severe problem, but explaining
it can become difficult and hopefully this has helped.
SAFETY IS NEVER SECOND
SERVICE MANUAL
NOTES
SERVICE MANUAL
CLASSIFYING SOME COMM CONDITIONS & FIG. 9 (1-2 OF 6) MDC
CLASSIFYING
Training SOME
only! Always use your COMMUTATOR
machine original documentation!CONDITIONS
The following illustrations and accompanying text were provided by the HELWIG CARBON
PRODUCTS, INC. company, and adapted and arranged for use by LeTourneau, Inc. The
Tabulations following the illustrations were produced by LeTourneau, Inc.
THREADING:
THREADING IS A DEVELOPMENT OF THE
STREAKING CONDITION (SEE STREAKING)
AS THE METAL, TRANSFERRED TO THE
BRUSHES BECOMES WORK HARDENED,
IT MACHINES INTO THE COMMUTATOR
SURFACE. THIS CONDITION CAN BE
AVOIDED WITH INCREASED LOADS AND
INCREASED SPRING PRESSURE.
POSSIBLE CAUSES: - SEE STREAKING.
Figure 9. TYPICAL COMMUTATOR CONDITIONS (1 OF 6)
COPPER DRAG:
COPPER DRAG DEVELOPS AS THE
COMMUTATOR SURFACES BECOMES
OVERHEATED AND SOFTENS. VIBRATION
OR AN ABRASIVE GRADE BRUSH CAUSES
THE COPPER TO BE PULLED ACROSS
THE SLOTS. INCREASED SPRING
PRESSURE WILL REDUCE COMMUTATOR
TEMPERATURE.
POSSIBLE CAUSES: - INCORRECT BRUSH
PRESSURE, EXCESSIVE VIBRATION,
WRONG BRUSH TYPE CONTAMINATION.
SERVICE MANUAL
FIGURE 9 (3-4 OF 6) MDC

BAR EDGEdocumentation!
BURNING:
BAR EDGE BURNING RESULTS FROM
POOR COMMUTATION CHECK THAT
BRUSH GRADE HAS ADEQUATE VOLTAGE
DROP (CONSULT THE FACTORY) AND
THAT THE BRUSHES ARE PROPERLY SET
ON NEUTRAL (NEUTRAL PLANE) AND THE
INTERPOLE STRENGTH IS CORRECT
(CONTACT THE FACTORY).
POSSIBLE CAUSES: - WRONG BRUSH
GRADE, NEUTRAL PLANE NOT SET,
INCORRECT SHIMMING ON INTERPOLES.
Figure 9. TYPICAL COMMUTATOR CONDITIONS ( 3 OF 6)
SLOT BAR MARKING:

SLOT BAR MARKING RESULTS FROM A
CHARACTERISTIC IN THE ARMATURE
WINDINGS. THE PATTERN RELATES TO
THE NUMBER OF CONDUCTORS PER
SLOT, AND IS NOT CONSIDERED TO BE
HARMFUL TO THE SURFACE. HOWEVER,
THIS SITUATION SHOULD NOT BE
CONFUSED WITH THE MORE SERIOUS
CONDITION OF SLOT BAR BURNING.
SLOT BURNING MAY BE CAUSED BY:
ELECTRIC MAL-ADJUSTMENT, ELECTRIC
OVERLOAD, GASEOUS CONTAMINATION.
SERVICE MANUAL
FIGURE 9 (5-6 OF 6) MDC

GROOVING:
GROOVING MAY RESULT FROM AN
OVERLY ABRASIVE BRUSH GRADE. THE
MORE COMMON CAUSE IS POOR
ELECTRICAL CONTACT, RESULTING IN
ARCING AND THE ELECTRICAL
MACHINING OF THE COMMUTATOR
SURFACE. INCREASED SPRING PRES-
SURE REDUCES THIS ELECTRICAL WEAR.
POSSIBLE CAUSES: OVERLY ABRASIVE
BRUSH GRADE, BRUSHES WORN TO THE
CONNECTORS AND SURFACE
CONTAMINATION DUE TO
CONTAMINATED COOLING AIR.
STREAKING:
STREAKING RESULTS FROM METAL
TRANSFER TO THE BRUSH FACE. LIGHT
LOADS AND/OR LIGHT SPRING PRESSURE
ARE THE MOST COMMON CAUSES.
CONTAMINATION CAN ALSO BE A
CONTRIBUTING FACTOR
POSSIBLE CAUSES: ELECTRIC UNDER-
LOAD, INCORRECT BRUSH PRESSURE,
INCORRECT BRUSH GRADE, DUST OR
GAS CONTAMINATION
SERVICE MANUAL
TABLE 1 MDC
BRUSH - SURFACE RELATED CAUSES
SYMPTOMS/ POSSIBLE
OBSERVATIONS PRIMARY CAUSES
-SURFACE DEFECTS OR SURFACE
ECCENTRICITY
SPARKING
- HIGH MICA CONDITION
RAPID BRUSH WEAR
- SPRING PRESSURE NOT CORRECT OR
BREAKING BRUSHES, CHIPPING
FATIGUED
SURFACE STREAKING
- BRUSH GRADE NOT CORRECT OR POOR
CHATTERING/NOISY BRUSHES QUALITY
- LOOSE OR WORN BRUSH HOLDERS
BAR MARKING AT SLOT PITCH
- BRUSH GRADE QUALITY
SPACING
- BRUSH GRADE NOT CORRECT OR
COPPER DRAG
CONDITIONS CHANGED
THE FIRST CAUSE MAY NOT BE SO EASILY DETECTABLE FROM A VISUAL

INSPECTION OF THE COMMUTATOR SURFACE, FOR EXAMPLE: AN OCCASIONAL
PROBLEM THAT OCCURS TO THE COMMUTATOR SURFACE IS A SAWTOOTH
PATTERN DUE TO EXCESSIVE DRIVE TRAIN VIBRATION OR OVERALL VEHICLE
VIBRATION, THAT, OVER A PERIOD OF TIME, INDUCES A SMALL MICRO-PATTERN
OF RIDGES TO FORM AROUND THE CIRCUMFERENCE OF THE COMMUTATOR.
THIS PATTERN CAUSES RAPID BRUSH WEAR AND EVENTUAL FAILURE, IF NOT
DETECTED EARLY. SURFACE MONITORING IS RECOMMENDED, IF THERE IS
REASON TO SUSPECT THE OCCURRENCE OF THIS PHENOMENON. ANOTHER
POSSIBLE CAUSE OF MOTOR PROBLEMS IS THE PRESENCE OF STALL BURNS.
REFER TO MMS 600 PROFILER/COMMUTATOR MAINTENANCE FOR MORE
INFORMATION ON THIS SUBJECT.
THE OTHER CAUSES LISTED ARE GENERALLY WITHIN THE MAINTENANCE CREW’S
EXPERTISE TO IDENTIFY AND CORRECT, IF REGULAR PERIODIC INSPECTIONS
ARE CONDUCTED.
TABLE 1
SERVICE MANUAL
TABLE 2 MDC

ELECTRICAL original documentation!
AND MACHINE - RELATED CAUSES
SYMPTOMS/ POSSIBLE
- CONTROL SYSTEM ERRORS (IMPROPER WAVE
FORM
SPARKING - MALADJUSTMENT OF INTERPOLES
- OPEN CONNECTIONS AT COMMUTATOR
- REVERSED POLARITY IN FIELD OR INTERPOLE
- NEUTRAL PLANE SETTING INCORRECT
- ARMATURE OUT OF BALANCE
- AIR GAP MALADJUSTMENT
- BRUSH HOLDERS OUT OF ALIGNMENT
BAR MARKING AT SLOT PITCH SPACING - OVERLOAD

BAR MARKING AT POLE - PITCH SPACING - NEUTRAL PLANE SETTING INCORRECT
ETCHED/BURNED BAND-ON BRUSH FACE - MALADJUSTMENT OF INTERPOLES
- BRUSH HOLDERS LOSE
- BRUSH HOLDERS WORN
CHATTERING/NOISY BRUSHES
- ARMATURE OUT OF BALANCE
- BEARINGS DEFECTIVE (EXCESSIVE WEAR)
COPPER DRAG - EXCESSIVE MACHINE VIBRATION
MANY OF THE PRIMARY CAUSES SHOWN IN THIS TABLE HAVE MORE TO DO WITH THE ORIGINAL
MANUFACTURER AND REBUILDER OF THE MOTOR THAN THEY DO TO THE OPERATOR OR
TECHNICIAN OF THE MACHINE, WHO IS TRYING TO LOCATE A FAULT. HOWEVER, THE TABLE MAY BE
USED TO PROVIDE SOME INDICATION BY THE OPERATOR TO THE SERVICE ENGINEERS OR THE
MANUFACTURER’S DISTRIBUTOR OF THE NATURE OF THE PROBLEM OR THAT A PROBLEM IS
DEVELOPING. IN MANY OF THE CASES SOME OF THE PRIMARY CAUSES, IF DETERMINED TO BE
PRESENT, WILL REQUIRE REMOVAL OF THE MOTOR FROM THE MACHINE FOR CORRECTION OF THE
FAULT.
SOME OF THE CAUSES MAY NOT BE DETECTABLE FROM A VISUAL INSPECTION OF THE
COMMUTATOR SURFACE, FOR EXAMPLE. AN OCCASIONAL PROBLEM THAT OCCURS TO THE
COMMUTATOR SURFACE IS A SAW TOOTH PATTERN DUE TO EXCESSIVE DRIVE TRAIN VIBRATION
OR OVERALL VEHICLE VIBRATION, THAT OVER A PERIOD OF TIME INDUCES A SMALL MICRO-
PATTERN OF RIDGES TO FORM AROUND THE CIRCUMFERENCE OF THE COMMUTATOR. THIS
PATTERN CAUSES RAPID BRUSH WEAR AND EVENTUAL FAILURE, IF NOT DETECTED EARLY.
SURFACE MONITORING IS RECOMMENDED IF THERE IS REASON TO SUSPECT THE OCCURRENCE
OF THIS PHENOMENON. SEE MMS 600 PROFILER/COMMUTATOR MAINTENANCE FOR MORE
INFORMATION ON THIS SUBJECT.
TABLE 2
SERVICE MANUAL
TABLE 3 MDC
OPERATING ENVIRONMENT - RELATED CAUSES
SYMPTOMS/ POSSIBLE
SPARKING - VEHICLE OVERLOADING
RAPID BRUSH WEAR - ADVERSE HUMID CONDITIONS - UNUSUALLY
GLOWING AT BRUSH FACE LOW HUMIDITY OR HIGH HUMIDITY FOR
FLASHOVER AT BRUSHES EXTENDED PERIODS
DIRTY SURFACE - HIGH MICA CONDITION
BAR ETCHING OR BURNING - SPRING PRESSURE NOT CORRECT OR
SURFACE STREAKING FATIGUED
RAPID COMMUTATOR WEAR - BRUSH GRADE NOT CORRECT OR POOR
CHATTERING/NOISY BRUSHES QUALITY
COPPER DRAG - LOOSE OR WORN BRUSH HOLDERS
BAR MARKING AT SLOT PITCH
- BRUSH GRADE QUALITY
SPACING
- BRUSH GRADE NOT CORRECT OR CONDITIONS
COPPER DRAG
CHANGED
THESE CAUSES ARE CONSIDERED WELL WITHIN THE SCOPE OF THE OPERATORS
AND MACHINE MAINTENANCE TECHNICIAN FOR DETERMINATION AND
CORRECTION. ALL OF THESE CAUSES ARE CORRECTABLE WHILE THE MOTOR IS
STILL IN THE MACHINE. ONE EXCEPTION IS THE HIGH MICA. HIGH MICA IS DUE TO
EXCESSIVE WEAR OF THE COMMUTATOR WHERE THE COPPER HAS WORN DOWN
FLUSH TO THE MICA SEPARATORS. HIGH MICA CAN BE CORRECTED WITH A HAND
TOOL ON A TEMPORARY BASIS UNTIL IT IS CONVENIENT TO REMOVE THE MOTOR
TO SURFACE DRESS THE COMMUTATOR. THE SAME IS TRUE OF THE SLIP RINGS
ON GENERATORS. SURFACE DRESSING IS POSSIBLE, BUT TO A LIMITED DEGREE,
WITHOUT REMOVAL OF THE UNIT.
TABLE 3

PART 1, CHAPTER 3
A GOOD PREVENTIVE MAINTENANCE PROGRAM
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 3 A GOOD PREVENTIVE MAINTENANCE PROGRAM MDC
3
A GOOD PREVENTIVE MAINTENANCE PROGRAM
TABLE OF CONTENTS
ADVANTAGES OF A GOOD PREVENTIVE MAINTENANCE PROGRAM
ELECTRICAL TESTING
THE PRINCIPAL COMPONENTS OF A GOOD PM PROGRAM
ILLUSTRATIONS
Figure 1. BRUSH MEASUREMENT

Figure 2. TYPICAL BRUSH CONFIGURATION - RADIAL TYPE
Figure 3. TYPICAL BRUSH CONFIGURATION - REACTION TYPE
Figure 4. CHECK BRUSH SPRING FORCE ON RADIAL TYPE BRUSHES
Figure 5. CHECK FOR CORRECT RELATIONSHIP BETWEEN SPRING AND
BRUSH ON RADIAL TYPE BRUSHES
Figure 6. CHECK BRUSH SPRING PRESSURE ON REACTION TYPE
BRUSHES (M-40, M-25 MOTORS)
TABLES
Table 1. MOTOR BRUSH BOX GAGES

Table 2. LOG ON BRUSH WEAR AND REPLACEMENT
ADVANTAGES OF A GOOD PREVENTIVE MAINTENANCE PROGRAM

The importance of a well conducted regularly executed preventive maintenance (PM) program
cannot be overstated. Periodic adjustments and parts replacement or servicing are preferred to
unexpected equipment shutdown due to parts failure. While parts failure is still a factor in any
complex piece of machinery, a PM program substantially helps to lessen the occurrences as
well as possibly provide indication that a part is nearing the end of its useful life.
The advantages of a PM program can only be realized if the recommended procedures are
carried out uniformly and regularly. The recommendations contained in this publication are
minimum only. Each site of operation has its own unique set of operating conditions. This
publication is not intended to cover all possible situations and variations. Some of the benefits
which can accrue from a regular PM program are as follows:
z Prediction of overhaul schedule for major systems.
z Periodic replacement of high wear items
z Servicing of components before failure
z Increased availability of vehicles
SERVICE MANUAL
CHAPTER 3 A GOOD PREVENTIVE MAINTENANCE PROGRAM MDC
This chapter covers only the procedures for inspection, testing or checking
and observation of conditions. Instructions for SEATING THE BRUSHES
AND OTHER ADJUSTMENTS are contained in Publication "TAKING CARE
OF YOUR DC MOTOR, PART 1", Chapter 4. If major repairs are necessary,
instructions for removal (and reinstallation) of the motor are contained in
TRACTION MOTOR AND DRIVER.
ELECTRICAL TESTING
Normally, the electrical condition of a motor or is not routinely checked unless some problem is
indicated. Accordingly, it should be noted that the preventive maintenance program
recommended in this manual does not require electrical testing on a periodic basis but only
when symptoms so indicate. Testing is optional. However, as machines age, their condition
should be determined by electrical testing. Electrical testing is therefore regarded as a
diagnostic function. Refer to Publication "TAKING CARE OF YOUR DC MOTOR, PART 2",
Chapter 3.
THE PRINCIPAL COMPONENTS OF A GOOD PM PROGRAM
The principal elements of a good PM program for electrical rotating equipment are:
z Check physical conditions in and around the equipment
z Check clearances of brushes in brush holders
z Check brush wear
z Check lead connections
z Check motor condition
z Check commutator surface
A description of each of these, follows:
REFER TO PREVENTIVE MAINTENANCE REQUIREMENTS AND

RECOMMENDATIONS AND FOLLOW THE SPECIFIC PM PROCEDURE
SHOWN AND RECORD ALL DATA OBSERVED AS INSTRUCTED.
SERVICE MANUAL
A GOOD PREVENTIVE MAINTENANCE PROGRAM - CONT'D MDC
OBSERVE ALL SAFETY PROCEDURES WITH RESPECT TO ELECTRICAL

EQUIPMENT - MAKE CERTAIN THAT THE EQUIPMENT IS LOCKED OUT AND
CANNOT BE STARTED WHILE THE ELECTRICAL EQUIPMENT IS BEING
SERVICED.
CHECK PHYSICAL CONDITIONS IN AND AROUND THE MOTOR
z You will need, in addition to normal tools, a good flashlight and a mechanics mirror to
allow visual access to areas not normally visible. Eye protection is also advised.
z Motor may be dusted due to failure of the air cleaning system or due to lapse in filter
maintenance. Vacuum the interior within the limits of access.
z If an unusual amount of dust or grit has accumulated in the interior of the motor make a
note to check the condition of the air filtration system. Keep a sample of the dust for
future reference.
z Check for evidence of oil leaking into the motor from the driver or other sources. Make a
note to check cause of leak and correct.
z Check for the presence of water. Water may be entering forcibly due to washing or
leakage due to cracked or dislodged air cooling hoses.
CHECK CLEARANCES OF BRUSHES IN BRUSH HOLDERS
z First check that holders are securely bolted to their support ring(s) or endbell. Check
tightness of bolts. Retighten as necessary.
z The easiest and most effective method to check for clearance and movement of the
brush within the box is to pull on the brush leads. If a brush is hard to pull loose, carbon
or dirt may be wedged between the brush and the box. Remove each brush and clean
brush and inside of its box. Replace brush before moving to next brush. Do this for all
brushes. Replace brushes in their original positions.
z After it is determined that boxes are clean and brushes are free to move in their boxes,
check for actual clearances. Excessive clearance will lead to poor commutation. Some
sideways movement is desirable so that the brush is not restricted in sliding in its box. A
clearance of .002" to .010" between the brush sides and box interior walls, from leading
edge to trailing edge, is optimum. A gage may also be used to accurately verify the
condition of the boxes - see the following TABLE 1 for the appropriate gage.
z One final check is required. The clearance between edges of brush boxes and surface of
commutator is important. A nominal clearance of 1/16" is satisfactory. Use a feeler (or
thickness) gauge (.062") to check front and back of the box.
CHECK BRUSH WEAR
z Check brush length. Do this by removing the brush and using a vernier gage or other
reasonably accurate device, as illustrated in Figure 1. Record brush length in the BRUSH
MAINTENANCE FORM.
DO NOT MIX BRUSHES OF DIFFERENT TYPES
OR GRADES
DO NOT MIX SPRINGS OF

DIFFERENT RATINGS
SERVICE MANUAL
BRUSH MAINTENANCE FORM MDC
BRUSH MAINTENANCE FORM

MACHINE S/N HOUR METER
DATE SIGNATURE
BRUSH TRACK INDICATE IF NEW BRUSH
MOTOR BRUSH LENGTH
(SEE DIAGRAM BELOW) INSTALLED?
1.
1. 2.
LEFT
FRONT 3.
4.
1.
2. 2.
RIGHT
FRONT 3.
4.
1.
3. 2.
LEFT
REAR 3.
4.
1.
4. 2.
RIGHT
REAR 3.
4.
SERVICE MANUAL
BRUSH MAINTENANCE FORM MDC
TRACKS ARE NUMBERED FROM THE RISER.
SIMPLIFIED DIAGRAM OF A TYPICAL COMMUTATOR - THE SHADED PORTIONS

REPRESENT THE BRUSH TRACKS.
THE ELECTRICIAN SHOULD USE THIS FORM FOR RECORDING BRUSH LENGTH.
TABLE 2 (LOG OF BRUSH WEAR AND REPLACEMENT) MAY BE USED TO
CALCULATE THE ACTUAL BRUSH RATE WEAR
SERVICE MANUAL
A GOOD PREVENTATIVE MAINTENANCE PROGRAM - CONT'D & FIG. 1 MDC
Figure 1. BRUSH MEASUREMENT

As a general rule, if brushes are typically less than one inch, new brushes should be installed,
however some brushes have wear lines and the minimum length is specific to each brush.
Install the correct grade of brush as defined in the Parts Catalog. Only in special
circumstances should they be changed to a different grade or quality and as recommended by
LeTourneau, Inc.
CHECK LEADS & CONNECTIONS
Check that the lug on the lead end is firmly secured on its brush holder connector. A light tug
on the leads, attempting to pull the lead loose from the connector, will determine if the lead is
firmly attached. Any movement would indicate a loose connector. Replace any loose
connectors. The connector should be screwed tight in the brush holder with the jam nut. Check
the lead insulation. If lead insulation is ragged or torn due to abrasion, the brushes maybe
moving excessively in their boxes due to high commutator TIR (Total Indicated Runout). Make
sure that leads are neat and form smooth curves between their connections on the holders and
their brushes.
CHECK MOTOR CONDITION
Some of these conditions may not be visibly detectable simply because of limited access.
z Puffiness, cracking or separation of insulation due to thermal aging or oxidation.
z Burned spots in insulation due to flashovers.
z Frayed and deteriorated banding, cracking or flaking epoxy on the commutator risers
z Evidence of potential shorting or grounding locations.
z Frayed and deteriorated insulation around interpole connections, interpole coils and field
coils.
z Damaged, frayed or loose cable tiebacks or anchors.
z Broken or loose cable connections.
z Loose mounting bolts on cables and other areas, check all bolts.
z Check for any evidence of abrasion of cables due to vibration.
Electrical testing is regarded as a diagnostic function. Refer to Publication

"TAKING CARE OF YOUR DC MOTOR, PART 2", Chapter 3.
SERVICE MANUAL
A GOOD PREVENTATIVE MAINTENANCE PROGRAM - CONT'D & FIG. 1 MDC

