TM-5-3895-355-14-and-P
TM 5-3895-355-14&P
TECHNICAL MANUAL
OPERATOR'S, ORGANIZATIONAL,
DIRECT SUPPORT AND GENERAL SUPPORT
MAINTENANCE MANUAL
(INCLUDING REPAIR PARTS INFORMATION AND SUPPLEMENTAL
MAINTENANCE AND REPAIR PARTS INSTRUCTIONS)
FOR
PAVING MACHINE BITUMINOUS MATERIEL CRAWLER
MOUNTED DED
MODEL BSF-400
(NSN 3895-01-063-7891)
WITH
DETROIT DIESEL ENGINE (SERIES 53)
IOWA MANUFACTURING COMPANY
HEADQUARTERS,
DEPARTMENT
OF
THE
ARMY
JANUARY 1981
IMPORTANT NOTICE!
Federal, State and Local Safety Regulations must be complied with to prevent possible danger to person(s) or property,
from accidents or harmful exposure. This equipment must be used in accordance with all operation and maintenance
instructions.
(1)
(2)
(3)
(4)
(5)
Read all warning, caution and instruction signs. Know what guards and protective devices are included and see
that each item is in place. Additional guards and protective devices, that may be required due to proximity to
related equipment, must be installed by the user (owner) before operating.
NEVER LUBRICATE OR ADJUST EQUIPMENT WHEN IT IS IN MOTION!
Always establish a positive lockout of the involved power source and block parts if necessary to prevent motion
before performing maintenance, cleaning, adjusting or repair work. Secure the power source lockout to prevent
start-up by other persons.
Wear a protective mask whenever harmful air pollution exists.
Use ear plugs wherever the noise level is above established acceptable limits.
SAFETY IS YOUR BUSINESS
Safety, based on technical skill and years of experience, has been carefully built into
your Detroit Diesel engine. Time, money and effort have been invested in making your
diesel engine a safe product. The dividend you realize from this investment is your
personal safety.
It should be remembered, however, that power-driven equipment is only as safe as the
man who is at the controls. You are urged, as the operator of this diesel engine, to keep
your fingers and clothing away from the revolving "V" belts, gears, blower, fan, drive
shafts, etc.
An accident can be prevented with your help.
a
SAFETY RECOMMENDATIONS
CEDARAPIDS Equipment is designed with the safety of all personnel in mind. Guards, covers and shields are added
whenever necessary to prevent accidental injury to operators and others working on or near the equipment.
The following basic safety recommendations should be followed:
1. All guards and covers should be replaced after adjustment or maintenance of equipment.
2. Make sure handrails and walkways are on good repair and clear of tools, spare parts and obstructions.
3. Never adjust or lubricate equipment while it is operating.
4. Stand clear of hauling equipment that is dumping material into the hopper.
5. Always look around equipment before start-up to make sure no one is near moving parts, making inspection or
adjustment.
6. Do not drop material or tools from walkways or ladders without being positive that no one is below.
7. Blocking under-and around plants must be suitable material and properly placed to support the structure.
Periodically check blocking for signs of failure or shifting that could allow structure to fall.
8. Electricians should handle any kind of work on electrical equipment. Avoid touching any loose or misplaced
electrical wires. Consider them all dangerous.
9. Mark all inflammable materials; such as, oils, greases, and gasoline. Store these materials in an incombustible
building situated away from the operating plant. NO SMOKING while handling flammable material.
10. Proper clothing while on the job is important. Wear shoes with safety toes to protect your toes from falling objects.
Do not wear loosely hanging clothes or neck ties on the job. This type of clothing will get caught in moving parts
of the equipment and-generally hinders work. The use of hard hats and safety glasses or goggles are definite
safety protective equipment and are required by many safety conscious contractors.
11. Think safety! If you have and maintain an attitude of safety on the job, then the chances of being injured are very
greatly reduced. Point out hazards and instruct new employees on safety.
b
GUIDE TO GROUNDING SAFEGUARDS
ON ELECTRICALLY POWERED EQUIPMENT
7. Each generator of engine-generator installations must
have its case (frame) bonded to the neutral connection of
the generator power windings. This connection we refer
to as the "common generator ground".
1. Each electric drive motor must have its frame
electrically bonded to its controlling starter. This is to be
by a conductor of equal size to the conductors feeding
power to the motor. The bonding shall be by the junction
box mounting bolt at the motor end, and by a starter
mounting bolt at the starter end. The bonding must be by
tight connection of clean metal to clean metal.