CHECK BRUSH SPRING PRESSURE
The LeTourneau constant force springs do not require adjustment. Spring pressure is very
important to brush life and commutator performance. As a general rule brush pressure erring
on the high side is less damaging to the system than if the pressure is on the low side or below
the recommended setting.
Check all brush springs and replace those that indicate weakness. Use a electronic gage or
calibrated spring scale to determine condition of the springs. After an extended period of
operation, weak springs are more likely to be the cause of problems than if the springs are too
stiff.
SERVICE MANUAL
FIGURE 2-6 & TABLE 1 MDC
Figure 2. TYPICAL BRUSH CONFIGURATION - RADIAL TYPE
Figure 3. TYPICAL BRUSH CONFIGURATION - REACTION TYPE
SERVICE MANUAL
Figure 4. CHECK BRUSH SPRING FORCE ON RADIAL TYPE BRUSHES
TABLE OF MOTOR BRUSH BOX GAGES

MOTOR # GAGE P/N
S 101-8726
F-2 101-7463
G-, & J-2 101-5234
N-, & L- 421-0924
M-40 423-2322
M-25 423-2323
TABLE 1. MOTOR BRUSH BOX GAGES
SAFETY IS THE FIRST CONCERN
SERVICE MANUAL
Figure 5. CHECK FOR CORRECT RELATIONSHIP BETWEEN SPRING AND BRUSH ON

RADIAL TYPE BRUSHES
Figure 6. CHECK BRUSH SPRING PRESSURE ON REACTION TYPE BRUSHES (M-40, M-

25 MOTOR)
Figure 4 shows how spring pressure is checked with a simple spring-type gage. An electronic
gage is shown in the picture directly above (Figure 6) on a reaction type brush box with its
hook attached to the portion of the spring lever directly above the brush box slot. The direction
of pull must also be axially in line with the long axis of the brush, when measuring spring
pressure on both types of brush arrangements.
SERVICE MANUAL
TABLE 2 MDC
LOG OF BRUSH WEAR AND REPLACEMENT

(SEE INSTRUCTIONS ON REVERSE SIDE OF THIS TABULATION)
CALC.
MOTOR # ACTUAL
DATE OF CHECK BRUSH BRUSH INDICATE IF
PREVIOUS CURRENT
AND HOURS LOCATION WEAR NEW BRUSH
LENGTH LENGTH
SINCE LAST TRACK # (SEE IS INSTALLED
REPORT FORMULA
NEXT PAGE)
1.
1.
MOTOR # 2.
DATE: 3.
HOURS SINCE 4.
LAST REPORT:
5.
1.
2.
MOTOR # 2.
DATE: 3.
HOURS SINCE 4.
LAST REPORT:
5.
1.
3.
MOTOR # 2.
DATE: 3.
HOURS SINCE 4.
LAST REPORT:
5.
1.
4.
MOTOR # 2.
DATE: 3.
HOURS SINCE 4.
LAST REPORT:
5.
SEE FIGURE 1 ILLUSTRATING BRUSH LENGTH MEASUREMENT TECHNIQUE
TABLE 2. LOG OF BRUSH WEAR AND REPLACEMENT
THE RECORDING OF THE BRUSH LENGTH MAY BE DONE USING THE

FORM SHOWN ON BRUSH MAINTENANCE FORM AND THEN
TRANSFERRING THE DATA TO THIS TABLE, FOR BRUSH WEAR
CALCULATION
SERVICE MANUAL
INSTRS TABULATION LOG OF BRUSH WEAR & REPLACE FORM MDC
INSTRUCTIONS FOR USE OF TABULATION ON THE LOG OF BRUSH WEAR AND

REPLACEMENT FORM
1. A particular brush holder should be selected, and normally it is the most

convenient one to access. Only the brushes in one holder in each motor should
be measured. Access the same one on each PM check.
2. The purpose in measuring the brushes is to determine the NORMAL BRUSH

WEAR RATE (NBWR). NBWR is one very reliable indicator of traction motor
commutation performance. Data from each PREVENTIVE MAINTENANCE CHECK
(PMC) must be recorded over a period of time before a predicted NBWR can be
established. The predicted NBWR will be what is considered normal for your
particular circumstances and can be established from careful logging of the
periodic PM checks. Knowing the NBWR is essential for parts acquisition and
inventory. The tabulation will also indicate if a certain brush or circular track of
brushes is being replaced in excess of the predicted NBWR. If a NBWR has been
established for your particular circumstances, the Preventive Maintenance (PM)
schedule should reflect when the expected replacement of the brushes should
be done.
Calculate brush wear rate as follows: (L - l) x 250/h = Rate of wear/250

hours of operation; where "L" (Large ell) = previous measured length,
and "l" (small ell) is current length and "h" = hours of operation
between measurements. The 250 hours is the recommended standard
period of time between PM checks.
3. Varying duty cycles will produce different wear rates. For example a truck
running at high current for extended periods will have greater brush wear than
one operating on a light current unless the current is so light that the film
deteriorates. Similar duty cycles are expected to produce the same brush wear
rate. In addition to predicting brush replacement, as a result of calculating the
wear rate, the carefully recorded data on this tabulation will also indicate if brush
wear is excessive or uneven. High wear rate can be caused by improper
electrical control, high commutator TIR, vibration, abrasive contamination,
improper spring tension, etc. Each of those areas should be checked if the wear
rate is higher than normal.
4. It is recommended that brushes be checked more frequently as they approach

their minimum length.
5. While the brushes are removed from the brush box, inspect the contact
surface. Chipped brushes indicate a high commutator bar, "saw-tooth"
characteristic is most likely due to excessive motor vibration. Excessively pitted
brushes indicate higher than normal current density (if some brushes are not
carrying the load, the other brushes may be overloaded - or the amperage level
may be too high for the motor, suggesting problems elsewhere).
SERVICE MANUAL
INSTRS TABULATION LOG OF BRUSH WEAR & REPLACE FORM MDC
Training
6. Check only!
theAlways use your
condition of machine original
the brush documentation!
springs. Release the springs from the
holders and inspect them for cracks, heat marks, bending, kinks, etc. If any of
the set of springs from the brush holder require replacing, all springs in that
motor must be checked.
7. IMPORTANT! It is recommended that the intervals for brush replacement be

staggered so that only one track of brushes is replaced at any one time to avoid
the necessity of having to dynamically reseat the entire complement of brushes .
Replacing more than one track of brushes will require that the entire commutator
surface be stoned to reseat the brushes.
8. When necessary, brushes should be reseated dynamically. See Chapter 4 for

instructions.
SERVICE MANUAL
NOTES

PART 1, CHAPTER 4
SEATING THE BRUSHES AND OTHER ADJUSTMENTS
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 4 SEATING THE BRUSHES & OTHER ADJS & FIG. 1 MDC
4 Training only! Always use your machine original documentation!

SEATING THE BRUSHES AND OTHER ADJUSTMENTS
CONTENTS OF CHAPTER
RECONDITIONING THE SURFACE
CHECK CONDITION OF THE MICA
SEATING THE BRUSHES
ALTERNATIVE METHOD FOR SEATING NEW BRUSHES
DISCUSSION OF NEUTRAL PLANE SETTING ON RADIAL TYPE BRUSH MOTORS
SET THE NEUTRAL PLANE
ALTERNATIVE METHOD FOR SETTING THE NEUTRAL PLANE ON RADIAL TYPE
BRUSH MOTORS
ILLUSTRATIONS
Figure 1. SANDING THE COMMUTATOR
Figure 2. WELDER AND BATTERY CHARGER EXTERNAL POWER SOURCE
Figure 4. ILLUSTRATING CORRECT CONTACT AREA ON BRUSHES
Figure 5. BRUSH SEATING WITH SANDPAPER ON A RADIAL TYPE BRUSH
Figure 6. METHOD FOR ADJUSTING BRUSH RING (Radial Brush Motors Only)
Figure 7. SCHEMATIC OF TEST HOOK-UP FOR NEUTRAL PLANE SETTING
Figure 8. SPECIAL BRUSHES
Figure 9. SCHEMATIC OF ALTERNATIVE TEST METHOD
TABLES
Table 1. SEATING STONES
The following instructions are generally the only repair and adjustment procedures that can be
accomplished while the motor is still in its operating position in the vehicle. Repairs, other than
those described in this Chapter, would generally require that the motor be removed from the
vehicle and shipped to a LeTourneau Authorized Rebuild Center. Contact your dealer for
further information.
Most of the instructions contained in this Chapter will require the wheel
that is being worked on, be jacked up off the ground, so that the motor
armature can be rotated. DO NOT, under any circumstances, take any
shortcuts in determining, that the vehicle is securely elevated. This
arrangement will allow the armature of the raised wheel to be turned by
auxiliary power or by hand depending on the procedure being used. Refer
to the box, titled ROTATING THE ARMATURE FOR BRUSH SEATING.
SERVICE MANUAL
CHAPTER 4 SEATING THE BRUSHES & OTHER ADJS & FIG. 1 MDC

RECONDITIONING THE SURFACE
In many cases, a commutator will not require grinding with a fixture-held stone, but merely
need cleaning. In this case the surface may be polished, simply to remove any undesirable
contaminating film or other minor surface defects. The flexible or rubber stone (see Table 1)
may be used to improve on surface conditions. If the flexible stone or rubber stone does not
remove the undesirable film, a fine grade of non-conductive or non-metallic sandpaper,
attached to a contoured sanding block may be used (see Figure 1). Sanding or polishing may
require the removal of one of the brush holders to permit access to the commutator.
"...sandpapering is a satisfactory method of removing deposit from a commutator surface,
correcting roughness (minor) or reducing high mica, provided the accurate contour of the
surface has not been disturbed. However, sandpaper cannot be depended on to remove flat
spots even of small extent. While it may appear to eliminate them, the effect is merely to
broaden out the spot so that it is no longer apparent to the eye...... Sandpapering is considered
to be an acceptable interim measure normally undertaken in field maintenance....." Do not rest
the block at any point on the surface or apply any unreasonable pressure. This operation
should take no more than 15-20 seconds.
Figure 1. SANDING THE COMMUTATOR
SERVICE MANUAL
ROTATING ARMATURE FOR BRUSH SEATING MDC
Training only!ROTATING
Always use your
THEmachine original FOR
ARMATURE documentation!
BRUSH SEATING
The machine or vehicle must be set up to allow the motor armature(s) to be rotated by hand in
order to seat the brushes. Follow normal safety procedures that may be posted or supervised
by the company operating the machine or vehicle. Refer to the equipment manual for further
information on some of these instructions.
TRUCKS:
z Park vehicle on a flat surface.
z Chock all wheels.
z Disable the engine power system to prevent inadvertent starting.
z Remove sun pinion.
z Apply hydraulic pressure (a hand-operated unit may be used) to lift brake pads off the
brake discs on the motors.
z Gain access to the motor commutator in accordance with maintenance manual
instructions.
LOADERS:
z Chock all wheels.
z Jack up the appropriate wheel for the motor to be serviced.
z Brakes are air-operated - remove pressure on discs by applying shop air.
z Gain access to the motor commutator in accordance with the vehicle manuals.
OTHER EQUIPMENT:
z Follow instructions concerning access to the motor, observing precautions with respect
to the cable and cable drums and grapples. The load must be removed from motor and
cables secured before working on the motor.
z Park vehicle on a flat surface - if applicable.
z Chock all wheels - applicable.
z Release brake pressure on brake discs.
THESE INSTRUCTIONS ARE THE SAME AS THOS PROVIDED FOR THE TIR
MEASUREMENT GIVEN IN PUBLICATION "TAKING CARE OF YOUR DC
MOTOR - PART 2" CHAPTER 2.
CHECK THE CONDITION OF THE MICA
Undercutting of the mica separators is a routine machining operation, during manufacture,
before the motor is assembled. This is obviously not possible with the motor still in the
machine. If a high-mica condition is present, this will generally require that the motor be
removed from the vehicle and shipped to an Authorized Rebuild Center. Sandpapering will not
remove high mica satisfactorily.
SERVICE MANUAL
ROTATING ARMATURE FOR BRUSH SEATING MDC

The trimming or removal of high mica is an essential procedure of commutator surface
maintenance ... "while mica is an excellent dielectric under severe temperature conditions, it
has an abrasive affect on the brushes if it is allowed to come close to the surface of the
copper, which occurs, over a period of time, as the commutator wears....". When the mica
becomes flush with the copper bars it is considered to be "high"...This condition is associated
more with the "V" grooves and less so with the "U" groove simply because the mica is much
further away from the commutator surface in "U" grooves. If the high mica condition is not
corrected, commutation and ultimately motor operation will rapidly deteriorate and eventually
result in burned bars and damaging flashovers.
REMEMBER - IT IS VITAL TO YOUR MACHINE’S HEALTH TO

PERIODICALLY CHECK THE COMMUTATOR FOR HIGH MICA
CONDITION ON ALL MOTORS.
Manual scraping of the mica can be done while the motor is still in the machine though with
some difficulty in easily accessing the commutator.
Undercutting of the mica, in the initial manufacturing phase, is not just the simple matter of
getting the mica below the surface of the bars. The purpose of reducing the mica has several
objectives:
z The groove must be sufficiently below the bar surface to allow a reasonable operational
life before the next motor overhaul.
z The groove must not extend excessively below the bars so that an overly deep recess is
formed. Overly-deep grooves encourage the entrapment of carbon and copper dust,
which can cause shorts between the bars.
If a high mica condition is observed in one of the regular PM checks, it is likely that there are
other attendant motor problems and it is most likely that regrooving (undercutting) of the
commutator is required, necessitating the removal of the motor or motors from the machine.
SERVICE MANUAL
SEATING THE BRUSHES & FIG. 2-3 MDC
SEATING THE BRUSHES
Before you begin the process of replacement and seating of new brushes you need to
determine that you have new brushes on hand and all brushes are of the correct grade. You
are probably in the process of changing the brushes as a result of the prior preventive
maintenance procedure results. You should proceed with replacement at the next most
suitable opportunity. It is important that you seat all brushes, even if you elect to replace only
one which might have had a premature failure. Seating is normally required before resuming
operation of the machine.
There are several options open to you as to the method used for seating the brushes to the
commutator. Brushes supplied by LeTourneau for your motor already have a rounded face to
approximately match the commutator contour. However, seating to your commutator must be
performed to get the best possible contact between the brush and the copper before the
vehicle is operating at maximum current flow through the motors. Options for the seating
technique are:
z Using special stones to achieve proper contact.

z Using sandpaper.
z Low speed operation/short time duration of machine on medium incline.
The first option is really first choice as the ideal method and is described in this section. The
low speed operation may be used if the loader is remote from the maintenance shop. The low
speed operation must be done on a medium grade for 30 minutes to an hour, to allow the
brushes to shape themselves to the contour prior to high current operation. This procedure is
also recommended, even if the brushes are seated by the other two methods. Low speed
operation for 30 minutes or so, helps in generation of the proper film on the commutator prior
to committing the vehicle to heavy duty service
The following procedure was developed for the N-7 motor. Other motors will be similar. Make
any appropriate adjustments in the following procedure for your particular motor. An alternative
method of seating may also be attempted as described in ALTERNATIVE METHODS FOR
SEATING NEW BUSHES.
The types of brush seating stones used by LeTourneau are for brush seating only and are not
the type that would be employed for correction of major surface defects. Types of stones used
for brush seating are listed in Table 1.
SERVICE MANUAL
SEATING THE BRUSHES & FIG. 2-3 MDC
SAFETY IS YOUR FIRST

CONSIDERATION
SERVICE MANUAL
SEATING THE BRUSHES - CONT'D & TAB 1 MDC
TABLE OF SEATING STONES

TYPE P/N DIMENSIONS SUPPLIER
MED. HARD 415-1348
MED. SOFT 415-1347 8 x 1.5 x 1.5 SMITH OF PHILA.

INC.
FINE HARD 415-1346
1-800-345-7524
POLISHING/FLEXIBLE 7001645 1 x 2 x 5 (2) LeT.
Table 1. SEATING STONES
The armature must be rotated under power using the auxiliary power supplies as described in
ROTATING THE ARMATURE FOR BRUSH SEATING. The objective in this procedure is to
lay down abrasive particles on the commutator surface so that the entrained grit will then
"grind" the brushes to seat them to the commutator contour. Proceed with the seating
operation.
OBSERVE RIGIDLY THE FOLLOWING

SEQUENCE OF SWITCHING.
a. Switch off the welder, then

b. Switch off the battery charger
c. Reverse the field leads
d. Switch on the battery charger, then
e. Switch on the welder.
1. Check the clearance between the four brush holders and the commutator surface. A
clearance of 0.060" plus or minus 0.008" is required. Use a shim 1/16"thick (0.062") to set the
holders. Loosen the bolts which hold the holder brackets and brush boxes together and set the
ends of the brush boxes against the shim. Tighten the bolts securely on all four holders. It is
especially important that this spacing be observed on the reaction type brushes in order to
preserve the circumferential spacing of the holders around the commutator.
2. Pull the brushes out of their holders, do not disconnect pigtails, and examine the
appearance of the contact surface of each brush. The observations made at this point will be a
reference frame for later examination during the seating operation. At the start, the brush
contact surface will not be shiny, but have a matt finish. The recommended brushes are
normally furnished with a contour closely matching the commutator surface. Reinstall all
brushes.
SERVICE MANUAL
SEATING THE BRUSHES - CONT'D & TAB 1 MDC
3. Energize the system by applying 140 to 145 volts and 6 amps to the armature from the
auxiliary power supplies and rotate the motor at approximately 600 to 700 rpm, note direction
of rotation.
4. Initial Seating Sequence:
(i) Position the medium-hard grade stone on the commutator and move
it back and forth across the length of the bars for about a 1/2 minute.
(ii) Repeat the preceding instruction, but this time with a fine-hard
grade stone.
(iii) Reverse the motor, following proper procedure and repeat prior
steps (i) and (ii).
(iv) Disconnect auxiliary power as noted in the CAUTION box on

this page. Allow motor to coast to a stop.
5. Pull out the brushes from their holders and examine the contact surface. The appearance
will have changed from that seen in the original examination. (2. above). A portion of the
surface will have become shiny. The desired amount of shine is not less than 90% on each
brush contact surface. The shiny portion may be an aggregate of small shiny portions
randomly scattered, but with the majority arranged as illustrated in Figure 4 and which
stretches across the full width of the brush.
6. If a 90% contact is not obtained on the brushes, proceed to repeat the initial seating
sequence.
7. Re-examine the brush contact surfaces. If satisfied with amount of contact area, proceed
with the next instruction.
8. Final Seating Sequences:
(i) This is final polishing of the commutator surface using the polish
stone - see Table 1. Energize motor to rotate at 600 to 700 rpm and
apply the polish stone in the same manner as done for the other stones.
(ii) Reverse motor and repeat process. On completion of the polishing

process increase motor speed to approximately 1000 rpm (for several
minutes) to apply final polish to the brushes.
(iii) Disconnect auxiliary power as noted in the CAUTION box on

the previous page. Allow motor to coast to a stop.
SERVICE MANUAL
SEATING THE BRUSHES - CONT'D & FIG. 4-5 MDC
Figure 4. ILLUSTRATING CORRECT CONTACT AREA ON BRUSHES

9. Remove residue from the seating operation from the motor interior as follows: The
importance of this operation cannot be over-emphasized. Vacuum the interior of the motor to
remove all particles from the stoning operation. Vacuuming is preferred. If only shop air is
available, apply the air nozzle (with a maximum of 85 psig pressure to the nozzle), so that grit
is blown away from the armature core. Do a thorough job of scavenging all grit from the motor.
Rotate the armature slowly directing the vacuum nozzle (or air nozzle) at the risers, the brush
holders, the commutator and other motor surfaces.
ALTERNATIVE METHOD FOR SEATING NEW BRUSHES
Sandpaper may be used instead of brushes to seat the brush faces to the commutator contour.
Refer to Figure 5.
Make sure vehicle power system is shut down and motor cannot be started and all
auxiliary power systems removed.
SERVICE MANUAL
SEATING THE BRUSHES - CONT'D & FIG. 4-5 MDC
"Sandpaper (any non-metallic or non-conductive emery paper is excellent) can be used for
hard brushes until approximately full contact is obtained but the final surface should be formed
with fine grain sandpaper. It is important that the brush, in its normal running position, have a
substantial area of contact from leading to trailing edge. During the "roughing in" stages of
sanding, the strip of sandpaper (non-metallic emery paper) may be drawn back and forth under
the brush face.....furthermore the strip of sandpaper must be kept in contact with the
commutator during the cutting stroke...." The process should be repeated for all brushes until
satisfactory seating is obtained.
Figure 5. BRUSH SEATING WITH SANDPAPER ON A RADIAL TYPE BRUSH
NORMALLY THE SANDPAPERING CONTOURING IS ONLY DONE ON ONE

TRACK OF BRUSHES TO AVOID THE NECESSITY OF USING STONES
WHEN ALL BRUSHES HAVE BEEN REPLACED. THE TECHNIQUE IS
SIMILAR FOR REACTION TYPE BRUSHES.
SERVICE MANUAL
DISCUSSION OF NEUTRAL PLANE MDC
DISCUSSION OF NEUTRAL PLANE SETTING ON RADIAL TYPE BRUSH MOTORS
Setting of the neutral plane is an important aspect of heavy-duty DC motor operation that is
considered vital in trouble-free motor performance. Before setting the neutral plane make sure
that brushes have been satisfactorily seated. The accuracy with which neutral plane setting is
done is an important part of motor adjustment.
"...Several methods or techniques are available to locate and set the neutral plane in a DC
motor. (LeTourneau uses and recommends one method, the Inductive Kick Method.) Interpole
machines have a fixed neutral point for all loads except excessive loads which produce
saturation of the interpole core. It is important, from considerations other than commutation,
that the brushes be located exactly at this point. Several methods for locating the neutral point
on interpole machines are used. These may be grouped into three classes: voltage tests,
speed tests and torque tests.
SET THE NEUTRAL PLANE
The procedure will require a multi-range millimeter. Initial observations should be made on the
largest scale, changing to the lower scales after preliminary adjustments. This procedure
which is normally completed after the brush seating procedure, is an orderly process.
Patience and attention to detail is required to achieve an optimum neutral plane setting.
The neutral plane can be set while the motor is still in the axle for both radial and reaction type
brushes.
1. Isolate all principal power supply to the armature.
2. Connect shunt field leads to a 24-30V, 6 amp power supply. A switch or contactor in one
of the leads is required to perform the test. See Figure 7.
3. Connect the clips of a DC millimeter to the brush pigtails of adjacent brush assemblies.
(one clip to one pigtail of one brush and the other clip to the pigtail of a brush 90 degrees
adjacent).
4. Slowly rotate the armature several degrees by hand, and allow the armature to coast to a
complete stop, using the palm of your hand as a brake. This will allow the brushes in the
boxes to remain against the brush box side when the armature is fully at rest.
5. Close the switch applying power to the shunt field. Wait for several seconds, and if the
needle on the millimeter deflects upscale, switch the meter clips on the brushes.
6. While observing the meter, open and close the switch and note the needle deflection,
which should be less than 0.02 mA.
SERVICE MANUAL
DISCUSSION OF NEUTRAL PLANE MDC
7. If the deflection is greater than acceptable, proceed as follows to make adjustment:

(i) Loosen the bolts holding the brush ring to the endbell, (on radial brush machines only)
however the ring must not be loose. It must be sufficiently tight so that it is not moveable
by hand but moveable using a lever as indicated in Figure 6. Before moving the ring, mark
its location with an awl or sharp point, with respect to the motor structure. (On M-40 and
M-25 motors with reaction brushes, loosen the commutator end endbell in the same
manner.)
(ii) With a lever as illustrated, displace the ring (on radial type brushes) in either direction
rotating it about 1/16"-1/8". Snug up bolts. Mark the new position as before. (The
reaction type brushes will require that the endbell be similarly rotated, also using a lever).
(iii) Repeat paragraph 6. above. If the needle deflection is less than the previous
deflection, the brush ring was moved in the correct direction. If the deflection was greater,
then the brush ring was adjusted in the incorrect direction.
(iv) Subsequent minute rotational adjustments of the brush ring should be made until a
minimal deflection is attained.
(v) Mark this location as before, making sure that this mark is not to be confused with the
other marks. This mark will be for the ring moved in one direction only.
SERVICE MANUAL
DISCUSSION OF NEUTRAL PLANE - CONT'D & FIG. 6-7 MDC
Figure 6. METHOD FOR ADJUSTING BRUSH RING (Radial brush motors only)
(vi) Rotate the armature 180° counterclockwise and stop it in the same manner as
described in Step 4, (above). Repeat the needle deflection test. The deflection should be
the same for both directions. If it is, tighten the bolts holding the ring to the structure, or
the endbell to the motor frame.
(vii) If the deflection is not the same , repeat the Step 7 (i) through (iv) but rotating the ring
in the opposite direction. Check the needle deflection again.
(viii) If the deflection is now satisfactory note the position of the ring and move the ring to a
midway point between the two position marks that provided the similar deflection. The
distance between the two marks may be only 1/16" to 1/8" apart.
8. Having defined the neutral plane, tighten the bolts which hold the brush ring to the
endbell. (Or on the M-40 or M-25 tighten the endbell to the motor frame.) They should be
tightened to specification torque. Refer to CAPSCREW TORQUE CHART for torque values.
Verification of the correct neutral plane setting can be made by checking the speed of the
motor in both directions of rotation with the same magnitude of impressed field voltage. If the
same speed is obtained in both directions at the same voltage, then the brush positions are
considered to be correct.
SERVICE MANUAL
Figure 7. SCHEMATIC OF TEST HOOK-UP FOR NEUTRAL PLANE SETTING

ALTERNATIVE METHOD FOR SETTING THE NEUTRAL PLANE ON RADIAL TYPE-
BRUSH MOTORS
This method may be regarded as simpler than the previous method and may be used if you
are comfortable with it. It is described as the McLean Dowding & Mills of Australia method. Set
up the vehicle as before with all safeguards as required for safe operation. WEAR RUBBER
GLOVES.
1. Remove all brushes.
2. Prepare two brushes as illustrated in Figure 8.
3. Place these special brushes in two adjacent holders so that one brush is in a positive
holder and the other brush is in a negative holder.
4. Align each brush so that the sharp chisel edge of the brush is sitting on the center of the
copper bar. See Figure 9 for schematic of method.
5. Connect a 240 VAC power supply to the field leads.
6. Place a AC voltmeter across the copper bars on which the brushes are in contact and
record the voltage.
SERVICE MANUAL
7. Now place voltmeter leads to the next copper bar to the RIGHT of each special brush and
Training
record only! Always use your machine original documentation!
the voltage.
8. Move the voltmeter leads to the next copper bar to the RIGHT of each brush and record
voltage.
9. Move the voltmeter leads to the immediate LEFT of the special brushes and record
voltage.
10. Now place the voltmeter leads to the next copper bar to the LEFT of each brush and
record the voltage.
At this point you should have 5 voltage readings for each brush, with the lowest reading
recorded between the bars with the brushes. If this is not true, move the brush ring (or endbell)
toward the lowest voltage reading. Check voltages again until the lowest reading is between
the brush bars.
Figure 8. SPECIAL BRUSHES FOR USE IN DETERMINING NEUTRAL PLANE

CONDITION ON RADIAL TYPE BRUSH MOTORS
SERVICE MANUAL
Figure 9. SCHEMATIC OF ALTERNATIVE TEST METHOD

PART 1, CHAPTER 5
TOOLS AND TEST INSTRUMENTS
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 5 TOOLS AND TEST INSTRUMENTS & TABLE 1 MDC
5
TABLE OF CONTENTS
ILLUSTRATIONS
Figure 1. CLEAN-UP STONE
Figure 2. BRUSH SPRING FORCE
TABLES
Table 1. TOOLS AND TEST INSTRUMENTS
The data contained in this Chapter, covers the special tools that may be required for motor
maintenance, while the motor is being serviced in the vehicle. Standard and commercially
available electrical instrumentation, while identified in the tabulation, is not illustrated. Please
provide part number if one is assigned as well as the given complete description. In absence of
a part number provide a complete description and reference the Figure # and "TAKING CARE
OF YOUR DC MOTOR - PART 1 or PART 2".
SEND YOUR ORDER TO:
LETOURNEAU, INC.
PARTS DEPARTMENT
P.O. Box 2307
Longview, Texas 75606
FAX 903/236-6533
PHONE 903/237-6570
SERVICE MANUAL
CHAPTER 5 TOOLS AND TEST INSTRUMENTS & TABLE 1 MDC

Table use yourAND
1. TOOLS machine
TEST original documentation!
INSTRUMENTS AND SUPPLIES
(QUANTITIES ARE "ONE")
ITEM DESCRIPTION PART # FIG.# WHERE USED/PURPOSE
MULTIMETER-ANALOG 415-3582 FOR SETTING OF NEUTRAL
SIMPSON 260-7PRT PLANE
GAGE 0-10 PSI HELWIG 416-4864 BRUSH SPRING FORCE
CARBON PRODUCTS MEASUREMENT
MULTIMETER-DIGITAL 415-3585 FOR USE SEE SETTING THE
FLUKE 8060A NEUTRAL PLANE, CHAPTER 4.
BATTERY CHARGER 6V - SEE FIGURE 2 AND FIGURE 3 ,
10A CHAPTER 4
WELDER 300A - SEE FIGURE 2 AND FIGURE 3,
NONE CHAPTER 4.
VERNIER GAGE (OR - BRUSH LENGTH MEASUREMENT
OTHER SUITABLE TOOL)
STONE, CLEAN-UP 414-6748 GENERAL SURFACE
MAINTENANCE IF TIR IS OK,
MEDIUM, W/HANDLE REMOVE SMALL RIDGES ETC.
STONE, CLEAN-UP 414-6749 GENERAL SURFACE MAINT. IF
TIR IS OK, USE AFTER
FINE, W/HANDLE PRECEDING STONE
FIGURE 1,
STONE, CLEAN-UP 414-6750 GENERAL SURFACE MAINT. IF
CHAPTER 5
TIR IS OK, USE AFTER
POLISH, W/HANDLE PRECEDING STONE
SEATING STONES - SEE TABLE 1, CHAPTER 4.
LEVER, STEEL 0.5 " x 1.5" - ADJUSTING THE NEUTRAL
X 24"- 30" LONG NONE PLANE
RUBBER GLOVES 153-9311 SAFETY USE
TAPE, ELECTRICAL 151-0163 MISCELLANEOUS USE
SAND ( OR GRIT ) PAPER - BRUSH SEATING
STRIPS
SERVICE MANUAL
FIGURE 1-2 MDC
Figure 1. COMMUTATOR CLEAN-UP STONE – MOST MOTORS
SERVICE MANUAL
FIGURE 1-2 MDC
Figure 2. BRUSH SPRING FORCE GAGE
PART 2
SERVICE MANUAL
NOTES
SERVICE MANUAL
TAKING CARE OF YOUR DC MOTOR-PART 2 - TOC MDC
TABLE
Training only! Always use your machineOF CONTENTS
Part 2
FOREWORD
IMPORTANCE OF MONITORING MOTOR BRUSH WEAR
WORK SAFELY
1... INSPECTION OF THE SURFACE
2... COMMUTATOR SURFACE GRINDING
3... ELECTRICAL TESTING AND OTHER INSPECTION
4... TOOLS AND TEST INSTRUMENTS
5... SETTING THE NEUTRAL PLANE
SERVICE MANUAL
FOREWARD MDC
Training only! Always use your machineFOREWORD

This publication does not include
any machine shop repairs or any
work considered to be rebuild in
nature. The owner has the option
of removing the motor from the
vehicle axle(s) and conducting the
work described herein with no
disassembly of the motor
required. The publication has
been prepared primarily, for use
by the equipment owner's
maintenance and operating crew.
This publication is proprietary to LeTourneau, Inc.

and must not be copied or distributed without the
express written permission of the company
SERVICE MANUAL
IMPORTANCE OF MONITORING MOTOR BRUSH WEAR MDC
IMPORTANCE OFyour
Training only! Always use MONITORING MOTOR BRUSH WEAR
It is vital that motors are checked and maintained on a consistent and regular basis to achieve
reasonably-high vehicle availability. Motor commutator/brush maintenance is a significant
component of the machine's preventive maintenance program. It is generally accepted that
one of the most effective means of monitoring the performance of a motor and its commutator
is to check and record brush wear and observe any trends that may be indicated. Alternatively
TIR (Total Indicated Runout) readings may be taken in lieu of total reliance on brush condition.
This publication, (Parts 1 and 2) which is usually referenced in the machine's electronic
SERVICE MANUAL, provides information on these subjects, and suggests means of tabulating
the data readings. You are encouraged to pay careful attention to these instructions. The TIR
procedure is used for diagnosis of observed problems.
LeTourneau's warranty provisions are conditional on the owner's compliance with the
preventive maintenance program with respect to motor care and maintenance. We especially
draw your attention to the PREVENTIVE MAINTENANCE instructions contained in the section
of the machine's electronic SERVICE MANUAL entitled PREVENTIVE MAINTENANCE
REQUIREMENTS AND RECOMMENDATIONS - TRACTION MOTOR OPERATION AND
SERVICE. In particular please note the provisions concerning brush wear measurement. It is
the result of that brush wear data that may require the diagnostic work described in "TAKING
CARE OF YOUR DC MOTOR, PART 2".
If your machine is equipped with the LeTourneau VSM (Vital Signs Monitor) system, data
should be downloaded on a regular basis to help monitor potentially critical conditions relating
to your motors. The VSM will provide valuable analytical data that will help substantially in
resolution of operational problems. LeTourneau, Inc. also offers the ADVISE system which
provides company analytical assistance on your VSM downloaded data. Contact your
LeTourneau Distributor for more information.
SERVICE MANUAL
WORK SAFELY MDC
Work safely
WORK SAFELY!
WORK SAFELY! Work safely!!! work safely!!!
WORK SAFELY!
WORK SAFELY!
IT CANNOT BE STATED TOO OFTEN OR TOO STRONGLY!!

The following is provided, courtesy of the John Fluke Mfg. Co., Inc., suppliers of handheld
digital multimeters. (Parentheses added)
Testing and repair and maintenance of electrical equipment should be performed by trained
and experienced electricians who are thoroughly knowledgeable about the equipment and
electrical systems. High voltages and currents are present that may cause serious injury or
extensive equipment damage.
Fluke (and LeTourneau, Inc.) cannot anticipate all possible precautions that you must take
when testing the different equipment for which this brochure (or manual) is applicable. At a
minimum, be certain that all power has been turned off, and locked out, and tagged in any
situation where you must come in contact with the circuit or equipment. Make sure that the
circuit cannot be turned on by anyone but you.
Use only well designed and well maintained equipment to test repair, and maintain electrical
systems and equipment. Use appropriate safety equipment such as safety glasses, insulating
gloves, flash suits, hard hats, insulating mats etc., when working on electrical circuits. Make
sure that multimeters (or other test equipment) used for working on power circuits contain
adequate protection on all inputs, including fuse protection on ALL current measurement input
jacks.
This brochure (manual) is not intended to be a substitute for the instruction manuals with your
multimeter or electrical equipment.........Take special note of all safety precautions and
warnings in the instruction manuals (as supplied by LeTourneau, Inc.)

PART 2, CHAPTER 1
INSPECTION OF THE SURFACE
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 1 INSPECTION OF THE SURFACE & FIG. 1 MDC
1
INSPECTION OF THE SURFACE
CONTENTS OF CHAPTER
CHECK COMMUTATOR SURFACE
ROTATING THE ARMATURE FOR TIR MEASUREMENTS
COMMUTATOR TIR RECORD SUMMARY
MMS 6000 PROFILER/COMMUTATOR MAINTENANCE
ILLUSTRATIONS
Figure 1. "EGG-SHAPE" DISPLACEMENT
Figure 2. LOCALIZED DISPLACEMENT
Figure 3. MMS 6000 PROFILER
Figure 4. PROFILE RECORDING DIAGRAM
Figure 5. F MOTOR PROFILER TOOL HOLDER P/N 417-6540
Figure 6. G/J-2 MOTOR PROFILER TOOL HOLDER P/N 418-6541
Figure 7. N/L MOTOR PROFILER TOOL HOLDER P/N 418-6542
Figure 8. M-40 PROFILER ADAPTER
Figure 9. M-25 PROFILE ADAPTER
Figure 10. COMMUTATOR ROTATION
Figure 11. MMS 6000 PROFILER (P/N 418-5659)
Figure 12. TYPICAL PROFILE PRINTOUT HEADER
Figure 13. TYPICAL COMMUTATOR AFTER TURNING IN A LATHE
Figure 14. TYPICAL COMMUTATOR AFTER GRINDING IN MOTOR
Figure 15. HIGH BUT SMOOTH RUNOUT PATTERN
Figure 16. SMALL SAW-TOOTH PATTERN
Figure 17. SMALL SAW-TOOTH PATTERN ON TOP OF A MEDIUM TIR
Figure 18. MEDIUM SAW-TOOTH PATTERN
Figure 19. MEDIUM TO SEVERE SAW-TOOTH PATTERN
Figure 20. SEVERE SAW-TOOTH PATTERN
Figure 21. STALL BURN PATTERN - NO COMMUTATOR MOVEMENT
Figure 22. STALL BURN PATTERN - SLIGHT COMMUTATOR OSCILLATION
TABLES
Table 1. COMMUTATOR TIR RECORD
CHECK COMMUTATOR SURFACE

Chapter 2 of "TAKING CARE OF YOUR MOTOR - PART 1" discusses the visual technique of
"reading" your commutator to determine its health and the health of the motor. Additionally,
you should also check the concentricity of the commutator surface. However this is not
necessary as a regular PM task, unless excessive brush wear and or spring problems are
indicated. Accordingly, if undue brush wear is shown to be indicated, the runout or TIR of the
commutator should be checked, as follows.
SERVICE MANUAL
Be aware of the dangers associated with high-voltage equipment. When it

is necessary to energize equipment in order to check it, wear rubber
gloves, face shields and exercise extreme caution at all times. Lock out the
controls so that equipment cannot be started by others, while it is being
checked.
An electronic profiler instrument, as described and used in this Chapter, may be employed to
measure the run out of the commutator in the brush tracks. The profiler instrument is designed
to fit into the brush boxes of most motors. The between-tracks profiling will require a dial
indicator and profiling system such as a Starrett system which should include an electronic
readout with a magnetic based gage and probe. These may be procured form your Industrial
Supplier. As a result of the data obtained, a decision must be made concerning the need for
resurfacing or grinding of the commutator. If such is the case, the motor must be removed
form the axle. Generally a motor will run satisfactorily with a certain amount of TIR provided
there is no excessive brush wear indicated. The TIR in this case may just be a smooth egg-
shaping with no significant bar-to-bar roughness detectable. Refer to MMS 600
PROFILER/COMMUTATOR MAINTENANCE for additional information on profile analysis.
Figure 1. "EGG-SHAPE" DISPLACEMENT

Proceed to check the TIR as follows:
1. The motor armature will require to be rotated manually. See ROTATING THE ARMATURE
FOR TIR MEASUREMENTS concerning set up for manual rotation.
2. Select one bar and mark it as bar #1 or datum. Mount the electronic in-box profiler or
mount the magnetic-base indicator with the button on the commutator. Set the indicator to
zero. Take a reading in one track until one revolution is completed. Refer to Table 1 which
illustrates where the TIR readings should be taken. Set up the print-out recorder so that a
record can be made of the check. Move to the next track and repeat the process.
SERVICE MANUAL
3. Complete readings on all tracks and if necessary repeat the whole process. The blank
table, Table 1 may be used to summarize the findings from the profiler print-out. Depending
on the accuracy with which the measurements are taken, some differences are invariably
noted between the readings. Consider the following possible situations: Figure 1 illustrates
a commutator with a total .004" runout. However the transition between adjacent bars is
barely perceptible and the accumulative TIR is measured to be .004" over one revolution.
No significant variations between bars is detected. This example of a slightly out-of-round
commutator can be best described as a smooth "egg-shape". While the overall TIR is in
excess of the factory specification of .001", it is, nevertheless, less likely to generate motor
problems than the possibility illustrated in Figure 2.
SERVICE MANUAL
ROTATING ARMATURE BRUSH FOR SEATING & FIG. 2 MDC
Figure 2. LOCALIZED DISPLACEMENT

The example in Figure 2 illustrates a situation in which the measured TIR is actually close to
acceptable tolerances. But a particular condition may exist in a localized area or in several
areas of the commutator or a saw-tooth pattern is indicated which, if not properly detected, will
cause serious motor malfunction.
ROTATING THE ARMATURE FOR BRUSH SEATING

The machine or vehicle must be set up to allow the motor armature(s) to be rotated by hand in
order to seat the brushes. Follow normal safety procedures that may be posted or supervised
by the company operating the machine or vehicle. Refer to the equipment manual for further
information on some of these instructions.
TRUCKS:
z Chock all wheels.
z Apply hydraulic pressure (a hand-operated unit may be used) to lift brake pads off the
brake discs on the motors.
z Gain access to the motor commutator in accordance with maintenance manual
instructions.
LOADERS:
z Chock all wheels.
z Jack up the appropriate wheel for the motor to be serviced.
z Brakes are air-operated - remove pressure on discs by applying shop air.
SERVICE MANUAL
ROTATING ARMATURE BRUSH FOR SEATING & FIG. 2 MDC
Training
OTHER only! Always use your machine original documentation!
EQUIPMENT:
z Follow instructions concerning access to the motor, observing precautions with respect
to the cable and cable drums and grapples. The load must be removed from motor and
cables secured before working on the motor.
z Park vehicle on a flat surface - if applicable.
z Chock all wheels - applicable.
z Release brake pressure on brake discs.
SERVICE MANUAL
COMMUTATOR TIR RECORD SUMMARY & TABLE 1 MDC
COMMUTATOR
Training only! Always use your machineTIR RECORD
original SUMMARY
documentation!
BETWEEN TRACK MAX. BAR-TO-BAR MAX. TIR
TRACK #
LETTER RUNOUT (TIR) RECORDED
1
A
2
B
3
C
MAKE A COPY OF THIS TABLE TO SUMMARIZE TIR DATA FROM THE PROFILER
PRINT-OUT RECORDER
THE ABOVE TABLE IS DESIGNED TO ACCOMMODATE MOST MOTORS

USE ONLY THE TRACKS THAT ARE ON YOUR MOTOR
TRACKS ARE NUMBERED FROM THE RISER
SIMPLIFIED DIAGRAM OF A TYPICAL COMMUTATOR

THE SHADED PORTIONS REPRESENT THE BRUSH TRACKS
Table 1. COMMUTATOR TIR RECORD
THIS FORM WILL BE APPLICABLE TO MOST MOTORS -