8. The common generator ground(s) must, wherever
possible, be connected to a driven or plate earth ground
in accordance with Article 250, Section H, of the 1962
National Electric Code.
2. All electric motor starters on a unit (separate piece of
equipment) must have their cases (enclosures) bonded to
each other, and to the metal structure of the unit.
9. In addition to the earth ground at the common
generator grounds(s), there must also be at least one
earth ground of the driven rod type or plate type to which
the metallic supporting structures of the units are bonded.
When operating a group of. highly portable units, such as
in a quarry installation, the portable unit or units nearest
the moist earth (quarry face) and nearest the metallic
mounted equipment (track mounted shovel, etc.) shall
have earth grounds.
3. All individually mounted push button units (not
mounted on the starter covers) must have their cases
(enclosures) bonded to the starter enclosure or encloses.
4. When electric drives are used on one or more
portable units (separate pieces of equipment) in an
installation, the metallic supporting structures of all units
used in that installation must be bonded to each other by
a bonding wire having a size rating of not less than
#6AWG, and equal in size to the largest power supplying
conductor. It is especially important that portable units
using no electric drives be bonded to electrically driven
units.
10. When plugs and receptacles are used as a means of
disconnecting power supplying or distributing lines, the
plugs and receptacles shall have separate connections for
the bonding wire(s).
Wherever possible, these
connections should be by separate pins rather than by the
plug and receptacle cases.
5. The starter or group of starters on each unit must
have their cases (enclosures) bonded to the main power
supply disconnect case (enclosure). This may be by a
grounding conductor or conductors in the power supply
cable(s).
11. Damaged electric power supply cables and damaged
electric power distribution cables are hazardous. All
exposed electric power supply conductors or exposed
electric terminals must be guarded against accidental
contact by operating personnel.
6. The main power disconnect case (enclosure) must be
bonded to the ground approved by the power supply
company when electric energy is purchased, or to the
generator common-ground when electric energy is being
generated by one or more engine-generator sets.
12. Manufacturers of equipment using electrical products
cannot be responsible for owners and operators safety
unless the above recommendations are followed...Play
Safe ...Electrical Currents Can Kill.
c
INTRODUCTION
To The Owner and Operator:
In this manual we have tried to provide information which will give you a clear understanding of equipment construction,
function, capabilities and requirements. The details are compiled from the knowledge and experience of highly qualified
people at our factory and in our field organizations. By reading and using this information we believe you can better
obtain the highest degree of performance efficiency, the maximum service life from normal wear-absorption parts, and
the lowest possible maintenance expense. It is our strong recommendation that all persons directly involved with the
equipment, be familiar with the contents of this manual.
Respectfully,
IOWA MANUFACTURING COMPANY
TO THE OPERATOR
This manual contains instructions on the operation and preventive maintenance of your
Detroit Diesel engine.
Sufficient descriptive material, together with numerous
illustrations, is included to enable the operator to understand the basic construction of
the engine and the principles by which it functions. This manual does not cover engine
repair or overhaul.
Whenever possible, it will pay to rely on an authorized Detroit Diesel Allison Service
Outlet for all your service needs from maintenance to major parts replacement. There
are over 1500 authorized service outlets in the U.S. and Canada. They stock factory
original parts and have the specialized equipment and personnel with technical
knowledge to provide skilled and efficient workmanship.
The operator should familiarize himself thoroughly with the contents of the manual
before running an engine, making adjustments, or carrying out maintenance procedures.
The information, specifications and illustrations in this publication are based on the
information in effect at the time of approval for printing. Generally, this publication is
reprinted annually. It is recommended that users contact an authorized Detroit Diesel
Allison Service Outlet for information on the latest revision. The right is reserved to
make changes at any time without obligation.
WARRANTY
The applicable engine warranty is contained in the form entitled POLICY ON OWNER
SERVICE, available from authorized Detroit Diesel Allison Service Outlets.
d
This manual contains copyright material and published with permission of Detroit Diesel Allison, Division of General
Motors Corporation: and Iowa Manufacturing Company.
TM 5-3895-355-14&P
TECHNICAL MANUAL
HEADQUARTERS
DEPARTMENT OF THE ARMY
WASHINGTON, DC, 26 January 1981
No. 5-3895-355-14&P
Operator's,. Organizational, Direct Support and General Support
Maintenance Manual
(Including Repair Parts Information and Supplemental
'Maintenance and Repair Parts Instructions)
For
PAVING MACHINE BITUMINOUS MATERIEL CRAWLER MOUNTED DED
MODEL BSF-400
(NSN 3895-01-063-7891)
WITH
DETROIT DIESEL ENGINE (SERIES 53)
IOWA MANUFACTURING COMPANY
REPORTING OF ERRORS
You can help improve this manual. If you find any mistake or if you know of a way to improve the procedures,
please let us know. Mail your letter, DA Form 2028 (Recommended Changes to Publications and Blank Forms),
or DA Form 2028-2 located in the back of this manual direct to: Commander, US Army Tank-Automotive
Command, ATTN: DRSTA-MB, Warren, MI 48090. A reply will be furnished to you.
NOTE
This manual is published for the purpose of identifying an authorized commercial manual for the use of
the personnel to whom the paving machine is issued.
Manufactured by: Detroit Diesel Allison, Division of General Motors Corp.
Iowa Manufacturing Company
Procured under Contract Nos: DSA 700-77-C-8481 and DAAE07-79-C5795
This technical manual is an authentication of the manufacturers' commercial literature and does not conform
with the format and content specified in AR 310-3, Military Publications. This technical manual does, however,
contain available information that is essential to the operation and maintenance of the equipment.
Part I.
II.
III.
IV.
V.
VI.
VII,
Operators Instructions for Series 53 Engine
Parts Listing for Detroit Diesel Engine
Equipment Operation and Maintenance Instructions
Vane Pumps
Service Instructions for Cyclopac Series Air Cleaners
Parts Listing for Paving Machine, Bituminous Material, Crawler Mounted, Model BSF-400
Supplemental Operating, Maintenance and Repair Parts Instructions
i
PART I. OPERATOR'S INSTRUCTIONS
For Series 53 Engines
TABLE OF CONTENTS
SUBJECT
PAGE
DESCRIPTION
Principles of Operation...................................................................................................................................
General Description .......................................................................................................................................
Model Description ..........................................................................................................................................
General Specifications ...................................................................................................................................
Engine Model and Serial Number -Designation ..............................................................................................
Built-In Parts Book .........................................................................................................................................
Cross Section Views of Engine.......................................................................................................................
4
5
6
8
9
9
10
ENGINE SYSTEMS
Fuel System...................................................................................................................................................
Air System .....................................................................................................................................................
Lubricating System.........................................................................................................................................
Cooling System..............................................................................................................................................
13
17
22
25
ENGINE EQUIPMENT
Instrument Panel, Instruments and Controls ...................................................................................................
Engine Protective Systems ............................................................................................................................
Electrical Starting System ..............................................................................................................................
Hydraulic Starting System ..............................................................................................................................
Cold Weather Starting Aids ............................................................................................................................
Governors ......................................................................................................................................................
Transmissions ................................................................................................................................................
31
33
37
38
41
44
44
OPERATING INSTRUCTIONS
Engine Operating Instructions ........................................................................................................................
A. C. Power Generator Set Operating Instructions..........................................................................................
47
51
LUBRICATION AND PREVENTIVE MAINTENANCE
Lubrication and Preventive Maintenance........................................................................................................
Fuel, Lubricants and Coolants ........................................................................................................................
55
66
ENGINE TUNE-UP PRO)CEDURES
Engine Tune-Up Procedures ..........................................................................................................................
Exhaust Valve Clearance Adjustment ............................................................................................................
Timing Fuel Injector .......................................................................................................................................
Limiting Speed Mechanical Governor (In-Line Engines) .................................................................................
Limiting Speed Mechanical Governor (6V-53 Engine) ....................................................................................
Variable Speed Mechanical Governor (In-Line Open Linkage) .......................................................................
Variable Speed Mechanical Governor (In-Line Enclosed Linkage)..................................................................
Variable Speed Mechanical Governor (6V-53 Engine)....................................................................................
Supplementary Governing Device Adjustment ...............................................................................................
Hydraulic Governor (In-Line Engine) ..............................................................................................................
Hydraulic Governor (6V-53 Engine)................................................................................................................
77
78
80
81
86
91
95
100
105
109
112
STORAGE .....................................................................................................................................................
113
BUILT-IN PARTS BOOK ...............................................................................................................................
117
OWNER ASSISTANCE..................................................................................................................................
141
ALPH ABETICAL INDEX ...............................................................................................................................
Page 3
143
DESCRIPTION
PRINCIPLES OF OPERATION
The diesel engine is an internal combustion power unit, in which the heat of fuel is converted into work in the cylinder of
the engine.
In the diesel engine, air alone is compressed in the cylinder; then, after the air has been compressed, a charge of fuel is
sprayed into the cylinder and ignition is accomplished by the heat of compression.