USE ONLY THOSE BRUSH TRACKS FOR YOUR PARTICULAR MOTOR
SERVICE MANUAL
COMMUTATOR TIR RECORD SUMMARY - CONT'D MDC

Excessive vibration in adjacent rotating gearing of the machine may induce
a regular saw tooth pattern on the surface of the commutator. See MMS
600 PROFILER/COMMUTATOR MAINTENANCE appended to this chapter
for more information on this type of pattern. Displaced bars are especially
detectable between tracks. These unworn non-brush areas will more
sharply indicate bar displacement if such a situation is occurring. The
observed amount of bar displacement is a reflection of the degree of
"looseness" of the commutator. It is therefore important to carefully
observe the relative displacement of the bars in close proximity with each
other in order to detect this situation. The reason the localized
displacement causes problems is that it represents a rapid change in
contour over a relatively few bars.
If the readings between the tracks are judged to be satisfactory or acceptable, then the
commutator is considered to be stable. Displaced bars may cause brush chattering,
depending on the degree of displacement. Severe sparking may also occur which may result
in brush failure and general deterioration of commutation. The .002" difference between
several bars in a small area (for example 3-6 bars) is more severe than if the same amount
of .002" or greater is gradual over the entire circumference. The localized displacement either
in one or several areas with no particular pattern is a clear indication that there is some
looseness in the commutator. A "loose" commutator cannot be fixed by in-place grinding. The
motor must be removed from the machine and shipped to the nearest Authorized Rebuild
Center for repair.
SERVICE MANUAL
NOTES
SERVICE MANUAL
MMS 600 PROFILER/COMMUTATOR MAINTENANCE MDC
MMSonly!
Training 600 PROFILER/COMMUTATOR
Always use your machine original documentation! MAINTENANCE
Commutators on the DC motors in LeTourneau, Inc. equipment should have the runout
checked (and problems corrected as necessary) as a part of the regular preventive
maintenance program. This will give an indication of commutator condition and allow
preventive measures to be taken.
LeTourneau, Inc. recommends that brush wear rates be monitored as a part of the normally
scheduled machine maintenance. Profiles should be scheduled whenever the brush wear
rates show accelerated usage.
Specific hours for profile inspections and commutator life vary from location to location
depending on operating conditions such as operator usage, material types, underfoot
conditions, torque pot settings, etc.
If brush wear rates are not being closely monitored, LeTourneau, Inc. recommends that the
commutators be profiled at a maximum of 1000-hour intervals as a part of normal machine
maintenance. The hourly interval should be decreased in severe applications or when a motor
has accumulated more than 5000 hours since commutator maintenance.
This SIL consists of two parts.
1. MMS 6000 PROFILER DESCRIPTION AND USAGE
Part 1 covers usage of the MMS 6000 PROFILER which is the recommended instrument
for use in commutator maintenance of LeTourneau, Inc. DC traction motors.
2. PROFILE ANALYSIS
Part 2 covers analysis and interpretation of typical profiles obtained when using the MMS
6000 PROFILER.
The profiles contained herein are examples created for this document. As
such, they have been shortened and compressed to fit on a single page.
The features of the various patterns have been exaggerated for purposes of
explanation. An actual commutator profile will likely have combined
aspects of one or more of the various samples demonstrated in this
document.
A short glossary defines key words used in the description of profiles.
SERVICE MANUAL
PART 1 - MMS 6000 PROFILER DESC & USAGE & FIG. 3-4 MDC
PART 1 -only!
Training MMS 6000
Always usePROFILER DESCRIPTION
your machine original documentation!AND USAGE
The MMS 6000 PROFILER is a portable microcomputer controlled instrument specially
designed to measure and record the condition of commutators or slip rings in rotating electric
components such as generators and motors.
LeTourneau, Inc. recommends that the MMS 6000 PROFILER or similar instrumentation be
included in the distributor/customer tool lists to be used in regular motor and generator
maintenance.
The data gathered by the MMS 6000 PROFILER can provide a numerical and pictorial
depiction of commutator condition. This numerical and pictorial information about commutator
condition is of valuable assistance in determining motor condition for predictive maintenance
and troubleshooting. Use of the MMS 6000 PROFILER provides a quick and reliable method
of determining the condition of the commutator. The print out means less chance for varying
interpretations of dial indicator readings between different operators.
The data gathered by the MMS 6000 PROFILER may also be downloaded to a PC for further
analysis with MAS 6000 (Measurement Analysis Software). Multiple path profiles in different
colors can be compared on a single profile chart allowing path-to-path comparisons and also
historical comparisons.
The basic instrument comprises of a case unit having a keypad and display and a detachable
sensor head. It is most suitable for larger motors where the sensor head can be easily
accommodated in a brush holder having an internal dimension of at least .393" (10 mm)
by .788" (20 mm).
The sensor supplied for Commutator and Slip ring testing is individually
matched, calibrated and tested to the module supplied. Do not mix
sensors and modules as unpredictable results will occur.
The sensor head is a highly accurate piece of equipment, and although
constructed to withstand normal handling, the sensor head should be
treated with care at all times - especially the wheels.
To avoid electrical shock and damage to the instrument, do not connect

any probes or sensors to any surface with voltage exceeding 50VDC or
32VAC.
Never mount the sensor in a live motor!
The commutator sensor is designed to be used only on motors or
generators that are turned manually.
SERVICE MANUAL
PART 1 - MMS 6000 PROFILER DESC & USAGE & FIG. 3-4 MDC
Figure 3. MMS 6000 PROFILER

The MMS 6000 PROFILER makes and records a series of measurements around the
commutator or slip ring that can be viewed on the display or printed out to produce a "profile"
of a commutator as shown in the following diagram.
Figure 4. PROFILE RECORDING DIAGRAM
SERVICE MANUAL
PART 1 - MMS 6000 PROFILER DESC & USAGE - CONT'D & FIG. 5-7 MDC
The MMS 6000 PROFILER enables procedures to be performed that were formerly too time
Training only!
consuming, Always
difficult use your machine
and unreliable original documentation!
to be practical. The individual bar height measurements
could be taken manually bar by bar with a digital dial gauge which is very time consuming.
Use of the MMS 6000 PROFILER allows a profile of a commutator brush path to be recorded
in the short time it takes to remove the brushes, clamp the MMS 6000 PROFILER sensor head
in a brush box and rotate the armature through one revolution.
When a commutator profile is recorded, the gaps between bars are automatically detected and
the bars counted. A single measurement value is given for the height of each bar but is
actually the peak height of many measurements taken across the bar.
Large DC electrical machines usually have multiple tracks on the same commutator. Each
track may have different characteristics and must be measured separately. The MMS 6000
PROFILER simplifies the handling of multiple track records by automatically identifying
individual track recordings and storing them in memory. It allows track recordings to be
grouped into sets of track recordings corresponding to one machine.
The MMS 6000 PROFILER sensor head is usually clamped using the special clamp plate
attached to the sensor head. The sensor head is installed in a brush box along with a brush
box adaptor with the clamp pushing the sensor flat against an interior wall of the box.
Additional packing pieces are included with the MMS 6000 PROFILER to fill out larger brush
boxes where an adapter is not available.
Available brush box adaptors for LeTourneau motors are:
418-6540 F motor
418-6541 G and J-2 motor
423-0977 M-40
423-2320 M-25
418-6542 N and L motor
422-1697 Post Mounted Brush Holder
Adapters for C and S motor are not available.
These brush box adaptors are NOT provided with the P/N 418-5659 MMS 6000 PROFILER.
A profiler kit that contains the MMS 6000 PROFILER and adapters for F, G and J-2, M-40, M-
25 and N and L motors is available under P/N 418-5658.
Figure 5. F MOTOR PROFILER TOOL HOLDER (P/N 418-6540)
SERVICE MANUAL
PART 1 - MMS 6000 PROFILER DESC & USAGE - CONT'D & FIG. 5-7 MDC
Figure 6. G/J-2 MOTOR PROFILER TOOL HOLDER (P/N 418-6541)
Figure 7. N/L MOTOR PROFILER TOOL HOLDER (P/N 418-6542
SERVICE MANUAL
FIGURE 8 MDC
SERVICE MANUAL
FIGURE 8 MDC
SERVICE MANUAL
FIGURE 8 MDC
SERVICE MANUAL
FIGURE 9 MDC
SERVICE MANUAL
FIGURE 9 MDC
SERVICE MANUAL
FIGURE 9 MDC
SERVICE MANUAL
PART 1 - MMS 6000 PROFILER DESC & USAGE - CONT'D & FIG. 10 MDC
The MMS 6000 PROFILER has been designed for use in an industrial environment. It is
Training
provided only!
with a Always
paddeduse your machine
briefcase to holdoriginal documentation!
the MMS 6000 PROFILER, a printer and all
accessories. It is fully portable and requires minimal maintenance. It is also provided with a
portable thermal printer for hard copy generation. It can also be connected to an IBM
compatible printer for hard copy generation. PC interface software is provided with the current
MMS 6000 PROFILER that allows detailed analysis of the profile data. Calibration of the unit
can be performed by one of the service centers.
Details of the operating modes of the MMS 6000 PROFILER are contained in the owner’s
manual provided with each MMS 6000 PROFILER. Updates and improvements to the profiler
occur on a continual basis and the owner’s manual should be referred to for specific details on
how to operate your particular unit. The following information is provided in order to assist in
the maintenance of LeTourneau, Inc. commutators.
To record a profile, one or more brushes can be removed from a brush box and the MMS 6000
PROFILER sensor head installed in the vacant box or profiler adapter with the sensor wheel
perpendicular to and in contact with the commutator or slip ring. (Brush boxes in most
LeTourneau motors are mounted radically and the profile recording reflects the true run out of
the commutator or slip ring. The boxes in the M-40 and M-25 are mounted at an angle and a
special adapter must be used in order to mount the sensor head in the proper relationship to
the commutator.)
The commutator must be rotated so that the bars pass under the sensor head from the front of
the sensor head to the back as shown in the following figure.
The sensor head is positioned

to give a 0 reading on the
MMS 6000 PROFILER
display. The number of bars is
programmed into the MMS
6000 PROFILER. The
armature is rotated one
revolution and the MMS 6000
PROFILER records the height
of each bar.
Figure 10. COMMUTATOR ROTATION
It should also be noted that the profiler should return to zero when one
revolution of the commutator has passed. If not, it is possible that the
sensor head has moved or that the profiler has moved from the zero point.
The profile reading is invalid and must be taken again.
SERVICE MANUAL
PART 1 - MMS 6000 PROFILER DESC & USAGE - CONT'D MDC
The MMS 6000 PROFILER will automatically stop recording when the programmed number of
barsTraining
has beenonly! Always use
reached. The your machine
number original
of bars documentation!
for common LeTourneau motors are as follows:
MOTOR # OF COMMUTATOR BARS
F-1, F-2 279
G-1, G-2, G-3 186
J-1, J-2 186
M-40 198
M-25 135
L 138
N 138
C 135
S 135
It is strongly recommended that a zero "0" commutator bar be permanently

marked on each commutator. This will assure that each profile begins at
the same spot. This will allow the profiles to be directly compared from
path to path. It will also allow for direct comparison and analysis from one
maintenance interval to the next.
If erratic readings are obtained with the MMS 6000 PROFILER, it may be
necessary to clean the commutator and retake the readings. It has been
found that the best results will be obtained if the commutator is briefly
cleaned with a flexible rubber type of stone (P/N 700-1645 Power Polisher
Flex Bond) prior to taking profile readings. This is particularly necessary
on a commutator that shows signs of severe wear, burning, copper drag,
contamination, flash over, etc. It is also recommended to rotate the
commutator through two full revolutions prior to taking a reading as this
will "knock down" any small burrs that could affect the profile.
Once a commutator profile has been recorded, the display in the MMS 6000 PROFILER will
provide two key numbers as a summary of the bar heights: TIR (Total Indicated Run out) which
is the difference in height between the lowest and highest bar in the profile and MBTB
(Maximum Bar To Bar) which is the maximum difference in height between two adjoining bars.
The MMS 6000 PROFILER is provided with sufficient memory to record profiles on many
tracks. The profile data may be stored indefinitely by transferring to a PC for storage and
detailed analysis. The data recorded for bar heights of the commutator may also be printed
out on a printer for a visual record of commutator condition.
SERVICE MANUAL
Figure 11. MMS 6000 PROFILE (P/N 418-5659)
LeTourneau, Inc. P/N

418-5659 MMS 6000 profile (as shown above)
418-5658 MMS 6000 profiler kit (includes all available adapters
Distributors for USA, Canada and Australia are listed below. Check the COMMTEST web site
at www.commtest.com for updated distributor information.
SERVICE MANUAL
TheTraining only!PROFILER
MMS 6000 Always useisyour machine original
manufactured in Newdocumentation!
Zealand:
COMMTEST INSTRUMENTS LTD.
28B Moorhouse Avenue
P.O. BOX 9297
Christchurch, New Zealand
Phone: (64) (3) 374-2337
Fax: (64) (3) 374-2339
Internet: www.commtest.com
Please see the COMMTEST web site for updated information on distributors.
The MMS 6000 PROFILER is distributed in the USA, Canada and Europe by:
NATIONAL ELECTRIC CARBON PRODUCTS, INC.
P.O. Box 1056
Greenville, SC 29602
Phone: (803) 458-7777
Fax: (803) 281-0180
Internet: www.nationalelectric.com
The MMS 6000 PROFILER is distributed In Australia by:
MORGAN CARBON BRUSH
65 Bourke Road
Alexandria NSW 2015
Australia
Phone: (61) 2669 5711
Fax: (61) 2317 3995
Information in this SIL concerning the operation of the MMS 6000 PROFILER has been taken
from the owners manual provided with the MMS 1000 and MMS 6000 PROFILER, the
COMMTEST web site at www.commtest.com and the National Carbon Brush web site at
www.nationalelectric.com and is provided courtesy of COMMTEST INSTRUMENTS LTD.
Improvements and updates to the Profiler occur on a regular basis. Detailed instructions for
the usage of each MMS 6000 PROFILER are provided in the manual provided with each unit.
Contact an authorized MMS 6000 PROFILER distributor for further details concerning
purchase, operation and/or service of the MMS 6000 PROFILER.
SERVICE MANUAL
PART 2 - PROFILE ANALYSIS & FIG. 12 MDC
PART 2 -only!
Training PROFILE ANALYSIS
The following are samples of various types of profiles that can be expected during the life of a
motor. A short explanation and analysis is provided with each profile detailing the features and
required corrective maintenance.
These profiles are artist-created examples only.

• They have been shortened to fit on a single page - a normal profile
printed out on the portable printer will be several times longer.
• The features of the various patterns have been exaggerated and
compressed in order to better show them on a single page.
• The features in these samples are representative of actual profiles that
have been seen on LeTourneau motors.
• An actual commutator profile will likely have combined aspects of one
or more of the following samples.
1) TYPICAL MMS 6000 PROFILER PRINT OUT HEADER

2) TYPICAL COMMUTATOR AFTER TURNING IN LATHE
3) TYPICAL COMMUTATOR AFTER GRINDING IN AN ASSEMBLED MOTOR
4) COMMUTATOR WITH HIGH RUN OUT
5) SMALL SAW-TOOTH
6) SMALL SAW-TOOTH ON TOP OF A SMALL TIR
7) MEDIUM SAW-TOOTH
8) MEDIUM TO SEVERE SAW-TOOTH
9) SEVERE SAW-TOOTH
10) STALL BURN
GLOSSARY
1) TYPICAL MMS 6000 PROFILER PRINTOUT HEADER

This diagram details the typical header that is printed out on each profile.
Operator - filled in by pen by the operator
Machine type - set to either Commutator or Slip ring by the operator.
Machine number - a number from 1 to ?? set by operator to identify motor.
ID - filled in by pen by the operator
Units - Mil (.001") or µm (.000001 meter)
Track number - set by the operator to identify the different tracks. (Track #1 usually
considered to be the track closest to the risers.)
Record date - from the date and time in the MMS 6000 PROFILER=s internal clock.
Track size - set by the operator to the number of bars on the commutator.
TIR - Calculated difference between the lowest and highest bar reading.
MBTB - Largest difference between two adjacent bars.
SERVICE MANUAL
PART 2 - PROFILE ANALYSIS & FIG. 12 MDC
Figure 12. TYPICAL PROFILER PRINTOUT HEADER
SERVICE MANUAL
TYPICAL COMM AFTER TURNING IN LATHE & FIG. 13 MDC
2) TYPICAL COMMUTATOR AFTER TURNING IN LATHE
This is the typical pattern on a properly processed commutator. The TIR should be
under .001" with a low MBTB reading and smooth looking pattern.
Note that the profiler will automatically zero itself over the first couple of bars. It should also
return to zero at the end of one commutator revolution. If the profile does not return to zero a
problem has occurred such as the sensor head having moved in the brush box. The profile
must be repeated.
Figure 13. TYPICAL COMMUTATOR AFTER TURNING IN A LATHE
The profile shown above is an example created for this document. As

such, it has been shortened and compressed to fit on a single page. The
features of the various patterns have been exaggerated for purposes of
aspects of one or more of the various samples demonstrated.
SERVICE MANUAL
TYPICAL COMM AFTER GRINDING IN ASSEM MOTOR & FIG. 14 MDC
3) TYPICAL COMMUTATOR AFTER GRINDING IN AN ASSEMBLED
MOTOR
This is the typical pattern of a commutator that has been ground in place as a part of normal
commutator maintenance. It will not be as smooth as a commutator that has been turned and
may show a regular 3-6 bar pattern of slight dips and rises. This pattern is typically more
pronounced on the smaller motors such as N and L. The pattern will typically be present but
not as obvious on the G motor. Differences may also be noted depending on the grade of the
grinding stones used and the skill of the personnel doing the grinding.
Figure 14. TYPICAL COMMUTATOR AFTER GRINDING IN MOTOR

SERVICE MANUAL
COMMUTATOR WITH HIGH RUN OUT & FIG. 15 MDC
4) COMMUTATOR WITH HIGH RUN OUT
This is a sample of a commutator with high run out. The profile is smooth so this quite likely
was turned to this pattern in a lathe. It should be noted that the commutator must be turned
with respect to the bearing surfaces. The bearing surfaces must be set up with a run out of
less than .0002" prior to turning the commutator. The bolt hole chamfers at the ends of the
shaft not true centers that can be used for turning the commutator.
Depending on the severity of the run out this motor will likely run without problems. While
showing a high TIR, the commutator is smooth and steady between low and high spots. It
should be noted and monitored at regular intervals but immediate maintenance is not called
for. The condition of this commutator will typically deteriorate quicker than one with proper
runout.
If historical data indicates that the commutator was properly set up in the lathe, then this could
be an indication of a loose or otherwise unstable commutator. Commutator condition may be
verified by profiling commutator T.I.R. between brush paths.
Note that it is also possible to see a smooth commutator run out in the .001" to .002"+ range
after assembly of a motor. This run out may be due to bearing run out and/or bearing
misalignment. The problem should be corrected and inspection of bearing and endbell is
called for.
Figure 15. HIGH BUT SMOOTH RUNOUT PATTERN

SERVICE MANUAL
SMALL SAW-TOOTH & FIG. 16 MDC
5) SMALL SAW-TOOTH
This sample demonstrates a saw-tooth type pattern that has begun to form on the commutator
surface. The commutator shows regular up and down wear patterns. This is occurs as a
commutator begins to wear and immediate maintenance is not called for unless there is a large
MBTB reading indicating a high bar or brush wear accelerates.
Figure 16. SAW-TOOTH PATTERN

SERVICE MANUAL
SMALL SAW-TOOTH ON TOP OF A SMALL TIR & FIG. 17 MDC
6) SMALL SAW-TOOTH ON TOP OF A SMALL TIR
This is a sample pattern that demonstrates the saw-tooth superimposed on a commutator that
appears to have some run out also. This run out could be from improper turning in the lathe or
it could be an indication of an unstable or loose commutator. The commutator must be
checked between the brush paths to check for commutator stability problems.
Note that it is also possible to see a smooth commutator run out in the .001 to .002"+ range
after assembly of a motor. This run out may be due to bearing runout and/or bearing
misalignment. The problem should be corrected and inspection of bearing and endbell is
required.
Figure 17. SMALL SAW-TOOTH PATTERN ON TOP OF A MEDIUM TIR

SERVICE MANUAL
MEDIUM SAW-TOOTH & FIG. 18 MDC
7) MEDIUM SAW-TOOTH
This sample demonstrates a typical "saw-tooth" type pattern that has begun to form on the
commutator surface. It is larger than the small "saw-tooth" with a higher MBTB number. This
could result in increasing brush wear and possible brush breakage or chipping. The
commutator shows regular up and down wear patterns. This is typical as a commutator begins
to wear and immediate maintenance may or may not be required.
If there is a high MBTB mixed within the "saw-tooth" pattern, brush wear may be excessive
and commutator maintenance is required.
Brush wear rates will be the final indicator of the need for commutator maintenance. The wear
rates should be closely examined if a commutator pattern such as this is found.
Figure 18. MEDIUM SAW-TOOTH PATTERN

SERVICE MANUAL
MEDIUM TO SEVERE SAW-TOOTH & FIG. 19 MDC
8) MEDIUM TO SEVERE SAW-TOOTH
This sample demonstrates a "saw-tooth" type pattern that has begun to form on the
commutator surface. It has become more severe with a higher MBTB number. This could
result in increasing brush wear, chipped brushes, broken brushes, side wear on brushes,
frayed pigtails and a greater flash over potential. The commutator shows regular up and down
wear patterns. This is typical as a commutator begins to wear and immediate maintenance
may or may not be not called for. The decision should be made based on accompanying
brush wear rate data.
This type of pattern can lead to motor flashing due to excessive sparking on the face of the
brushes.
A pattern such as this can also be caused in a short time due to improper
operation of the equipment. Spending excessive time stalled in the bank
with a loader can result in stall burns on the commutator. Multiple stall
burns can give a profile similar to this in very short hours of operation.
If there is a high MBTB mixed within the saw-tooth pattern, brush wear may be excessive and
commutator maintenance is required.
Brush wear rates will be the final indicator of the need to do commutator maintenance. The
wear rates should be closely examined if a commutator pattern such as this is found.
Figure 19. MEDIUM TO SEVER SAW-TOOTH PATTERN