The Two-Cycle Principle
In the two-cycle engine, intake and exhaust take place during part of the compression and power strokes respectively, as
shown in Fig. 1. In contrast, a four-cycle engine requires four piston strokes to complete an operating cycle; thus, during
one half of its operation, the four-cycle engine functions merely as an air pump.
A blower is provided to force air into the cylinders for expelling the exhaust gases and to supply the cylinders with fresh
air for combustion. The cylinder wall contains a row of ports which are above the piston when it is at the bottom of its
stroke. These ports admit the air from the blower into the cylinder as soon as the rim of the piston uncovers the ports as
shown in Fig. 1 (scavenging).
The unidirectional flow of air toward the exhaust valves produces a scavenging effect, leaving the cylinders full of clean
air when the piston again covers the inlet pons.
As the piston continues on the upward stroke, the exhaust valves close and the charge of fresh air is subjected to
compression as shown in Fig. 1 (compression).
Shortly before the piston reaches its highest position, the required amount of fuel is sprayed into the combustion chamber
by the unit fuel injector as shown in Fig. 1 (power). The intense heat generated during the high compression of the air
ignites the fine fuel spray immediately. The combustion continues until the injected fuel has been burned.
The resulting pressure forces the piston downward on its power stroke. The exhaust valves are again opened when the
piston is about halfway down, allowing the burned gases to escape into the exhaust manifold as shown in Fig. I (exhaust).
Shortly thereafter, the downward moving piston uncovers the inlet ports and the cylinder is again swept with clean
scavenging air. This entire combustion cycle is completed in each cylinder for each revolution of the crankshaft, or, in
other words, in two strokes; hence, it is a "two-stroke cycle".
Fig. 1 - The Two-Stroke Cycle
Page 4
Description
GENERAL DESCRIPTION
The two-cycle diesel engines covered in this manual have the same bore and stroke and many of the major working parts
such as injectors, pistons, connecting rods, cylinder liners and other parts are interchangeable.
The In-line engines, including the inclined marine models, include standard accessories such as the blower, water pump,
governor and fuel pump, which, on some models, may be located on either side of the engine regardless of the direction
the crankshaft rotates. Further flexibility in meeting installation requirements is achieved with the cylinder head which
can be installed to accommodate the exhaust manifold on either side of the engine.
The V-type engine uses many In-line engine parts, including the 3-53 cylinder head. The blower is mounted on top of the
engine between the two banks of cylinders and is driven by the gear train. The governor is mounted on the rear end of
the 6V-53 blower.
The meaning of each digit in the model numbering system is shown in Figs. 2 and 3. The letter L or R indicates left or
right-hand engine rotation as viewed from the front of the engine. The letter A,B,C or D designates the blower and
exhaust manifold location on the In-line engines as viewed from the rear of the engine while the letter A or C designates
the location of the oil cooler and starter on the 6V-53 engine.
Each engine is equipped with an oil cooler, replaceable element type lubricating oil filter, fuel oil strainer, fuel oil filter, an
air cleaner or air silencer, a governor, a heat exchanger and raw water pump or a fan and radiator, and a starting motor.
Full pressure lubrication is supplied to all main bearings, connecting rod bearings, and camshaft bearings, and to other
moving parts.
Oil is drawn by suction from the oil pan through the intake screen and pipe to the oil pump where it is pressurized and
delivered to the oil filter and the oil cooler. From the oil cooler, the oil enters oil galleries in the cylinder block and
cylinder head for distribution to the main bearings, connecting rod bearings, camshaft bearings, rocker arm mechanism
and other functional parts.
The cooling system has a centrifugal water pump which circulates the engine coolant through the oil cooler and water
jackets. The engine temperature is regulated by a thermostat(s).
Fuel is drawn from the supply tank through the fuel strainer and enters a gear type fuel pump at the inlet side. Upon
leaving the pump under pressure, the fuel is forced through the fuel filter into the inlet manifold where it passes through
fuel pipes into the inlet side of the fuel injectors. The fuel is filtered through elements in the injectors and then atomized
through small spray tip orifices into the combustion chamber. Excess fuel is returned to the fuel tank through the fuel
outlet galleries and connecting lines.
Air for scavenging and combustion is supplied by a blower which pumps air into the engine cylinders via the air box and
cylinder liner ports. All air entering the blower first passes through an air cleaner or air silencer.
The engine may be started by either a hydraulic or an electric starting system.
The engine speed is regulated by a mechanical or hydraulic type engine governor, depending upon the engine
application.
Page 5
Description
Fig. 2 - In-Line Engine Model Description, Rotation and Accessory Arrangement
Page 6
Description
Fig. 3 ·6V Engine Model Description, Rotation and Accessory Arrangement
Page 7
Description
GENERAL SPECIFICATIONS
Type.......................................................................................
Number of cylinders ...............................................................
Bore (inches) ..........................................................................
Bore (mm) ..............................................................................
Stroke (inches) .......................................................................
Stroke (mm) ...........................................................................
Compression Ratio (nominal)(standard engines).....................
Compression Ratio (nominal)("N" engines) .............................
Total Displacement - cubic inches ..........................................
Total Displacement - litres ......................................................
Number of main bearings .......................................................
3-53
2 Cycle
3
3.875
98
4.5
114
17 to 1
21 to 1
159
2.61
4
Fig. 4. Series 53 Cylinder Arrangement
Page 8
4-53
2 Cycle
4
3.875
98
4.5
114
17 to 1
21 to 1
212
3.48
5
6V-53
2 Cycle
6
3.875
98
4.5
114
17 to 1
21 to 1
318
5.22
4
Description
ENGINE MODEL AND SERIAL NUMBER DESIGNATION
Fig. 5 - Typical Model and Serial Numbers as
Stamped on Cylinder Block (In-Line Engine)
Fig 6 - Typical Model and Serial Numbers as
Stamped on Cylinder Block (6V Engine)
On the In-line engines, the model number and serial number are stamped on the right-hand side of the cylinder block in
the upper rear corner (Fig. 5). The model number and serial number on the V-type engine is located on the top righthand front corner of the cylinder block, as viewed from the rear of the engine (Fig. 6).
An option plate, attached to the valve rocker cover, is also stamped with the engine serial number and model number
and, in addition, lists any optional equipment used on the engine (Fig. 7).
With any order for parts, the engine model number and serial number must be given. In addition, if a type number is
shown on the option plate covering the equipment required, this number should also be included on the parts order.
Power take-off assemblies, torque converters, hydraulic marine gears, etc. may also carry name plates pertaining to the
particular assembly to which they are attached. The information on these name plates is useful when ordering parts for
these assemblies.
Fig. 7 - Option Plate
BUILT-IN PARTS BOOK
The Built-In Parts Book is an anodized aluminum plate (Option Plate) that fits into a retainer on the engine valve rocker
cover and contains the necessary information required when ordering parts. It is recommended that the engine user read
the section on the Built-In Parts Book in order to take full advantage of the information provided on the engine option
plate.
Numerous exploded view type illustrations are included to assist the user in identifying and ordering service parts.
Page 9
Description
Cross Section Views of a Typical In-Line Engine
Page 10
Description
Cross Section Views of a Typical 6V-53 Engine
Page 11
ENGINE SYSTEMS
The Series 53 Detroit Diesel engines incorporate four basic systems which direct the flow of fuel, air, lubricating oil, and
engine coolant.
A brief description of each of these systems and their components, and the necessary maintenance and adjustment
procedures are given in this manual.
FUEL SYSTEM
The fuel system (Figs. I and 2) consists of the fuel injectors, fuel pipes, fuel manifolds (integral with the cylinder head),
fuel pump, fuel strainer, fuel filter and the necessary connecting fuel lines.
On In-line engines, a restricted fitting is located in the cylinder head fuel return manifold outlet to maintain pressure
within the fuel system. On V-type engines, this restricted fitting is located in the left-bank cylinder head.
Fuel is drawn from the supply tank through the fuel strainer and enters the fuel pump at the inlet side. Upon leaving the
pump under pressure, the fuel is forced through the fuel filter and into the fuel inlet manifold where it passes through fuel
pipes into the inlet side of each fuel injector. The fuel is filtered through elements in the injectors and atomized
through small spray tip orifices into the combustion chamber. Surplus fuel, returning from the injectors, passes through
the fuel return manifold and connecting fuel lines back to the fuel tank.
The continuous flow of fuel through the injectors helps to cool the injectors and remove air from the fuel system.
A check valve may be installed between the fuel strainer and the source of supply as optional equipment to prevent
fuel drain back when the engine is not running.
Fuel Injector
The fuel injector combines in a single unit all of the parts necessary to provide complete and independent fuel injection at
each cylinder. The injector creates the high pressure necessary for fuel injection, meters the proper amount of fuel,
atomizes the fuel and times the injection into the combustion chamber.
Since the injector is one of the most important and carefully constructed parts of the engine, it is recommended that the
engine operator replace the injector as an assembly if it is not operating properly. Authorized Detroit Diesel Allison
Service Outlets are properly equipped to service injectors.