SERVICE MANUAL
SEVERE SAW-TOOTH & FIG. 20 MDC
9) SEVERE SAW-TOOTH
This sample demonstrates a "saw-tooth" type pattern that has begun to form on the
commutator surface. The pattern has become severe and could result in increasing brush
wear, side wear on brushes, brush breakage, frayed pigtails and high flash over potential. The
commutator shows regular up and down wear patterns. This is typical as a commutator begins
to wear and immediate maintenance is called for.
Note: a pattern similar to this can also be caused in a short time due to improper operation of
the equipment. Spending excessive time stalled in the bank with a loader can result in stall
burns on the commutator. Multiple stall burns can give a profile similar to this in very short
hours of operation.
Continuing to operate with this type of a pattern would most likely cause high brush wear rates
and flashovers.
Figure 20. SEVERE SAW-TOOTH PATTERN

SERVICE MANUAL
STALL BURN & FIG. 21-22 MDC
10) STALL BURN
All LeTourneau solid-state machines are capable of being "stalled". That is, being held with
the commutator stationary and high currents applied. This can be done in many ways. The
most common in normal operations would be by holding the equipment stationary on a grade
with the accelerator instead of using the mechanical brakes. Another way might be by holding
against a bank or other object. After a short time in the same position the commutator surface
can get hot due to the excessive current in one spot. This can lead to raised/lowered and
possibly softened bars. Note that if the stall was severe enough to soften the copper then the
commutator will likely have poor life and must be replaced.
It should be noted that it is possible for the brushes to carry current unevenly so the stall
pattern may be more pronounced in some brush paths than in others. It may also occur on a
motor that has the normal saw-tooth pattern and may be lost among the normal patterns. If
the operation causing the stall has happened various times then the stall burn pattern may
appear like saw-tooth.
In the most obvious sort of a single stall burn the commutator has been held stationary with the
brushes heating several bars. The profile pattern will be as shown in the following profile with
distinct raised bars at 90° intervals around the commutator. The raised bars can cause rapid
brush wear, brush breaking and flashovers.
If there have been multiple stall burns then the 4 point pattern may be difficult to find and the
commutator may appear with a combination of the various patterns.
Stall burn can be confirmed by checking run out between brush paths for high bars.
Figure 21. STALL BURN PATTERN – NO COMMUTATOR MOVEMENT

SERVICE MANUAL
STALL BURN & FIG. 21-22 MDC
It is also possible to see stall burn conditions where a machine has been stalled into a bank
andTraining only!
there has beenAlways
slightuse your machine
commutator original
movement duedocumentation!
to tire flex/slippage. The stall burn and
raised bars may be spread over more bars as shown in the following example.
Figure 22. STALL BURN PATTERN – SLIGHT COMMUTATOR OSCILLATION

SERVICE MANUAL
NOTES
SERVICE MANUAL
GLOSSARY MDC
GLOSSARY
TIR: TOTAL INDICATED RUN OUT
As reported by the MMS 6000 PROFILER, TIR is the difference between the highest and
lowest bar. The overall profile needs to be examined to determine if this requires maintenance
or not. A given TIR number could graphically range from a smooth out of round commutator to
a rough damaged commutator or even a commutator with stall burns and high bars.
A commutator installed in a motor coming from a LeTourneau Authorized Rebuild Center
should have a TIR that is less than .001".
MBTB: MAXIMUM BAR TO BAR
Difference between two adjacent bars. This needs to be considered along with the overall
condition. Typical readings obtained on a newly turned or ground commutator will be in
the .20-.30 mil (.00020" TO .00030") range. Higher readings will typically correspond to
increased brush wear.
SAW-TOOTH: COMMUTATOR WEAR PATTERN
This is a word for defining the shape of the up and down wave shaped pattern that the
commutator profile will have as the commutator wears. As this pattern gets larger the brush
wear rate will typically increase.
STALL BURN: COMMUTATOR DAMAGE BEING HELD STATIONARY WITH
HIGH CURRENT.
When a motor is held stationary with a combination of long time and high current. This causes
localized heating on bars of the commutator and can cause the bars to displace.
This pattern will show up (in the worst case) as high/low bars at 90-degree intervals.
Stall burns can also be hidden among a saw-tooth pattern.
MIL: .001"
1 MIL = .001"
SERVICE MANUAL
NOTES

PART 2, CHAPTER 2
COMMUTATOR SURFACE GRINDING
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 2 COMMUTATOR SURFACE GRINDING MDC
2
COMMUTATOR SURFACE GRINDING
SAFETY IS ALWAYS FIRST
CONTENTS
GENERAL INFORMATION
SUMMARY DESCRIPTION OF THE COMMUTATOR GRINDING PROCEDURE
DESCRIPTION OF THE TYPICAL GRINDING FIXTURE AND GRINDING TIMES
MOUNT THE FIXTURE ON THE MOTOR
DESCRIPTION OF GRINDING TECHNIQUE
GRINDING THE COMMUTATOR
WEIGHTS AND DIMENSIONS
ILLUSTRATIONS
Figure 1. WELDER AND BATTERY CHARGER EXTERNAL POWER SOURCE FOR: G-
AND F-2 MOTORS
Figure 2. WELDER AND BATTERY CHARGER EXTERNAL POWER SOURCE FOR: N-,
L- AND J-2 MOTORS
Figure 3. G- MOTOR GRINDING FIXTURE
Figure 4. J-2 MOTOR GRINDING FIXTURE
Figure 5. L- MOTOR GRINDING FIXTURE
Figure 6. N-7 MOTOR GRINDING FIXTURE
Figure 7. F-2 MOTOR GRINDING FIXTURE
Figure 8. MOTOR GRINDING FIXTURE FOR M-40 OR M-25 (M-40 ILLUSTRATED)
Figure 9. COMMUTATOR GRINDING KIT, G-SERIES MOTOR
Figure 10. COMMUTATOR GRINDING KIT, J-SERIES MOTOR
Figure 11. COMMUTATOR GRINDING KIT, L-SERIES MOTOR
Figure 12. COMMUTATOR GRINDING KIT, N-SERIES MOTOR
Figure 13. COMMUTATOR GRINDING KIT, F-SERIES MOTOR
Figure 14. COMMUTATOR GRINDING KIT, M-25 SERIES MOTOR
Figure 16. COMMUTATOR CLEAN-UP STONE - MOST MOTORS
Figure 17. COMMUTATOR SLOT FILE - ALL MOTORS
SERVICE MANUAL
CHAPTER 2 COMMUTATOR SURFACE GRINDING MDC
Training only! Always use your machineTABLES

Table 1. COMMUTATOR GRIND KITS
Table 2. G-MOTOR COMMUTATOR GRINDING KIT P/N 414-6751
Table 3. J-2 MOTOR COMMUTATOR GRINDING KIT P/N 418-6953
Table 4. L-MOTOR COMMUTATOR GRINDING KIT P/N 418-6769
Table 5. N-MOTOR COMMUTATOR GRINDING KIT P/N 418-0712
Table 6. F-2 MOTOR COMMUTATOR GRINDING KIT P/N 418-0703
Table 7. M-25 MOTOR COMMUTATOR GRINDING KIT
Table 8. M-40 MOTOR COMMUTATOR GRIND KIT P/N 423-2335
Table 9. OTHER TOOLS AND SUPPLIES
GENERAL INFORMATION
Performance of this work assumes that a TIR has been conducted in accordance with the
instructions contained in the preceding Chapter.
During the conduct of the TIR procedure it should be determined that sufficient depth of
grooves will remain after grinding, before grinding is done on-location. If such is not the case
then grinding should NOT be conducted in the field and instead the motor should be shipped to
a LeTourneau Authorized Rebuild Center for complete corrective action.
It is unlikely that a condition of high TIR can be ignored without uninterrupted operation.
Generally speaking, if a high TIR condition has caused a motor flashover, it will be the relative
severity of the flashover that will determine if the motor must be removed for repair. These
instructions therefore pertain to a commutator that requires some repair by on-location grinding
and any flashover damage that was in evidence was not sufficient to warrant repair of the
motor at the factory.
Grinding the commutator will require that the motor be pulled from the axle in order to gain
access to the brush space. Even though access can be gained while the motor is still in the
axle, the restricted space does not allow satisfactory manipulation of the grinding machine.
The grinding can be more easily performed with the motor withdrawn from the axle without
disassembly from the driver.
Refer to TRACTION MOTOR AND DRIVER for instructions on pulling the motor from the
vehicle. The motor must be set-up so that the armature can be turned under power to allow the
commutator to be ground. For motor weights and dimensions see MAJOR WEIGHTS AND
DIMENSION OF DC MOTORS - ENGLISH AND METRIC UNITS.
SUMMARY DESCRIPTION OF THE COMMUTATOR GRINDING PROCEDURE
This procedure will generally only be undertaken if it is clearly shown, as a result of performing
a TIR check of the commutator that correction of the surface is required in order to achieve a
satisfactory brush life. Refer to the "TAKING CARE OF YOUR DC MOTOR, PART 2", Chapter
1 for instructions on conducting the TIR of the commutator.
SERVICE MANUAL
COMMUTATOR SURFACE GRINDING - CONT'D MDC
The procedure for refinishing or correcting the commutator consists of attaching a specially-
Training
designed only!to
fixture Always use your
the motor whilemachine original
the motor. The documentation!
fixture is designed to be attached either to
the brush holder support ring (as in the case of the N-7 motor) or to the edge of the brush
access ports (in the case of the G- J-2, F-2 and L- motors) Refer to the appropriate Figures,
beginning with Figure 3 for guidance on attaching the fixture.
Grinding is accomplished by feeding the grinding stone to the surface while traversing the
stone across the surface. The grinding action will require monitoring of the surface at periodic
intervals to assess the grinding progress. The armature must be rotated using an auxiliary
power source such as a welding machine providing a high-amp, low-voltage power supply. The
following list of equipment will be typical of what is required for the grinding procedure.
z Grinding stones to be used in the grinding
z Grinding fixture for your particular motor (see Figure 3 through Figure 8)
z Rubber stone for cleaning surface before and after grinding
z Slot file
z DC welding machine providing about 300 amps to rotate the armature
z 6-volt, 10-amp variable power supply such as a battery charger for connection to the field
leads This will allow for adjustment of field amps and thus control the RPM of the
armature.
z Wrenches to attach fixture to the brush holder ring or motor frame
z Brush seating stones - Note! these are not grinding stones - See Table 1 in "TAKING
CARE OF YOUR DC MOTOR - PART 1", Chapter 4.
z Safety equipment such as gloves and eyeglasses with side shields or goggles and a
respirator to cover the mouth and nose
z A dust extraction system to remove dust and particles from the work area.
DESCRIPTION OF TYPICAL GRINDING FIXTURE AND GRINDING TIMES
A basic fixture consists of a "vee-block" machine slide to provide motion in two planes. The
block is mounted on a bracket specifically made to attach to your particular motor.
One plane of motion in the "vee-block" allows for the grinding media to be manually fed to the
surface by means of a fine-threaded spindle, and the other plane of motion allows for the
manual traversing of the surface. This traversing action is effected by a rack and pinion drive
mechanism. Both motions must occur simultaneously for correct grinding action. One operator
can accomplish both motions. Normally, the grinding action is commenced with the coarse
stones and completed with the finer stones, using the following rationale. The grinding times
associated with the actual grinding will obviously vary with prevailing conditions, but the
following is offered for your guidance.
SERVICE MANUAL
TheTraining
actual grinding time, use
only! Always that your
is, the time that
machine the stone
original is in contact with the commutator, may
documentation!
be up to 2 hours for the coarse and medium stones and substantially less time, say up to 15-
20 minutes for the polish or rubber stone. This will vary based on the operator's familiarity with
the fixture and the actual TIR. Use of all stones (coarse through rubber) could be in excess of
2 hours. However, the total grinding exercise including access time to the motors and set-up
time, TIR checking and adjustments, changing of the stones, and returning vehicle to operation
may take the best part of an 8-hour day.
During the grinding process you should observe the change in surface texture with each
change in stone. An "egg-shaped" surface will usually require more time to grind than a
commutator with "minor" bar displacement or a "saw-tooth" condition. Refer to MMS 6000
PROFILER/COMMUTATOR MAINTENANCE for more information on this condition.
WHICH GRADE STONE TO USE

z If TIR is greater than .002", use the coarse stone.
z If TIR is between .001" and .002", use the medium stone and
fine stone, until surface is within TIR tolerance.
z Finish off all grinding with use of the polish stone and finally
the rubber stone.
SERVICE MANUAL
The operations described in these pages involve procedures that will

require the greatest amount of care and attention. You are working with a
heavy, spinning armature or rotor and all loose sleeves, bangles or rings
MUST be removed from your hands or person. EYE PROTECTION MUST
BE WORN AT ALL TIMES because of the presence of flying particles.
WEAR INSULATED GLOVES when working around electrically hot
components. Apply your full attention in the performance of this work.
MOUNT THE FIXTURE ON THE MOTOR
1. Remove one of the brush holder assemblies. This may not be necessary on all motors.
2. Attach the appropriate bracket to the slide “vee-block”. Load the coarse stones in the head
of the fixture. (Refer to the Figures, beginning with Figure 3.)
3. Mount the bracket to the motor appropriate to the type of motor – do not tighten bolts at
this time. Retract the feed head on the fixture by turning the feed drive counter-clockwise
until it stops. Apply light oil to the slide surfaces and run both slides back and forth several
times. Also adjust clearance between surfaces by adjustment of the setscrews so that both
slide blocks have virtually zero sideways movement without restriction of the sliding action.
4. Check the position of the fixture before tightening the bolts in place. Check the clearance
between the stones and the commutator surface. If the stones are making solid contact on
the surface with the slide fully retracted, loosen the stones in the fixture and move the
stones back from the surface.
5. Reinstall the fixture or stones, tighten the bolts securely. Feed the stones to the surface
and determine that both are touching the surface at the same time. Retract the stones.
The fixture must be secure. A wavy TIR will result if the fixture flexes.
6. Traverse the commutator (with the stones backed off from the surface) to make sure that
the stones cover the entire width of the surface, and most importantly, that the stones
travel parallel to the commutator surface across the full width of the commutator. It is
critical that you do not grind a taper on the commutator.
The stones should come as close as possible to the riser wall without touching it. Check that
the fixture is clear from the rotating riser. Several adjustments are available on the fixture so
that the stones can be set to cover the full width of the commutator. One means of adjustment
is by moving stones with respect to each other. Loosen the clamping plate on the stones and
move the stones. Increase space between stones if the surface is not completely traversed.
Make certain the stones are reclamped securely.
SERVICE MANUAL
DESCRIPTION OF THE
Training only! Always use GRINDING
your machineTECHNIQUE
Before re-energizing the motor and proceeding with the actual grinding, it is advisable to
become familiar with operating the fixture until confident of the technique.
The technique involves feeding the stones by keeping a firm grip on the tool handle and
turning the handle slowly clockwise while at the same time traversing the surface back and
forth as quickly as is practical with manipulation of the other tool. Both motions must occur
simultaneously for correct grinding action. One operator can accomplish both motions. It will
be a mater of experience and close observation to obtain continuous cutting action evenly
across the face of the commutator by maintaining firm pressure on the surface while at the
same time traversing the surface in a consistent motion. Maintaining a random relationship
between the traversing action and the constant feeding pressure of the stones lessens the
possibility of creating a taper on the surface.
One important last item – periodically check the rigidity of the head to be certain that there is
zero shake or clearance in the slides. If necessary, readjust setscrews on sides of slides.
For the safety and convenience of the operator, it is recommended that an air extraction
system be installed to remove the dust particles from the grinding operation.
SERVICE MANUAL
COMMUTATOR SURFACE GRINDING - CONT'D & FIG. 1-2 MDC
GRINDING THE COMMUTATOR
1. Connect the auxiliary power system (we will assume a welder for these instructions) as
shown in Figure 1 and Figure 2.
2. Connect and switch on the battery charger to supply power to the field coils.
3. Set the welder at 300 amps and switch it on. The armature should begin to rotate up to
approximately 750 rpm. The speed may be adjustable if the power supply (or battery) to the
field can be adjusted.
The rotation of the motor should be against (or into) the angle of the
stones. See figures beginning with Figure 3 through Figure 8. To achieve
correct correction of rotation, observe the following instruction carefully if
rotation needs to be reversed:
OBSERVE RIGIDLY THE FOLLOWING SEQUENCE OF SWITCHING.

a. Switch off the welder, then
b. Switch off the battery charger
c. Reverse the field leads
d. Switch on the battery charger, then
e. Switch on the welder
4. With motor rotating in correct direction, commence grinding action - following the technique
as described above in " DESCRIPTION OF GRINDING TECHNIQUE."
5. Observe periodically the change in surface appearance. As soon as the surface is shiny all
over, cease grinding and stop motor by shutting off the welder, then shut-off the battery
charger.
Do not be tempted to concentrate grinding action on any particularly high

area. This may lead to a non-flat or ridged surface even though within TIR
tolerances. Continue with the same technique as previously described.
6. Check the TIR again and compare with original data. If the surface is improving but
additional grinding is still required with the coarse stone, recommence grinding. Observe
proper energizing sequence as before. After each stop and before checking TIR, vacuum all
grinding residue from the motor. Shop air maybe used but vacuuming is recommended.
SERVICE MANUAL
COMMUTATOR SURFACE GRINDING - CONT'D & FIG. 1-2 MDC
Figure 1. WELDER AND BATTERY CHARGER EXTERNAL POWER SOURCE FOR G-

AND F-2 MOTORS
Figure 2. WELDER AND BATTERY CHARGER EXTERNAL POWER SOURCE FOR N-, L-
AND J-2 MOTORS
7. After another 10 to 15 minutes of grinding, de-energize motor and take TIR readings. If
surface is approaching desired conditions (AT OR UNDER .001" TIR), change to the next
grade of stone and repeat grinding action. This procedure may require several stops to check
on progress and TIR.
8. After an acceptable TIR has been obtained, with use of progressively finer stones, finish
with the polish and rubber stones. Check TIR.
SERVICE MANUAL

Brushes which remain in their holders during the grinding procedure will
be impregnated with grinding particles, and must be removed and replaced
with new brushes before the vehicle is returned to operation. If new
brushes are unavailable, the grinding brushes may be reinstalled only after
the contact surfaces have been cleaned by careful scraping. This is only a
stop-gap method in lieu of installing new brushes. In any event, the new or
reused brushes will need to be reseated to the surface. Refer to "TAKING
CARE OF YOUR MOTOR - PART 1".
Maintain power supply in place for seating the brushes.
9. After grinding, check the grooves between the bars. The mica must be below the bars. If
mica is high, the motor will need to be shipped to the nearest LeTourneau Authorized Rebuild
Center for complete correction,. before the motor is returned to service.
10. If mica is still sufficiently below the bar surface, use the slot file, to chamfer the bar corners
(edges of the grooves) to remove the burrs, generated by the grinding action. Re-vacuum (or
blow ) the motor to remove dust.
11. Remove grinding fixture, clean and re-lubricate the machine head before storing. Reinstall
removed brush holder, (if applicable) and remake all motor connections.
12. Install new brushes and reseat in accordance with the instructions in the publication - For
seating stones , see Table 1 in "TAKING CARE OF YOUR DC MOTOR, PART 1", Chapter 4.
IT'S IN THE DETAILS
SERVICE MANUAL

ROTATING documentation!
THE ARMATURE
Follow normal safety procedures that may be posted or supervised by the
company operating the machine or vehicle. Make sure that all SAFETY
PRECAUTIONS are installed and are monitored by other personnel while
grinding.
TRUCKS:
z Chock all wheels.
z Disable the engine-power system to prevent inadvertent starting.
z Apply hydraulic pressure (a hand-operated unit may be used) to lift
brake pads off the brake discs on the motors.
z Gain access to the motor commutator in accordance with
maintenance manual instructions
LOADERS:
z Chock all wheels.
z Withdraw the motor from the axle as instructed in TRACTION
MOTOR AND DRIVER and set up for auxiliary power to allow the
motor armature to be rotated.
z Gain access to the motor commutator in accordance with the vehicle
manuals
OTHER EQUIPMENT:
z Follow instructions concerning access to the motor observing
precautions with respect to the cable and cable drums and grapples.
The load must be removed from the motor and cables secured
before working on the motor.
z Park all vehicles on a flat surface - if applicable.
z Chock all wheels - if applicable.
z Release brake pressure on brake discs .
z Gain access to the motor commutator in accordance with the vehicle
manuals.
SERVICE MANUAL
WEIGHTS AND DIMENSIONS MDC
BASIC
Training only! Always use your MOTOR
machine PERFORMANCE DATA
NOMINAL MAX SPEED CONTINUOUS CONTINUOUS
MOTOR TYPE
HP RPM ARM. AMPS FIELD AMPS
C-10 100 4000 180 16
D-10 50 1750 112.5 12.8
F-1 1800 2460 1650 100
F-2 1800 2460 1650 100
G-1,G-2, G3 1000 2700 1070 100
J-2 500 3000 675 46
L-SERIES 250 4000 350 30
N-SERIES 200 4000 280 30
M-40 400 2925 500 35
M-25 250 4000 375 25
S-1 50 4000 110 16
S-2 75 4000 110 16
MAJOR WEIGHTS AND DIMENSIONS OF DC MOTORS - ENGLISH & METRIC UNITS
MOTOR TYPE MOTOR WEIGHT ARMATURE WEIGHT OVERALL LENGTH BODY DIAMETER
C-10 1,350 (612) 435 (197) 36.75 (933) 18 (457)
D-10 1,190 (539) 285 (129) 29 (736.3) 18 (457)
F-1 12,000 (5436) 4,600 (2084) 56 (1,422) 44 (1,117)
F-2 14,550 (6591) 5,300 (2401) 74 .12 (1,822) 49.5 (1,257)
G-1, G-2, G-3 6,480 (2935) 2,140 (970) 56.37 (1,431.2) 33.25 (844.2)
J-2 5,400 (2446) 1,775 (804) 53 ( 1,345.7) 32 (812.5)
L-1,L-5, L-7, L-9,
2,350 (1064) 700 (317) 35.5 (901.3) 24 .25 (615.7)
L-11, L-14, L-15
N-3, N-7, N-9, N-11 2,075 (940) 492 (223) 30.5 (774.4) 24 .25 (615.7)
M-40 4250 (1925) 1,100 (498) 50 (1,270) 28.87 (733)
M-25 24.75 (628.4)
S-1 1,250 (566) 350 (158) 25.75 (653.8) 23 (584)
S-2 1,725 lb (781) 430 (195) 37.62 (955.3) 23 (584)
WEIGHT UNITS ARE IN LB, WITH METRIC IN KG, SHOWN IN PARENTHESIS (ONE KG = 2.205 LB OR 1 LB = .453KG)
DIMENSIONS ARE IN INCHES, WITH METRIC IN MM, SHOWN IN PARENTHESIS (ONE INCH = 25.39 MM )
THE TABLES ON THIS PAGE ARE THE SAME AS IN TABLE 1 IN CHAPTER

1 OF "TAKING CARE OF YOUR DC MOTOR, PART 1".
SERVICE MANUAL
COMMUTATOR SURFACE GRINDING - CONT'D & FIG.3 MDC
TO ORDER GRINDING KITS AND OTHER TOOLS
Please provide part number if one is assigned as well as the given complete description. In
absence of a part number, provide a complete description and reference the Figure Number, if
an illustration is shown. Refer to Tables beginning with Table1 for description and part
numbers.
SEND YOUR ORDER TO:
LETOURNEAU, INC.
PARTS DEPARTMENT
P.O. Box 2307
FAX 903/236-6533
PHONE 903/237-6570
Figure 3. G-MOTOR GRINDING FIXTURE
SERVICE MANUAL
FIGURE 4-5 MDC
Figure 4. J-2 MOTOR GRINDING FIXTURE
SERVICE MANUAL
FIGURE 4-5 MDC
Figure 5. L-MOTOR GRINDING FIXTURE
SERVICE MANUAL
FIGURE 6-7 MDC
Figure 6. N-7 MOTOR GRINDING FIXTURE
SERVICE MANUAL
FIGURE 6-7 MDC
Figure 7. F-2 MOTOR GRINDING FIXTURE
SERVICE MANUAL
FIGURE 8 MDC
Figure 8. MOTOR GRINDING FIXTURE FOR M-40 OR M-25 (M-40 ILLUSTRATED)
At the time of publication the M-25 design had not been completed but will
be very similar to the M-40 as shown here.
SERVICE MANUAL
TABLE 1-2 MDC
KIT NAME KIT PART # FIG. # TABLE # PURPOSE

G-SERIES MOTOR, GRINDING KIT 414-6751 3 2 SURFACE GRINDING
J-2 MOTOR, GRINDING KIT 418-6953 4 3 SURFACE GRINDING
L-SERIES MOTOR, GRINDING KIT 418-6769 5 4 SURFACE GRINDING
N-SERIES MOTOR, GRINDING KIT 418-0712 6 5 SURFACE GRINDING
F-2 MOTOR, GRINDING KIT 418-0703 7 6 SURFACE GRINDING
M-25 MOTOR, GRINDING KIT 8 7 SURFACE GRINDING
M-40 MOTOR , GRINDING KIT 423-2335 8 8 SURFACE GRINDING
Table 1. COMMUTATOR GRINDING KITS

GRINDER HEAD 414-6653 BOLTS TO GRINDER SUPPORT BRACKET
3
MOUNTING BRACKET 414-6650 and BOLTS TO THE POLE RING
9
EXTENSION BAR (2) 415-0429 ATTACHES TO THE GRINDER HEAD
FILE, SLOT 415-140 FOR MICA AND GROOVE CLEAN-UP
STONE, GRINDING-COARSE (1"x 1½" x 6½") (2) 417-9428 FAST CUTTING, HIGH TIR CONDITION
GENERAL USE, HIGH MICA, RIDGES,
STONE, GRINDING-MEDIUM (1"x 1½" x 6½") (2) 414-6740
BURNS
STONE, GRIND-FINISH (1" x1 ½ x 6 1/2 (2) 414-6741 USE AFTER COARSER STONES
STONE, GRINDING-POLISH (1"x 1½" x 6½") (2) 414-6742 FOR BURNISH FINISH, VERY FINE GRADE
STONE, SEATING - FINE HARD (8" x 1½ x 1½) 415-1346 BRUSH CONTOURING AND SEATING
STONE, SEATING - MEDIUM SOFT (8" x 1½ x 1½) 415-1347 BRUSH CONTOURING AND SEATING
STONE, SEATING - MEDIUM HARD (8" x 1½ x 1½) 415-1348 NONE BRUSH CONTOURING AND SEATING
STONE, FLEXIBLE (POWER POLISHER) HAND-HELD NON- CLEANING & POLISHING, REMOVES DIRT
7001645
DUSTING FLEX-BOND (1" x 2" X 5") AND GREASE
STONE, RESURFACER-HAND HELD-MED.GRADE
0459035 GENERAL USE, CLEANING, IF TIR OKAY
(1" x 1½" x 11")
STONE, RESURFACER-HAND HELD-FINE GRADE
045-9030 USE AFTER MEDIUM GRADE STONE
(1" x 1½" x 11")
STONE, RESURFACER-HAND HELD-POLISH GRADE TO BURNISH COMMUTATOR AFTER USE
045-9032
(1" x 1½" x 11") OF PREVIOUS STONES
TO ATTACH GRINDING HEAD AND
SET OF HARDWARE TO ATTACH FIXTURE -
BRACKET
Table 2. G-MOTOR COMMUTATOR GRINDING KIT P/N 414-6751

z GRINDING STONES ARE SIZED TO FIT THE GRINDING HEAD ONLY-NOT FOR HOLDING IN THE HAND.
z QUANTITIES ARE "ONE" EXCEPT WHERE SHOWN OTHERWISE IN PARENTHESIS AFTER THE ITEM DESCRIPTION.
z INDIVIDUAL PARTS MAY BE PURCHASED FROM THE KITS, ESPECIALLY THOSE ITEMS THAT MUST BE RENEWED OR ARE
CONSUMED IN THE PERFORMANCE OF THE WORK.
z THE INCLUDED HARDWARE IS REQUIRED TO ATTACH GRINDER HEAD TO THE FIXTURE BRACKETS. FIXTURE MUST BE SOLIDLY
ATTACHED TO THE -MOTOR FRAME OR BRUSH SUPPORT RING WITH EXISTING HARDWARE ON THE MOTOR.
SERVICE MANUAL
TABLE 3 MDC

ITEM use your machine original
DESCRIPTION PART # documentation!
FIG.# WHERE
USED/PURPOSE
BOLTS TO GRINDER SUPPORT

GRINDER HEAD 414-6653
BRACKET
4
MOUNTING BRACKET 414-6650 and BOLTS TO THE POLE RING
10
ATTACHES TO THE GRINDER

EXTENSION BAR (2) 415-0429
HEAD
FOR MICA AND GROOVE

FILE, SLOT 415-1400
CLEAN-UP
FAST CUTTING, HIGH TIR

STONE, GRINDING-COARSE (1"x 1½" x 6½") (2) 417-9428
CONDITION
GENERAL USE, HIGH MICA,

STONE, GRINDING-MEDIUM (1"x 1½" x 6½") (2) 414-6740
RIDGES, BURNS
STONE, GRINDING-FINISH (1"x 1½" x 6½") (2) 414-6741 USE AFTER COARSER STONES,
FOR BURNISH FINISH, VERY

STONE, GRINDING-POLISH (1"x 1½" x 6½") (2) 414-6742
FINE GRADE
BRUSH CONTOURING AND

STONE, SEATING - FINE HARD (8" x 1½ x 1½) 415-1346
SEATING
STONE, SEATING - MEDIUM SOFT (8" x 1½ x BRUSH CONTOURING AND

415-1347
1½) SEATING
NONE
STONE, SEATING - MEDIUM HARD (8" x 1½ x BRUSH CONTOURING AND
415-1348
1½) SEATING
STONE, FLEXIBLE (POWER POLISHER) HAND-

CLEANING & POLISHING,
HELD 7001645
REMOVES DIRT AND GREASE
NON-DUSTING FLEX-BOND (1" x 2" X 5")
STONE, RESURFACER-HAND HELD-MEDIUM GENERAL USE, CLEANING, IF

0459035
GRADE (1" x 1½" x 11") TIR OKAY
STONE, RESURFACER-HAND HELD-FINE

USE AFTER MEDIUM GRADE
GRADE 045-9030
STONE
(1" x 1½" x 11")
STONE, RESURFACER-HAND HELD-POLISH

TO BURNISH STONE AFTER
GRADE 045-9032
USE OF PREVIOUS STONES
(1" x 1½" x 11")
TO ATTACH GRINDING HEAD

SET OF HARDWARE TO ATTACH FIXTURE -
AND BRACKET
Table 3. J-2 MOTOR COMMUTATOR GRINDING KIT P/N 418-6953
SERVICE MANUAL
TABLE 4 MDC
TrainingITEM
only!DESCRIPTION
Always use your machine
PART # original
FIG.#documentation!
WHERE USED/PURPOSE
GRINDER HEAD 418-6770 BOLTS TO MOUNTING BRACKET
5
MOUNTING BRACKET 418-6764 and CLAMPS TO MOTOR FRAME
11
FILE, SLOT 415-1400 FOR MICA & GROOVE CLEAN-UP
STONE, GRINDING-COARSE
417-9428 FAST CUTTING, HIGH TIR CONDITION
(1" x 1½" x 6½") (2)
STONE, GRINDING-MEDIUM GENERAL USE, HIGH MICA, SMALL RIDGES,

414-6740
(1" x 1½" x 6½") (2) BURNS
STONE, GRINDING-FINE USE AFTER COARSER STONES, ALSO

414-6741
(1" x 1½" x 6½") (2) REMOVAL OF SMALL BURNS AND RIDGES
STONE, GRINDING-POLISH FOR BURNISH FINISH, EXCEEDINGLY FINE

414-6742
(1" x 1½" x 6½") (2) GRADE
STONE, SEATING - FINE HARD

415-1346 BRUSH CONTOURING & SEATING
(8" x 1½" x 1½")
STONE, SEATING - MED. SOFT

(8" x 1" x 1½")
NONE
STONE, SEATING - MED. HARD
(8" x 1" x 1½")
STONE, FLEXIBLE (POWER

CLEANING AND POLISHING, REMOVES DIRT
POLISHER) HAND-HELD NON- 7001645
AND GREASE
DUSTING FLEX-BOND (1" x 2" x 5")
STONE, RESURFACER HAND-HELD

045-9035 GENERAL USE, CLEANING, IF TIR OKAY
MEDIUM GRADE (1" x 1"½ x 11")
STONE, RESURFACER HAND-HELD

FINE GRADE (1" x 1"½ x 11")
STONE, RESURFACER HAND-HELD TO BURNISH COMMUTATOR AFTER USE OF

045-9032
MEDIUM GRADE (1" x 1"½ x 11") OTHER STONES
SET OF HARDWARE TO ATTACH

- TO ATTACH GRINDING HEAD AND BRACKET
FIXTURE
Table 4. L- MOTOR COMMUTATOR GRINDING KIT P/N 418-6769
SERVICE MANUAL
TABLE 5 MDC
Training only!
ITEM Always use your machine
DESCRIPTION PARToriginal documentation!
FIG.# WHERE USED/PURPOSE
#
MOUNTING BRACKET, L.H. 415-1243 BOLTS TO BRUSH HOLDER SUPPORT RING
MOUNTING BRACKET, R.H. 418-0720 BOLTS TO BRUSH HOLDER SUPPORT RING
UNIVERSAL JOINT 418-0747 ATTACHES TO THE GRINDER HEAD
EXTENSION BAR 418-0748 ATTACHES TO THE GRINDER HEAD
6
and
12
FILE, SLOT 415-1400 FOR MICA & GROOVE CLEAN-UP
STONE, GRINDING-COARSE (¾" x ¾" x 3") (2) 415-1444 FAST CUTTING, HIGH TIR CONDITION
STONE, GRINDING-MEDIUM (¾" x ¾" x 3") (2) 415-1445 GENERAL USE, HIGH MICA, SMALL RIDGES, BURNS
USE AFTER COARSER STONES, ALSO REMOVAL OF

STONE, GRINDING-FINE (¾" x ¾" x 3") (2) 415-1446
SMALL BURNS AND RIDGES
STONE, GRINDING-POLISH (¾" x ¾" x 3") (2) 415-1450 FOR BURNISH FINISH, EXCEEDINGLY FINE GRADE
STONE, SEATING - FINE HARD

415-1346 BRUSH CONTOURING AND SEATING
(8" x 1½ x 1½)
STONE, SEATING - MEDIUM SOFT

(8" x 1½ x 1½)
STONE, SEATING - MEDIUM HARD

(8" x 1½ x 1½)
STONE, FLEXIBLE (POWER POLISHER) HAND-HELD

CLEANING AND POLISHING, REMOVES DIRT AND
NON-DUSTING FLEX-BOND 7001645
GREASE
(1" x 2 x 5) NONE
STONE, RESURFACER HAND-HELD MEDIUM

GRADE (1" x 1½ x 11)
STONE, RESURFACER HAND-HELD FINE GRADE (1"

x 1½ x 11)
STONE, RESURFACER HAND-HELD POLISH GRADE TO BURNISH COMMUTATOR AFTER USE OF

045-9032
(1" x 1½ x 11) PREVIOUS STONES
SET OF HARDWARE TO ATTACH FIXTURE - TO ATTACH GRINDING HEAD AND BRACKET
Table 5. N- MOTOR COMMUTATOR GRINDING KIT P/N 418-0712
SERVICE MANUAL
TABLE 6 MDC
Training only!
ITEM Always use your machine
DESCRIPTION PART #original
FIG.#documentation!
WHERE USED/PURPOSE
MOUNTING BRACKET 418-0714 BOLTS TO THE POLE RING

7
STONE, GRINDING-MEDIUM (1"x 1½" x 6½") (2) 414-6740 GENERAL USE, HIGH MICA, RIDGES, BURNS
STONE, GRINDING-FINISH (1"x 1½" x 6½") (2) 414-6741 USE AFTER COARSER STONES
STONE, SEATING - FINE HARD (8" x 1½" x 1½") 415-1346 BRUSH CONTOURING AND SEATING
STONE, SEATING - MEDIUM SOFT (8" x 1½" x

1½")
STONE, SEATING - MED. HARD (8" x 1½" x 1½") 415-1348 BRUSH CONTOURING AND SEATING
NONE
STONE, FLEXIBLE (POWER POLISHER) HAND-
HELD NON-DUSTING FLEX.BOND (1" x 2" X 5") 7001645 CLEANING & POLISHING, REMOVES DIRT AND GREASE
(2)
STONE, RESURFACER HAND-HELD MEDIUM

GRADE (1" x 1½ x 11)
STONE, RESURFACER HAND-HELD FINE

GRADE 045-9030 USE AFTER MEDIUM GRADE STONE
(1" x 1½ x 11)
STONE, RESURFACER HAND-HELD MEDIUM TO BURNISH COMMUTATOR AFTER USE OF PREVIOUS

045-9032
GRADE (1" x 1½ x 11) STONES
Table 6. F-2 MOTOR COMMUTATOR GRINDING KIT P/N 418-0703
SERVICE MANUAL
TABLE 7 MDC
TrainingITEM
only!DESCRIPTION
Always use your machine PART #
original FIG.#
documentation!WHERE USED/PURPOSE
GRINDER HEAD BOLTS TO GRINDER SUPPORT BRACKET
MOUNTING BRACKET BOLTS TO THE POLE RING

8
EXTENSION BAR ATTACHES TO THE GRINDER HEAD
FILE, SLOT FOR MICA AND GROOVE CLEAN-UP
STONE, GRINDING-COARSE (1"x 1½" x 6½") (2) FAST CUTTING, HIGH TIR CONDITION
STONE, GRINDING-MEDIUM (1"x 1½" x 6½") (2) GENERAL USE, HIGH MICA, RIDGES, BURNS
STONE, GRINDING-FINISH (1"x 1½" x 6½") (2) USE AFTER COARSER STONES
STONE, GRINDING-POLISH (1"x 1½" x 6½") (2) FOR BURNISH FINISH, VERY FINE GRADE
STONE, SEATING - FINE HARD (8" x 1½" x 1½") BRUSH CONTOURING AND SEATING
STONE, SEATING - MEDIUM SOFT (8" x 1½" x 1½") BRUSH CONTOURING AND SEATING
NONE
STONE, SEATING - MED. HARD (8" x 1½" x 1½") BRUSH CONTOURING AND SEATING
STONE, FLEXIBLE (POWER POLISHER) HAND-HELD CLEANING & POLISHING, REMOVES DIRT
NON-DUSTING FLEX. BOND (1" x 2" X 5") (2) AND GREASE
STONE, RESURFACER HAND-HELD MEDIUM GRADE (1" x

GENERAL USE, CLEANING, IF TIR OKAY
1½ x 11)
STONE, RESURFACER HAND-HELD FINE GRADE

USE AFTER MEDIUM GRADE STONE
(1" x 1½ x 11)
STONE, RESURFACER HAND-HELD MEDIUM GRADE (1" x TO BURNISH COMMUTATOR AFTER USE OF
1½ x 11) PREVIOUS STONES
Table 7. M-25 MOTOR COMMUTATOR GRINDING KIT
The M-25 kit had not been designed at time of publication so part numbers
are not included in the table above.
SERVICE MANUAL
TABLE 8-9 MDC
TrainingITEM DESCRIPTION
only! Always use your machine PART #
original FIG.# WHERE USED/PURPOSE
documentation!
BRACKET, GRINDER SUPPORT BRACKET 423-2327 BOLTS TO THE CE ENDBELL
STONE, GRINDING-MEDIUM (1"x 1½" x 6½") (2) 414-6740 GENERAL USE, HIGH MICA, RIDGES, BURNS
STONE, GRINDING-FINISH (1"x 1½" x 6½") (2) 414-6741 USE AFTER COARSER STONES
STONE, SEATING - FINE HARD (8" x 1½" x 1½") 415-1346 BRUSH CONTOURING AND SEATING
STONE, SEATING - MEDIUM SOFT (8" x 1½" x 1½") 415-1347 BRUSH CONTOURING AND SEATING
STONE, SEATING - MED. HARD (8" x 1½" x 1½") 415-1348 BRUSH CONTOURING AND SEATING
NONE
STONE, FLEXIBLE (POWER POLISHER) HAND-HELD 7001645 CLEANING & POLISHING, REMOVES DIRT
NON-DUSTING FLEX.BOND (1" x 2" X 5") (2) AND GREASE
STONE, RESURFACER HAND-HELD MEDIUM GRADE 045-9035

GENERAL USE, CLEANING, IF TIR OKAY
(1" x 1½ x 11)
STONE, RESURFACER HAND-HELD FINE GRADE 045-9030

USE AFTER MEDIUM GRADE STONE
(1" x 1½ x 11)
STONE, RESURFACER HAND-HELD MEDIUM GRADE 045-9032 TO BURNISH COMMUTATOR AFTER USE OF
(1" x 1½ x 11) PREVIOUS STONES
Table 8. M-40 MOTOR COMMUTATOR GRINDING KIT P/N 423-2335
GENERAL SURFACE MAINTENANCE IF TIR IS

STONE, CLEAN-UP MEDIUM, W/HANDLE 414-6748
OK, REMOVE SMALL RIDGES ETC.
GENERAL SURFACE MAINT. IF TIR IS OK, USE

STONE, CLEAN-UP FINE, W/HANDLE 414-6749 16
AFTER PRECEDING STONE
GENERAL SURFACE MAINT. IF TIR IS OK, USE

STONE, CLEAN-UP POLISH, W/HANDLE 414-6750
RUBBER GLOVES 153-9311 USE WHEN GRINDING
NONE
TEMPORARY TAPING OF EXPOSED
TAPE, ELECTRICAL 151-0163
TERMINALS
Table 9. OTHER TOOLS AND SUPPLIES
SERVICE MANUAL
FIGURE 9-12 MDC
Figure 9. COMMUTATOR GRINDING KIT, G-SERIES MOTOR
Figure 10. COMMUTATOR GRINDING KIT, J-SERIES MOTOR
SERVICE MANUAL
FIGURE 9-12 MDC
Figure 11. COMMUTATOR GRINDING KIT, L-SERIES MOTOR
Figure 12. COMMUTATOR GRINDING KIT, N-SERIES MOTOR
SERVICE MANUAL
FIGURE 13-17 MDC
Figure 13. COMMUTATOR GRINDING KIT, F-SERIES MOTOR
THE M-25 MOTOR GRINDER HAD NOT BEEN DESIGNED AT TIME OF

PUBLICATION, BUT WILL MOST LIKELY BE VERY SIMILAR IN
APPEARANCE TO THE M-40 WITH SLIGHT DIFFERENCE IS SIZE.
SERVICE MANUAL
FIGURE 13-17 MDC
SERVICE MANUAL
FIGURE 13-17 MDC
Figure 17. COMMUTATOR SLOT FILE - ALL MOTORS
SERVICE MANUAL
NOTES