Fig. 1 - Schematic Diagram of Typical Fuel
System - In-Line Engine
Fig. 2 - Schematic Diagram of Typical Fuel
System - V-type Engine
Page 13
Engine Systems
Remove Injector
An injector may be removed in the following manner:
1. Clean and remove the valve rocker cover.
2. Disconnect the fuel pipes from both the injector and the fuel
connectors.
3. Immediately after removing the fuel pipes, cover the injector
inlet and outlet fittings with shipping caps to prevent dirt from
entering.
4. Turn the crankshaft manually in the direction of engine
rotation or crank the engine with the starting motor, if necessary,
until the rocker arms for the particular cylinder are aligned in a
horizontal plane.
CAUTION: If a wrench is used on the crankshaft bolt at
the front of the engine, do not turn the crankshaft in a
left-hand direction of rotation as the bolt will be
loosened. Remove the starting motor and use a pry
bar against the teeth of the flywheel ring gear to turn
the crankshaft.
5. Remove the two rocker shaft bracket bolts and swing the
rocker arm assembly away from the injector and valves.
Fig. 3 - Removing Injector from Cylinder Head
6. Remove the injector clamp bolt, washer and clamp.
7. Loosen the inner and outer adjusting screws on the injector rack control lever and slide the lever away from the
injector.
8. Free the injector from its seat as shown in Fig. 3 and lift it from the cylinder head.
9. Cover the injector hole in the cylinder head to keep foreign particles out of the cylinder.
Install Injector
Before installing an injector, be sure the beveled seat of the injector tube is free from dirt particles and carbon deposits.
A new or reconditioned injector may be installed by reversing the sequence of operations given above for removal.
Be sure the injector is filled with fuel oil. If necessary, add clean fuel oil at the inlet filter until it runs out the outlet filter.
CAUTION: On four valve cylinder heads, there is a possibility of damaging the exhaust valves if the exhaust
valve bridge is not resting on the ends of the exhaust valves when tightening the rocker shaft bracket bolts.
Therefore, note the position of the exhaust valve bridge before, during and after tightening the rocker shaft
bracket bolts.
Do not tighten the injector clamp bolt to more than 20-25 lb-ft (27-34 Nm) torque, as this may cause the moving parts of
the injector to bind. Tighten the rocker shaft bolts to 50-55 lb-ft (68-75 Nm) torque.
Align the fuel pipes and connect them to the injector and the fuel connectors. Use socket J 8932-01 and a torque wrench
to tighten the fuel pipe nuts to 12-15 lb-ft (16-20 Nm) torque.
CAUTION: Do not bend the fuel pipes and do not exceed the specified torque. Excessive tightening will twist
or fracture the flared ends of the fuel pipes and result in leaks. Lubricating oil diluted by fuel oil can cause
serious damage to the engine bearings.
Time the injector, position the injector rack control lever and adjust the exhaust valve clearance (cold setting) as outlined
in the engine tune-up procedure. If all of the injectors have been replaced, perform a complete tune-up on the engine.
Page 14
Engine Systems
Fuel Pump
A positive displacement gear-type fuel pump is attached to the
governor or blower on the In-line engines and to the flywheel
housing on the V-type engines.
A spring-loaded relief valve, incorporated in the pump body,
normally remains in the closed position, operating only when the
pressure on the outlet side (to the fuel filter) becomes excessive
due to a plugged filter or fuel line.
The fuel pump incorporates two oil seals. Two tapped holes are
provided in the underside of the pump body, between the oil
seals, to permit a drain tube to be attached. If fuel leakage
exceeds one drop per minute, the seals must be replaced. An
authorized Detroit Diesel Allison Service Outlet is properly
equipped to replace the seals.
Fuel pumps are furnished in either left or right-hand rotation,
according to the engine model, and are stamped RH or LH.
These pumps are not interchangeable and cannot be rebuilt to
operate in an opposite rotation.
Fuel Strainer and Fuel Filter
A replaceable-element type fuel strainer and fuel filter (Fig. 4)
are used in the fuel system to remove impurities from the fuel.
The strainer removes the larger particles and the filter removes
the small foreign particles.
The fuel strainer and fuel filter are basically identical in
construction, both consisting of a cover, shell and replaceable
element. Since the fuel strainer is placed between the fuel supply
tank and the fuel pump, it functions under suction; the fuel filter,
which is installed between the fuel pump and the fuel inlet
manifold in the cylinder head, operates under pressure.
Fig. 4 - Typical Fuel Strainer and Filter Mounting
Replace the elements as follows:
1. With the engine shut down, place a suitable container under the fuel strainer or filter and open the drain cock. The
fuel will drain more freely if the cover nut is loosened slightly.
2. Support the shell, unscrew the cover nut and remove the shell and element.
3. Remove and discard the element and gasket. Clean the shell with fuel oil and dry it with a cloth or compressed air.
4. Place a new element, which has been thoroughly soaked in clean fuel oil, over the stud and push it down on the seat.
Close the drain cock and fill the shell approximately two-thirds full with clean fuel oil.
5. Affix a new shell gasket, place the shell and element into position under the cover and start the cover nut on the shell
stud.
6. Tighten the cover nut only enough to prevent fuel leakage.
7. Remove the plug in the strainer or filter cover and fill the shell with fuel. Fuel system primer J 5956 may be used to
prime the fuel system.
8. Start and operate the engine and check the fuel system for leaks.
Spin-On Type Fuel Filter
A spin-on fuel strainer and fuel filter (Fig. 5) is used on certain engines. The spin-on filter cartridge consists of a shell,
element and gasket combined into a unitized replacement assembly. No separate springs or seats are required to
support the filters.
Page 15
Engine Systems
The filter covers incorporate a threaded sleeve to accept the spin-on
filter cartridges. The word "Primary" is cast on the fuel strainer cover
and the word "Secondary" is cast on the fuel filter cover for identification.
No drain cocks are provided on the spin-on filters. Where water is a
problem, it is recommended that a water separator be installed.
Otherwise, residue may be drained by removing and inverting the filter.
Refill the filter with clean fuel oil before reinstalling it.
A 1" diameter twelve-point nut on the bottom of the filter is provided to
facilitate removal and installation.
Replace the filter as follows:
1. Unscrew the filter (or strainer) and discard it.
2. Fill a new filter replacement cartridge about two-thirds full with clean
fuel oil. Coat the seal gasket lightly with clean fuel oil.
3. Install the new filter assembly and tighten it to two-thirds of a turn
beyond gasket contact.
4. Start the engine and check for leaks.
Fuel Tank
Fig. 5 - Typical Spin-On Type Fuel Strainer Refill the fuel tank at the end of each day's operation to prevent
and Fuel Filter Mounting
condensation from contaminating the fuel.
CAUTION: A galvanized steel tank should never be used for fuel storage because the fuel oil
reacts chemically with the zinc coating to form powdery flakes which quickly clog the fuel strainer
and filter and damage the fuel pump and the fuel injectors.
Engine Out of Fuel
The problem in restarting the engine after it has run out of fuel stems from the fact that after the fuel is exhausted from
the fuel tank, fuel is then pumped from the primary fuel strainer and sometimes partially removed from the secondary
fuel filter before the fuel supply becomes insufficient to sustain engine firing. Consequently, these components must be
refilled with fuel and the fuel pipes rid of air in order for the system to provide adequate fuel for the injectors.
When an engine has run out of fuel, there is a definite procedure to follow for restarting the engine.
1. Fill the fuel tank with the recommended grade of fuel oil. If only partial filling of the tank is possible, add a minimum
of ten gallons (38 litres) of fuel.
2. Remove the fuel strainer shell and element from the strainer cover and fill the shell with fuel oil. Install the shell and
element.
3. Remove and fill the fuel filter shell and element with fuel oil as in Step 2.
4. Start the engine. Check the filter and strainer for leaks.
NOTE: In some instances, it may be necessary to remove a valve rocker cover and loosen a
fuel pipe nut in order to bleed trapped air from the fuel system. Be sure the fuel pipe is
retightened securely before replacing the rocker cover.
Primer J 5956 may be used to prime the entire fuel system. Remove the filler plug in the fuel filter cover and install the
primer. Prime the system. Remove the primer and install the filler plug.
Page 16
Engine Systems
Air System
In the scavenging system used in two-cycle engines, illustrated in Figs. 6 and 7,
a charge of air is forced into the cylinders by the blower and thoroughly sweeps
out all of the burned gases through the exhaust valve ports. This air also helps to
cool the internal engine parts, particularly the exhaust valves. At the beginning of
the compression stroke, each cylinder is filled with fresh, clean air which provides
for efficient combustion.
The air, entering the blower from the air silencer or air cleaner, is picked up by the
blower rotor lobes and carried to the discharge side of the blower. The
continuous discharge of fresh air from the blower enters the air chamber of the
cylinder block and sweeps through the intake ports of the cylinder liners.