PART 2, CHAPTER 3
ELECTRICAL TESTING AND OTHER INSPECTION
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 3 ELECTRICAL TESTING & OTHER INSPECTION MDC
3
ELECTRICAL TESTING & OTHER INSPECTION
CONTENTS OF CHAPTER
ELECTRICAL TESTING
EFFECT OF TEMPERATURE ON RESISTANCE
SOME PRELIMINARIES BEFORE TESTING
CHECK ARMATURE INSULATION
CHECK FIELD COIL INSULATION
CHECK FOR PHYSICAL DEFECTS
THERMISTOR RESISTANCE CHECK
EXTRAPOLATION GRAPH FOR INSULATION RESISTANCE MEASUREMENT
GENERAL INFORMATION ON MOTOR AND MACHINE HISTORY - TABLE
FLASHOVER TROUBLESHOOTING AND POSSIBLE CAUSES
MOTOR DIAGNOSTIC & TROUBLESHOOTING CHART
ELECTRICAL TESTING
The importance of a regular program for electrical testing of insulation, cannot be
overemphasized. Certainly, a new installation does not require it, and for many hours of
operation, it is not needed. As the equipment ages, regular testing will help avoid sudden
costly downtime and assist in the planning of overhauls and repairs. Insulation deteriorates
under the best of circumstances, and is an inevitable function of aging, operational fatigue,
vibration and shock, and wide temperature cycling. Moisture, dirt, corrosive vapors, oxidation
and other agents have damaging effects on the life and service of the motor insulation. State-
of-the-art insulation materials and insulating techniques are used by the manufacturer on all of
its electrical rotating equipment. Because of this, it is the company's experience that actual
copper-to-ground faults are rare. The most common cause of a low meg reading is usually the
result of a flashover The testing that may be done, includes:
z INSULATION RESISTANCE TEST
z MOTOR LEAD RESISTANCE TEST
z COMMUTATOR-TO-GROUND TEST
It is important that an accurate record be maintained of all of the tests. The record should
include findings, temperature, weather conditions and date of test. Deterioration of insulation
can be detected by comparison with data from previous tests. Insulation failure is generally a
gradual process, and the decay in quality can be reliably predicted with accurate data collected
from several tests at regular intervals.
SERVICE MANUAL
CHAPTER 3 ELECTRICAL TESTING & OTHER INSPECTION MDC
Training
EFFECT OFonly! Always use your
TEMPERATURE ON machine original documentation!
RESISTANCE
The minimum megohm readings which are based on a temperature condition of 40°C.
"Megger" readings must be extrapolated from the measured temperature using the graph
"EXTRAPOLATION GRAPH FOR INSULATION RESISTANCE MEASUREMENT". The graph
shows that at an actual winding temperature of 40°C., the coefficient is unity. As the
temperature of the winding increases, the coefficient increases in value. The meg reading must
be multiplied with the coefficient from the chart corresponding to the measured temperature in
order to determine the actual resistance of the winding. The chart illustrates how resistance
decreases with winding temperature increases.
This section provides suggestions for checking the motor while it is in

place in the vehicle. In some circumstances this simply may not be
possible. The technician should use his best judgment as to what can be
accomplished under the circumstances and to use the material herein as a
guide.
Example 1. Field winding temp: 22° C. Measured megohm reading is 1.95 From the chart, the
coefficient at 22°C. is 0.3. Therefore 0.3 x 1.95 = 0.585 Megohms at 40°C. However the low
reading also maybe due to dirt, moisture, carbon tracking or degraded insulation.
Example 2. Interpole winding temperature is 68°C. Measured megohm reading is 1.30. From
the chart the coefficient at 65°C. is 6. Therefore, 6 x 1.30 = 7.80 Megohms at 40°C.
SERVICE MANUAL
ELECTRICAL TESTING & OTHER INSPECTION - CONT'D MDC
SOME PRELIMINARIES BEFORE TESTING INSULATION
a. Disconnect the motor leads from their connections on the machine and individually
jumper cable ends of the field coils and the armature cables.
b. Remove brushes from their holders, mark each set of brushes so that they can be
returned exactly to their original position if they are still in good condition and of sufficient
length.
DO NOT PERFORM ANY OF THESE TESTS IN THE RAIN OR WHEN

MOISTURE IS PRESENT, WHEN TESTS COULD BE HAZARDOUS. THE
TESTS MAY ALSO BE TECHNICALLY INCONCLUSIVE IF MOISTURE IS
PRESENT.
WEAR RUBBER GLOVES AND EYE PROTECTION WHEN WORKING
AROUND HAZARDOUS ELECTRICAL CIRCUITS.
Low meg readings can be caused by dust, dirt, high humidity (moisture), and degraded
insulation. Flashovers can add contaminating amounts of copper and carbon causing
grounding inside the commutator vee-rings. It is therefore essential that the source of the low
meg reading be established before reaching the conclusion that the insulation has degraded.
The complete CHECK-OUT will include testing the armature circuit, the interpole circuit and
the field pole circuit.
Depending on degree of access to the motor, inspect for any evidence of flashover or electrical
failure. If electrical damage is not visible or cannot be detected at this time, proceed on the
basis of either of the following situations. Make certain that the motor is fully disconnected.
SITUATION 1. The machine has just been taken out of service: Disconnect power. Ground
the field windings on the pole ring by attaching field leads to the motor frame with a clamp or
other means and allow to sit overnight. This is to allow the depolarization of the insulation and
improve on the quality of the resistance test. Ideal motor temperature is in the 40°F to 100°F.,
(approx 5°C to 38°C)
SITUATION 2. The motor has been idle for some time and is electrically inoperative: If
the ambient conditions are damp, dry the motor interior by using hot air ducted to the motor
interior. Allow the hot dry air to flow to the motor for several hours. Some motor drive systems
are equipped with forced-air cooling. An in-line electric heater may be used to dry the motor.
Proceed with tests.
SERVICE MANUAL
CHECK ARMATURE INSULATION

a. TEST IN THE "AS-IS" CONDITION
This is checking the motor before cleaning.
(i). Take temperature readings of the armature windings. The motor temperature may
be difficult to establish under inclement weather conditions. Nevertheless, it is
important that a reasonably accurate and representative temperature of the
armature be established. A reading on the surface of the commutator is
satisfactory.
(ii). Connect one lead of the Megohmmeter (megger) to the shaft at the brake end and
connect or hold the other end to the commutator.
(iii). Observe the reading in megohms. The reading should be equal to or greater than
the following:
Ideally, values should approach infinity. Actual "megger" readings must be extrapolated, as
instructed above for other than 40°C., from the actual measured reading. It will be a matter of
judgment by the testing technicians as to what will be considered acceptable on marginal
readings. If results are not conclusive, proceed to test the motor in a "cleaned" condition as
follows.
b. TEST WITH SOME LIMITED CLEANING
(i). Clean the motor as much as possible while it is still in its machine location. Use
shop air at approximately 85psig. Insert the nozzle through the brush access ports
and reach in as far as is practical around the perimeter of the motor.
The cleaning may not remove all of the entrapped copper and carbon dust where it has
migrated into the hard-to-reach crevices of the armature windings. Make certain that
components are dry before continuing with test.
(ii) Proceed to test the armature, using the same techniques as described above for the
"as-is" test
(ii) Repeat the checks. If a low resistance reading persists, the motor will require
removal from the machine for further testing. However, be certain that grounding is
not occurring through entrapped copper dust or carbon dust. Particles may have
accumulated under the commutator "vee-rings" and may be grounding out the
commutator bars on the armature core. If it is clearly shown that the windings are in
fact grounded, the motor should be removed from the equipment. Contact your
distributor or the LeTourneau Authorized Rebuild Facility.
SERVICE MANUAL
CHECK FIELD COIL INSULATION
other probe to the motor frame or pole ring and note readings. Observe the reading in
megohms. Ideally, the values should approach infinity.
Actual "megger" readings must be extrapolated, as instructed above for temperatures other
than 40°C., from the actual measured reading. It will be a matter of judgment by the testing
technicians as to what will be considered acceptable on marginal readings.
Disposition following Test:
If a ground is positively indicated on any of the windings, remove the motor from the machine
in accordance with the instructions in "TRACTION MOTOR AND DRIVER". No additional
instructions are contained in this publication concerning removal of motor.
CHECK FOR PHYSICAL DEFECTS
Visually check the armature and pole ring, (as much as the limited access will permit), for
physical defects as follows:
• Puffiness, cracking or separation of insulation due to thermal aging or oxidation.
• Burned spots in insulation due to flashovers
• Frayed and deteriorated banding, cracking or flaking epoxy on the commutator risers
• Evidence of potential shorting or grounding locations.
• Frayed and deteriorated insulation around interpole connections, interpole coils and fie
• Damaged, frayed or loose cable tiebacks or anchors.
• Broken or loose cable connections.
• Loose mounting bolts on cables and other areas, check all bolts.
• Check for any evidence of abrasion of cables due to vibration.
Disposition following inspection:
1. On completion of the physical inspection and no serious conditions were noted, the
motor may be considered to be acceptable if it has also satisfied the electrical tests.
2. If the motor proves to be marginal both electrically and mechanically (appearance
conditions) it may be prudent to remove the motor from the machine for rebuilding.
Contact your distributor or the LeTourneau Authorized Rebuild Facility.
THERMISTOR RESISTANCE CHECK
The purpose of this test is to determine that the thermistor is still operative and that it will
provide the service intended, which is to detect high motor temperatures.
The following table gives an overview of thermistor resistance vs. temperature for the motors,
generator. The thermistors are selected so that their best accuracy, 1-3%, occurs when the
temperature is at the cutback or alarm range. In the cooler temperature ranges, the resistance
values may be off up to 20%. However, these are ranges that are considered "good", so
accuracy is not an issue. For the generators, the temperature is measured on the generator
iron. This is usually set for 150°C to begin cutback with 160°C being full cutback (302°F to
320°F). This relates to a 47K ohm to 37K ohm resistance respectively.
SERVICE MANUAL
For motors, the ranges are usually the same as the generator since the thermistor unit is the
Training
same. only! motor
However, Alwaystemperature
use your machine originalondocumentation!
is measured the motor interpole and not the armature
directly. On some motors, the interpole / armature relationship is such that a lower temperature
(higher resistance) range is chosen. In one such case the cutback range starts around 121°C,
and full cutback will occur around 129°C (250°F to 264°F). This relates to a 130Kohm to
100Kohm resistance respectively. These values are a reference to determine the overall health
of the thermistor, rather than a temperature vs. resistance calibration. For instance, if an over-
temperature is indicated, the thermistor resistance can be checked to verify that it.is in a range
to give that alarm. If the motor is "cold", and the thermistor resistance indicates "hot", then the
thermistor is faulty.
Thermistor resistance needs to be measured with at least one of the wires

disconnected from the Controller. Proceed as follows:
(a) Disconnect thermistor leads from the controls and connect the
leads of the megohmmeter to the leads of the thermistor.
(b) Refer to following Table for typical acceptable resistance values.
(c) If the thermistor fails to satisfy the test within tolerances, it should
be replaced. Replacement will require removal of the motor from the
machine or vehicle. Contact your nearest authorized Rebuild
Facility.
Some components have redundant thermistors. In this case connect two

other leads from 4-conductor thermistor wire.
SERVICE MANUAL

MOTOR/GENERATOR documentation!
THERMISTOR RESISTANCE
TEMPERATURE
RESISTANCE IN K ohms
FAHRENHEIT CELSIUS
75 24 10,200
100 38 5,200
120 49 2,700
140 60 1,600
160 71 1,050
180 82 640
200 93 410
220 104 250
240 116 160 A
250 121 133 A
260 127 107 A
280 138 72
300 149 52 B
305 152 48 B
310 154 44 B
315 157 39 B
320 160 35
330 166 30
340 171 25
360 182 18
380 193 12
400 204 10
LEGEND: A = CONTROL / CUTBACK RANGE - SOME MOTORS B = CONTROL CUTBACK RANGE -

GENERATORS / MOTORS
SERVICE MANUAL
EXTRAPOLATION GRAPH FOR RESISTANCE MEASUREMENT MDC
EXTRAPOLATION GRAPH FOR INSULATION RESISTANCE MEASUREMENT
SERVICE MANUAL
GENERAL INFO MOTOR & MACHINE HISTORY - TABLE MDC

GENERAL use your machine
INFORMATION original
ON MOTOR documentation!
& MACHINE HISTORY - SECTION A
1. MACHINE TYPE OR MODEL #....................... 9. LOCATION............LF............LR............RF............ RR..........OTHER.
10. OPERATING MODE AT FLASH/FAILURE

2. MACHINE SERIAL NUMBER..........................
.................POWER..................RETARD/BRAKING..................UNKNOWN
3. MACHINE HOURS.......................................... 11. DID MOTOR FLASH.....................YES.......................NO
4. DATE OF FLASH FAILURE........................... 12. SIGNS OF PREVIOUS FLASHING.......................YES...................NO
13. RECORDS OF PREVIOUS

5. TRACTION MOTOR SERIAL NUMBER........
FLASHING...................YES...................NO
14. WAS TRACTION

6. MOTOR OPERATING HOURS.....................
MOTOR ..................CLEANED ..............REPLACED
7. MOTOR TOTAL HOURS.............................. 15. OPPOSING TRACTION MOTOR SERIAL NUMBER..........
8.
16. OPPOSING TRACTION MOTOR HOURS.....................
STATUS.................................NEW...........................................USED
ELECTRICAL CHECKS OF MOTOR AND CONTROLLER - SECTION B

17. ARMATURE MEGOHMS TO GROUND........... 26. ANY SCRS SHORTED (CHECK BOTH DIRECTIONS)
.....................YES........................NO
18. INTERPOLE MEGOHM TO GROUND............. LOCATION..................................
19. FIELD MEGOHM TO GROUND....................... 27. ARMATURE CONVERTER SCR MEGOHMS READINGS
20. FIELD RESISTANCE....................................... 1. 2.

3. 4.
21. ARMATURE RESISTANCE............................ 5. 6.
28. CONTROL SIGNALS WITHIN TOLERANCE (Use the checkout

22. COMMUTATOR TIR:.........................................
sheet and record all
MAX. BAR-TO-BAR.................
values)...............................YES....................................NO
23. COMMUTATOR PROFILE

...... ........SMOOTH...................SAW-TOOTH 29. ARMATURE WAVEFORM
................ SMALL......... ...............MED PROPER.....................YES....................NO
........................ LARGE...........................STALL BURN.
24. COMMUTATOR. CONDITION 30. CHANGE CARDS - LIST ALL CARDS CHANGED
OUT!.....................
25. ARMATURE CONVERTER FUSES

BLOWN................YES...................NO 31. VSM DOWNLOAD
(Factory ADVISE program may be of help in analyzing data)
QUANTITY & LOCATION
SERVICE MANUAL
GENERAL INFO MOTOR & MACHINE HISTORY - TABLE MDC

VISUAL CONDITION OF MOTOR - SECTION C
32. MOTOR INTERIOR ......................... CLEAN....................DIRTY 38. BRUSH BOXES - IF MOTOR CLEANED UP, WERE BOXES
....................REUSED....................REPLACED....................CLEANED
..........................DUSTY....................OIL
QTY.................................
33.
COMMUTATOR.........................GROOVED..................................FILM CHECKED WITH BOX
........................................................BURNED GAUGE...........................YES...........................NO
34. ARMATURE..........
39. BRUSH SPRINGS
LOOSE.............................YES..........................NO
35. POLE RING..........
40. BRUSHES - NO
36. FLASH RING (IF PRESENT)......... PROBLEMS?........................YES..........................NO
SEATED.......................................
BROKEN......................................
37. BRUSH RING.............. FRAYED PIGTAILS......................
SPRING PAD LOOSE...................
OEM BRUSHES............................
ALL BRUSHES SAME TYPE........
Complete this form and send to LeTourneau Inc.,

Rebuild Management, P.O. Box 2307, Longview, TX 75606
THIS FORM IS ESSENTIALLY THE SAME AS THE ONE PROVIDED IN SIL 262 BUT ARRANGED SLIGHTLY DIFFERENT
SERVICE MANUAL
FLASHOVER TROUBLESHOOTING & POSSIBLE CAUSES MDC
FLASHOVER TROUBLESHOOTING AND POSSIBLE CAUSES
INTERNAL TO THE MOTOR
MOTOR PROBLEM
• Internal short -
• Armature coil
• Commutator
• Field pole
• interpole
• Failure in the insulation of the interpoles or field poles
• Neutral Plane not set properly- burning on one side of brush
• Loose commutator
• Retorque commutator at rebuilder
MAINTENANCE ISSUES
• Commutator -
• High TIR
• High saw-tooth
• High bar-to-bar
• Stall burned
• Loose (high TIR between brush paths)
• Brush Boxes -
• Loose
• Improper height from commutator
• Brushes loose in the box
• Wiring - loose
• Springs -
• Spring popped out
• Spring broken
• Spring not properly installed
• Brushes -
• Brush installed backwards
• Brush not properly seated
• Brush worn to pigtail
• Pigtails loose in the brush
SERVICE MANUAL
EXTERNAL TO THE MOTOR

• Oil contamination-leaking pinion seal
• Water contamination
• Solvent contamination
• Dirt
• Wiring loose or damaged
• Cooling air restriction
• Gearing failure
• Vibration from -
• Gearing
• Loose motor mounting
• Tires
CONTROL SYSTEM
CONTROLLER
• Card failure
• Controller phase transformer connections
• Controller phase transformer
• Controller feedback transformer connections
• Controller feedback transformer
• Controller wiring
SCR PANELS
• SCR misfire
• Shorted SCR
• SCR with low resistance
• Panel with unbalanced SCRs
• Panel failure-wiring, components
• Wiring from the current transformers
• Control fuses loose
SERVICE MANUAL
Training only! Always use yourUSE YOUR

machine VSM documentation!
original SYSTEM
The VSM (Vital Signs Monitor) system, if your vehicle is so equipped, can be an invaluable
aide in determining the reasons or causes for motor flashover. The VSM data should be
downloaded immediately following a flashover and analyzed with close attention paid to the
following areas in the time preceding the flashover.
• MOTOR STALL ALARMS
• ARMATURE CONVERTER ALARMS
• FIELD CONVERTER ALARMS
• GROUND FAULTS
• HIGH CURRENT ALARMS
• OVERSPEED ALARMS
• POWER BEING TURNED ON/OFF DURING VEHICLE MOTION
• MOTOR CURRENT
• MOTOR VOLTAGE
LeTourneau, Inc. offers the ADVISE system which provides factory analysis of the downloaded
data from your VSM system.
THIS DATA IS SIMILAR TO SIL 262 (JAN. 13, 2000)
SERVICE MANUAL
NOTES
SERVICE MANUAL
MOTOR DIAGNOSTIC & TROUBLESHOOTING CHART MDC
CHAPTER 3. ELECTRICAL TESTING AND OTHER INSPECTION
SERVICE MANUAL
TABBLANK

PART 2, CHAPTER 4
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 4 TOOLS AND TEST INSTRUMENTS MDC
4
The data contained in this Chapter, covers the special tools that may be required for minor
motor repair and adjustments by the owner’s operating or maintenance crew. Standard and
commercially available electrical instrumentation, while identified in the tabulations, is not
illustrated. Check with your authorized dealer or factory service department concerning
suitable equivalent instrumentation. This publication is available upon request to all personnel
who maintain and service LeTourneau DC traction motors. If you wish to order a tool please
provide part number, if one is assigned as well as the given complete description. In absence
of a part number provide description and reference the Figure # and this publication, if an
illustration is shown.
TABLE OF CONTENTS
TABLES
Table 1. TOOLS & TEST INSTRUMENTS
ILLUSTRATIONS
Figure 2. ELECTRONIC PROFILER FOR USE IN BRUSH BOX
SEND YOUR ORDER TO:

LETOURNEAU, INC.
PARTS DEPARTMENT
P.O. Box 2307
FAX 903/236-6533
PHONE 903/237-6570

BATTERY CHARGER 6V 10A - SEE FIGURE 1 AND FIGURE 2, CHAPTER 2
WELDER 300A - SEE FIGURE 1 AND FIGURE 2, CHAPTER 2
PROBE-HIGH VOLTAGE 415-3591 FLUKE, MODEL 80K-6
NONE
MEGGER 500V 415-3594 BIDDLE MODEL 210801-R
GRINDING FIXTURES - SEE FIGURE 3 THROUGH FIGURE 8 AND TABLE 1
THROUGH TABLE 9, CHAPTER 2
STONE, CLEAN-UP MEDIUM, W/HANDLE 414-6748 GENERAL SURFACE MAINTENANCE IF TIR IS OK,
REMOVE SMALL RIDGES ETC.
STONE, CLEAN-UP FINE, W/HANDLE 414-6749 GENERAL SURFACE MAINT. IF TIR IS OK, USE
1
STONE, CLEAN-UP POLISH, W/HANDLE 414-6750 GENERAL SURFACE MAINT. IF TIR IS OK, USE
ELECTRONIC PROFILER, PRINTER & ACCESS. 418-5659 SEE MM2 6000 PROFILER ADAPTERS
(BRUSH BOX MOUNTED) COMMUTATOR TIR 2
CHECKING
RUBBER GLOVES 153-9311 SAFETY
NONE
TAPE, ELECTRICAL 151-0163 MISCELLANEOUS USE
Table 1. TOOLS AND TEST INSTRUMENTS FOR ADJUSTMENT OF MOTORS

(QUANTITIES ARE 1 EACH)
SERVICE MANUAL
FIGURE 1-2 MDC
Figure 2. ELECTRONIC PROFILER FOR USE IN BRUSH BOX

PART 2, CHAPTER 5
SETTING NEUTRAL PLANE
SERVICE MANUAL
NOTES
SERVICE MANUAL
CHAPTER 5 SETTING THE NEUTRAL PLANE AND FIGURE 1 MDC
5 SETTING NEUTRAL PLANE

Figure 1 BRUSH SEATING

Figure 2 INTERNAL ARMATURE CONNECTIONS
Figure 3 INSTALLATION SIMPSON METER TO BRUSH PIGTAILS (1 OF 3)
Figure 4 INSTALLATION OF SIMPSON METER TO BRUSH PIGTAILS (2 OF 3)
Figure 5 INSTALLATION OF SIMPSON METER TO BRUSH PIGTAILS (3 OF 3)
Figure 6 SETTING SIMPSON METER TO 1 ma SCALE
Figure 7 CONNECTION OF FIELD LEADS TO 24 VDC
Figure 8 ARMATURE ROTATION TO SEAT BRUSHES AGAINST ONE SIDE OF
BRUSH BOX
Figure 9 APPLYING 24VDC TO FIELDS
Figure 10 OBSERVING SIMPSON METER NEEDLE DEFLECTION
Figure 11 LOOSENING BRUSH RING RETAINER BOLTS (1 OF 2)
Figure 12 LOOSENING BRUSH RING RETAINER BOLTS (2 OF 2)
Figure 13 ROTATING BRUSH RING (1 OF 3)
Figure 16 MARKING POSITION WHERE MINIMUM NEEDLE DEFLECTION IS
OBTAINED - CW ROTATION
Figure 17 ROTATING ARMATURE COUNTERCLOCKWISE TO SEAT BRUSHES
AGAINST ONE SIDE OF BRUSH BOX
Figure 18 MARKING POSITION WHERE MINIMUM NEEDLE DEFLECTION IS
OBTAINED - COUNTERCLOCKWISE ROTATION
Figure 19 POSITIONING BRUSH RING BETWEEN CW AND CCW MARKS
Tools required:
z 24V power source
z Simpson 260 analog meter
1. Seat the brushes so that there is 100% contact across the face of the brush as shown in
Figure 1.
SERVICE MANUAL
CHAPTER 5 SETTING THE NEUTRAL PLANE AND FIGURE 1 MDC
Figure 1. BRUSH SEATING
SERVICE MANUAL
SETTING THE NEUTRAL PLANE CONT'D AND FIGURE 2 MDC
2. Disconnect and isolate the A and B armature leads to the motor. Note the internal
Training only!
armature Always use
connections your
of the machine
motor original
as shown documentation!
in Figure 2.
3. Disconnect and isolate the H and I field leads to the motor. Note the internal field
connections of the motor as shown in Figure 2.
Figure 2. INTERNAL ARMATURE CONNECTIONS
SERVICE MANUAL
SETTING THE NEUTRAL PLANE CONT'D AND FIGURES 3 AND 4 MDC
4. Connect the leads of the Simpson 260 meter to the brush pigtails of two adjacent brush
Training only!
assemblies Always
(90° use
apart). yourtomachine
Refer Figures original
3, 4, anddocumentation!
5.
Figure 3. INSTALLATION SIMPSON METER TO BRUSH PIGTAILS (1 OF 3)
Figure 4. INSTALLATION OF SIMPSON METER TO BRUSH PIGTAILS (2 OF 3)
SERVICE MANUAL
Figure 5. INSTALLATION OF SIMPSON METER TO BRUSH PIGTAILS (3 OF 3)
SERVICE MANUAL
Turn the only!

5. Training switch on theuse
Always Simpson 260 meter
your machine to thedocumentation!
original 1 ma scale. Refer to Figure 6.
Figure 6. SETTING SIMPSON METER TO 1 ma SCALE
SERVICE MANUAL
6. Connect the field leads (H and I) to a 24V power source (such as two machine batteries in
TrainingLarge
series) only! Always
batteriesuse
willyour
givemachine original
better test documentation!
results. Refer to Figure 7.
Figure 7. CONNECTION OF FIELD LEADS TO 24 VDC

7. Install a high capacity knife switch or contactor in line with one of the leads. (Note that it is
possible to do this test without a switch but there will be significant arcing and the motor
leads may be damaged.)
SERVICE MANUAL
8. Slowly rotate the armature several degrees in a clockwise direction and allow it to come to
Training
a only!
complete Always
stop use
so that allyour machine
of the brushesoriginal documentation!
are seated against one side of the brush box.
Refer to Figure 8.
Figure 8. ARMATURE ROTATION TO SEAT BRUSHES AGAINST ONE SIDE OF BRUSH

BOX
SERVICE MANUAL
SETTING THE NEUTRAL PLANE CONT'D AND FIGURE 9 AND 10 MDC
9. Close the switch. This will apply power to the fields. Wait for several seconds. Refer to
Training
Figure 9.only! Always use your machine original documentation!
Figure 9. APPLYING 24VDC TO FIELDS
SERVICE MANUAL
SETTING THE NEUTRAL PLANE CONT'D AND FIGURE 9 AND 10 MDC
Observeonly!
10. Training the Always
meter while opening
use your the original
machine switch. documentation!
Note that there will be an arc when the
switch is opened.
Figure 10. OBSERVING SIMPSON METER NEEDLE DEFLECTION

11. The needle on the meter should move up. If the needle is trying to move down – switch the
polarity switch to the other position. Or switch the leads.
12. The deflection of the needle should be less than .02ma.
SERVICE MANUAL
13. If the deflection is greater than acceptable, proceed to the following:
z Loosen the 4 bolts slightly which hold the brush ring to the endbell. Do not loosen the
bolts too much. They should be just loose enough so that the brush ring can be rotated
with a bar. Refer to Figure 11 and 12.
Figure 11. LOOSENING BRUSH RING RETAINER BOLTS (1 OF 2)
Figure 12. LOOSENING BRUSH RING RETAINER BOLTS (2 OF 2)
SERVICE MANUAL
z With a lever as shown, rotate the brush ring slightly in either direction. Refer to Figures
Training
13, 14 only! Always use your machine original documentation!
and 15.
Figure 13. ROTATING BRUSH RING (1 OF 3)

z Rotate the armature several degrees in a clockwise direction and allow it to come to a
complete stop so that the brushes are seated against one side of the brush box.
SERVICE MANUAL

z Close the switch. This will apply power to the fields. Wait for several seconds.
z Observe the meter while opening the switch.
a. If the deflection is greater – the brush ring was rotated away from the neutral
plane.
b. If the deflection is less – the brush ring was rotated toward the neutral plane.
z Repeat the previous steps until meter movement is minimum.
z Mark the brush ring position. Refer to Figure 16.
Figure 16. MARKING POSITION WHERE MINIMUM NEEDLE DEFLECTION IS OBTAINED

- CW ROTATION
SERVICE MANUAL
14. Slowly rotate the armature several degrees in a counter-clockwise direction and allow it to
Training
come to aonly! Alwaysstop
complete useso
your
thatmachine original
the brushes aredocumentation!
seated against one side of the brush box.
Refer to Figure 17.
Figure 17. ROTATING ARMATURE COUNTERCLOCKWISE TO SEAT BRUSHES

AGAINST ONE SIDE OF BRUSH BOX
15. Close the switch. This will apply power to the fields. Wait for several seconds.
16. Observe the meter while opening the switch.
17. The needle on the meter should move up. If the needle is trying to move down – switch the
polarity switch to the other position.
18. The deflection of the needle should be less than .02ma.
19. If the deflection is greater than acceptable, proceed to the following:
z Loosen the 4 bolts slightly which hold the brush ring to the endbell. Do not loosen the
bolts too much. They should be just loose enough so that the brush ring can be rotated
with a bar.
z With a lever as shown, rotate the brush ring slightly in either direction.
z Rotate the armature several degrees in a counter-clockwise direction and allow it to
come to a complete stop so that the brushes are seated against one side of the brush
box.
z Close the switch. This will apply power to the fields. Wait for several seconds.
z Observe the meter while opening the switch.
a. If the deflection is greater – the brush ring was rotated away from the neutral
plane.
b. If the deflection is less – the brush ring was rotated toward the neutral plane.
z Repeat the previous steps until meter movement is minimum.
z Mark the brush ring position. Refer to Figure 18.
SERVICE MANUAL
Figure 18. MARKING POSITION WHERE MINIMUM NEEDLE DEFLECTION IS OBTAINED

- COUNTERCLOCKWISE ROTATION
20. Position the brush ring so that it is in the middle of the two marked positions – one for CW
rotation of armature (brushes against one side of boxes) and one for CCW rotation of
armature (brushes against the other side of boxes). Refer to Figure 19.
Figure 19. POSITIONING BRUSH RING BETWEEN CW AND CCW MARKS.

21. Tighten the bolts.
22. Retest for equal and minimal deflection with rotation both directions.
SERVICE MANUAL
A motor rebuild facility can test for neutral plane setting by running the
motor with a fixed amount of field and armature current and accurately
measuring the rpm. If the field is swapped and the test repeated – the rpm
should be the same – but in the opposite direction. If the rpm values are
different then the neutral plane is not properly set.
SECTION 24
FORMS AND TORQUE CHART
SERVICE MANUAL
NOTES
SERVICE MANUAL
REQUEST FOR MANUAL CORRECTION OR ADDITIONAL INFORMATION 1
Report No. _________________________
REQUEST FOR MANUAL CORRECTION
OR ADDITIONAL INFORMATION
Name or Title of Publication____________________________________________________
Machine Model No. _____________ Machine Serial No. ________________
Volume No. ____________ Publication No. ____________ Page No. ______________
Paragraph No. _____________ Figure No. _____________
Publication Control Number (from lower left corner or page in manuals)

____________________
Manual Correction or Information Requested

(describe thoroughly - use additional sheets if necessary)
Suggestions
(describe thoroughly - use additional sheets if necessary)
Change Requested By:
________________________________________________________________
Name/Company
________________________________________________________________
Address/Dept.
_____________________________ ______________________________
Phone Date
Mail to: Technical Publications Department, LeTourneau, Inc., P.O. Box 2307, Longview,
Texas 75606
SERVICE MANUAL
NOTES
SERVICE MANUAL
IMPORTANCE OF PROPER BOLT TORQUE & GRADE IN MACH OP 1
THE only!
Training IMPORTANCE OF PROPER
Always use your machine BOLT TORQUE
original documentation! AND
GRADE IN MACHINE OPERATION
Many times in an effective maintenance program, the difference in loss of production, increase
in machine life and dollar savings is simply a matter of maintaining proper torque on nuts and
bolts. Torque values and bolt grades for various machine components are in the CAPSCREW
TORQUE CHART on page 024A0003A (d).
BOLT TORQUE IN MACHINE MAINTENANCE
COMPONENT FAILURE
Failure analysis of fasteners on rotating, reciprocating, and sometimes in static equipment
shows that in most cases, failure was caused by improper tightening and torquing of the bolted
connections. When a bolted connection loses the designed preload (clamping force), the major
consequence is the sacrifice of the structural integrity. This can result in premature failure due
to fatigue in cyclic loading applications.
TORQUE SETTING PROCEDURES
The following guidelines provide general information concerning the proper setting of bolt
torque:
a. ALWAYS use the recommended torque pattern. If not available, use the crisscross
method.
b. Apply preload incrementally until full torque values are reached. Do not apply full torque
to one fastener then go to the next. This will introduce bending and overloading of
fasteners, causing premature failure.
c. Do not use a “cheater” pipe or double wrench.
d. The use of lubricants and anti-seize compounds greatly reduces the torque required to
achieve a specific clamping force.
The torque specifications listed on the CAPSCREW TORQUE CHART (page

024A0003A (d), provide recommendations for both dry and lubricated threads.
Lubricated fasteners should be lubricated with 30W motor oil on the threads and
under the heads.
LOSS OF PRELOAD
It is important that tightness and torques be checked routinely as shown in the P.M.
SCHEDULES (POST BREAK-IN PERIOD) beginning on page 004AJ001 (d).
Bolts may become loose even when they are torqued to specifications. This is possible
because after initial tightening, some of the preload is lost due to vibration from operational
conditions and the redistribution of loading in the bolted members.
BOLT, CAPSCREW, NUT AND WASHER GRADE SPECIFICATIONS
The use of the proper grade bolts, capscrews, nuts and washers as the machine is
originally equipped cannot be stressed too highly. The grade markings for bolts and
capscrews are provided in the CAPSCREW TORQUE CHART on page 024A0003A (d). All
bolts and capscrews used on LeTourneau, Inc. equipment are Grade 8 or better. Refer to the
PARTS CATALOG for the LeTourneau, Inc. part numbers of the bolts, capscrews, nuts and
washers as shown in the component illustrations in the SERVICE manual.
SERVICE MANUAL
IMPORTANCE OF PROPER BOLT TORQUE & GRADE IN MACH OP 1
Be careful to not mix metric with standard fasteners. Mismatched or incorrect

fasteners will cause machine damage or malfunction and may result in personal
injury.
The few dollars saved by using lower quality fasteners will not justify the cost of
injury to personnel, downtime and machine repair or component replacement
should the bolts fail.
IMPACT SOCKETS
Service of the machine requires periodically checking the torque on the wheels, ball caps,
drivers, etc. Twelve-point capscrews of 1”, 1-1/4” and 1-1/2” are used in these locations. It is
often difficult to locate and purchase the proper impact socket for these capscrews, due to tight
clearances at some locations. One-inch drive, 12-point impact sockets for use in torquing
these capscrews are available from LeTourneau, Inc. under the part numbers listed in the table
below.
It is essential to use a calibrated torque wrench and, when required, a torque

multiplier to accurately torque the capscrews on the machine to the specifications
listed on the CAPSCREW TORQUE CHART on page 024A0003A (d). Use of an air
impact wrench alone, in lieu of a calibrated torque wrench, could result in improper
tightening, ultimately causing component damage.
PART NO. DESCRIPTION CROSS REFERENCE
408-0806 1”, 12-pt., 1” sq. drive, impact socket APEX 8132-D-1”
2” outside diameter
416-2114 Modified 408-0806 (1”, 12-pt., 1” sq. drive, APEX 8132-D-1”
impact socket) (408-0806 O.D. machined
down to 1.75” for easier fit
between driver and wheel)
408-6118 1-1/4”, 12-pt., 1” sq. drive, impact socket APEX 8440-D-1-1/4”
415-0243 1-1/2”, 12-pt., 1” sq. drive, impact socket APEX 8148D
SERVICE MANUAL
STEEL CAPSCREW AND BOLT-NUT TORQUE SPECIFICATIONS 1
STEEL
Training CAPSCREW
only! Always use yourAND BOLT-NUT
machine TORQUE SPECIFICATIONS
GRADE 8 FASTENERS Alloy Steel 12PT and Hex Socket
Capscrews
SIZE IN FRACT.
THREAD USA UNITS METRIC UNITS USA UNITS METRIC UNITS
& DEC.
FT. LB. N-M FT. LB. N-M
**LUBED **LUBED **LUBED **LUBED
1/4 20 UNC 9 13 12 16
(0.25) 28 UNF 10 14 14 19
5/16 18 UNC 18 25 24 33
(0.3125) 24 UNF 20 27 27 37
3/8 16 UNC 33 45 45 61
(0.375) 24 UNF 37 50 50 68
7/16 14 UNC 52 71 70 95
(0.4375) 20 UNF 58 79 79 107
1/2 13 UNC 80 109 108 146
(0.5) 20 UNF 90 122 122 165
5/8 11 UNC 159 216 203 275
(0.625) 18 UNF 180 244 230 312
3/4 10 UNC 282 383 361 490
(0.75) 16 UNF 315 427 403 546
1 8 UNC 682 925 872 1182
(1.0) 14 UNS 764 1,036 977 1325
1-1/4 7 UNC 1,363 1,848 1744 2365
(1.25)
* See Note below 12 UNF 1,509 2,046 1930 2617
1-1/2 6 UNC 2,371 3,215 3033 4113
(1.5) 12 UNF 2,668 3,618 3413 4628
BOLT AND CAPSCREW MARKINGS ON HEAD
** TORQUE TO 70% OF GRADE 8

VALUE (LUBED)
**LUBED - LUBRICATED WITH 30W OIL ON THREADS AND UNDER THE HEAD
* Note: See Special Torque Specifications for Lift Arm Ball Caps on reverse side.
SERVICE MANUAL
SPECIAL
Training only! Always use TORQUE
your machine SPECIFICATIONS:
USA UNITS METRIC
SIZE IN FRACT. & TORQUE FT- UNITS
TYPE THREAD LB. TORQUE N-M OTHER INFO & WHERE USED
DEC.
LUBED LUBED
3/4 ALUMINUM 16 UNF 113 153 ALUMINUM CAPSCREW
(0.75) 2024-T4 (MOTOR PINION FOR BALANCING)
15/16 ALUMINUM 12 NF 214 290 TAPER AND FLAT

(.9375) 2024-T4 (2
START)
1-1/4 12 pt 12 UNC 1900 2577 12 PT. LOADER HOIST ARM BALL CAPS
L-1350, 1400, 1800, 1850, 2350 Reference SIL
251
LIFT ARM BALL CAPS TO USE FERRY BRAND CAPSCREWS ONLY
1-1/4 B-7 12 UNF 1,320 1,790 12 PT. LOADER HOIST ARM BALL CAPS
ON HEAD L-1000/L-1100 ONLY
3/8 12 pt 24 NF 25 34
2 Thread Steel Capscrews with 12 point heads
9/16 12 pt 18 NF 87 119
15/16 12 pt 14 NF 428 584 (2 START)
1-5/16 12 pt 12 NF 1216 1660
TYPICAL MARKINGS ON ALLOY CAPSCREW HEADS
TYPICAL MARKINGS ON B-7, GRADE 5 and 2-START CAPSCREWS
SERVICE MANUAL
Key Items:
z “Lubed” is defined as having the threads and under the head lubricated with 30W oil. No
other lubricant is specified.
z All capscrews and bolts should be started by hand until a minimum of three (3) threads
are engaged prior to any air impact equipment being used.
z If a procedure calls out for the use of LOCTITE® thread sealant on the threads, the
torque specification for “lubed” should be used. The threads on both the fastener and
mating part should be thoroughly cleaned with a proper solvent prior to use of
LOCTITE®.
z Certain applications in components such as drivers or lift arm ball caps may specify a
FERRY brand of capscrew. Use only FERRY brand capscrews in these applications.
z LeTourneau, Inc. recommends that any 12-pt. LeTourneau-fabricated capscrews (refer to
illustration under BOLT AND CAPSCREW MARKINGS ON HEAD) be replaced at the
time of repair with alloy capscrews. If new capscrews are not available, then the
LeTourneau-fabricated capscrews can only be torqued to 70% of Grade 8 value (lubed).
Also refer to "B-7 STEEL ALUMINUM SPECIAL CAPSCREW TORQUE SPECIFICATIONS"
on (next page)".
SERVICE MANUAL
B-7 ALUMINUM SPECIAL CAPSCREWS 1
B-7 STEEL
Training only! Always use yourALUMINUM SPECIAL
machine original CAPSCREW
documentation!
TORQUE SPECIFICATIONS
USA UNITS METRIC UNITS OTHER
SIZE IN
TORQUE FT. LB. TORQUE FT. LB. INFO. &
FRACT. & TYPE THREAD
WHERE
DEC. DRY LUB. DRY LUB. USED
MOTOR
3/4 PINION
ALUM 16 UNF 114 86 155 117 FOR
(0.75)
BALANCING
MOTOR
3/4 PINION
ALUM 12 NF 217 63 294 85 FOR
(0.75)
BALANCING
3/4 MOTOR
ALUM 16 UNF 150 113 203 153 PINION
(0.75)
NOT
15/16 B7 12 NF CURRENT
285 214 387 290 PRODUCTION
(1.250) ON HEAD (2 Thd.)
MACHINES
12 PT.
LOADER
1-1/4 B7 HOIST ARM
12 UNF 1,760 1,320 2,387 1,790 BALL CAPS
(1.250) ON HEAD
L-1000/L-1100
ONLY
LUB=LUBRICATED - USE 30 WT. OIL ON THREADS AND UNDER HEAD

L 1850

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Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

GENERAL DESCRIPTION OF MACHINE

GENERAL INFORMATION provides illustrations of the major features and

Training only! Always use your machine original documentation!

LETOURNEAU, INC. FRONT-END LOADER OPERATING ENVIRONMENT

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

STEP 1: SETTING UP THE PRINTING PARAMETERS BEFORE PRINTING PAGES

Training only! Always use your machine original documentation!

z Print Book: Prints the entire book.

Training only! Always use your machine original documentation!

The first button (1) prints the

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

z The IE browser must also be

Training only! Always use your machine original documentation!

STEP 7: PRINTING A "PICTURE" OR "PARTS LIST" WINDOW PANE (PAGE) IN A

Training only! Always use your machine original documentation!

z If no print note appears at the

"Print Notes" are provided in the

z Once the user becomes familiar

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

(1) Click the "load pages" button located

STEP 3. IDENTIFY THE LOCATION OF THE DIFFERENT OPTIONS

(1) Page Range

Training only! Always use your machine original documentation!

z The checkboxes may be selected

To select pages to print, click on the

(2) The "Input page range" option allows

(3) To select a range of pages to be

NOTE: For more information on how to

Once the page range is typed into the

Training only! Always use your machine original documentation!

NOTE: For more information on how to

Once the "graphic" option is selected,

(3) The "Both" option causes the parts

NOTE: For more information on how to

Once the page range is typed into the

Training only! Always use your machine original documentation!

(1) Locate the note appearing behind

z This causes the note to come to

(3) Click the small "X" at the top right of

z This closes the note box.

Training only! Always use your machine original documentation!

NOTE: Pop-up notes have been kept to

PICTURE LANDSCAPE 8-1/2 X 11

DOCUMENT LANDSCAPE 8-1/2 X 11

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

Training only! Always use your machine original documentation!

Important safety information - a hazard that COULD cause serious injury or

Important information that tells how to prevent damage to equipment or

Important information (that aids in the operation, maintenance and repair of

Training only! Always use your machine original documentation!

The LeTourneau, Inc. instructional manuals DO NOT provide specific