The angle of the ports in the cylinder liner creates a uniform swirling motion to the
intake air as it enters the cylinder. This motion persists throughout the
compression stroke and facilitates scavenging and combustion.
Fig. 7 - Air Intake System Through Blower and
Air Cleaners
Engine (6V-53 Engine)
Several types of air cleaners are available for use with industrial
engines. The light-duty oil bath air cleaner is used on most models.
However, a heavy-duty oil bath type or a dry type air cleaner may be installed where the engine is operating in heavy
dust concentrations.
The air cleaners are designed for fast, easy disassembly to facilitate efficient servicing. Maximum protection of the
engine against dust and other forms of air contamination is possible if the air cleaner is serviced at regular intervals.
The light-duty oil bath type air cleaner (Fig. 8) consists of a metal wool cleaning element supported inside of a housing
which contains an oil reservoir. A chamber beneath the oil
reservoir serves as a silencer for the incoming air to the blower.
Air is drawn into the cleaner by the blower and passes over the
top of the oil bath, where a major portion of the dirt is trapped,
then up through the metal wool, where the finer particles are
removed, and then down the central duct to the blower.
The heavy-duty oil bath type air cleaner (Fig. 9) consists of the
body and fixed filter assembly which filters the air and condenses
the oil from the air stream so that only dry air enters the engine.
The condensed oil is returned to the cup where the dirt settles out
of the oil and the oil is recirculated. A removable element
assembly removes a major part of the dust from the air stream
thereby decreasing the dust load to the fixed element. An inner
cup, which can be removed from the outer (oil cup), acts as a
baffle in directing the oil-laden air to the element and also
controls the amount of oil in circulation and meters the oil to the
element. The oil cup supports the inner cup and is a reservoir for
oil and a settling chamber for dirt.
Service the light-duty oil bath air cleaner as follows:
Fig. 6 - Air Intake System Through Blower
and Engine (In-line Engine)
Page 17
Engine Systems
1. Loosen the wing bolt and remove the air cleaner assembly from the air inlet
housing. The cleaner may then be separated into two sections; the upper section or
body assembly contains the filter element, the lower section consists of the oil cup,
removable inner cup or baffle and the center tube.
2. Soak the body assembly and element in fuel oil to loosen the dirt; then flush the
element with clean fuel oil and allow it to drain thoroughly.
3. Pour out the oil, separate the inner cup or baffle from the oil cup, remove the
sludge and wipe the baffle and outer cup clean.
4. Push a lint-free cloth through the center tube to remove dirt or oil.
5. Clean and check all of the gaskets and sealing surfaces to ensure air tight seals.
6. Refill the oil cup to the oil level mark only, install the baffle, and reassemble the
air cleaner.
7. Check the air inlet housing before
installing
the air cleaner assembly on the
Fig. 8 - Light Duty Oil Bath Air
engine.
The
inlet will be dirty if air cleaner
Cleaner
servicing has been neglected or if dustladen air has been leaking past the air
cleaner or air inlet housing seals.
8. Make sure that the air cleaner is seated properly on the inlet housing and
the seal is installed correctly.
Tighten the wing bolt until the air cleaner is securely mounted.
Service the heavy-duty oil bath air cleaner as follows:
1. Loosen the wing nuts and detach the lower portion of the air cleaner
assembly.
2. Remove the detachable screen by loosening the wing nuts and rotating
the screen one-quarter turn.
One of the most important steps in properly cleaning the tray type oil bath air
cleaner is a step that is most overlooked. Unless the filter tray is thoroughly
cleaned, satisfactory performance of the engine cannot be realized. The
presence of fibrous material found in the air is often underestimated and is
the main cause of the malfunctioning-of heavy-duty air cleaners. This
material comes from plants and trees during their budding season and later
from airborne seed from the same sources. Figure 10 illustrates the severity
of lugging in a tray that is 50% plugged. The solid black areas in the mesh
are accumulations of this fibrous material. When a tray is plugged in this
manner, washing in a solvent or similar washing solution will not clean it
satisfactorily. It must be blown out with high pressure air or steam to remove
the material that accumulates between the layers of screening. When a
Fig. 9 - Heavy-Duty Oil Bath Air
Cleaner
Page 18
Engine Systems
clean tray is held up to the light, an even pattern of light should be visible. It
may be necessary, only as a last resort, to burn off the lint. Extreme care
must be taken to prevent melting the galvanized coating in the tray screens.
Some trays have equally spaced holes in the retaining baffle. Check to make
sure that they are clean and open. Figure 11 illustrates a thoroughly cleaned
tray. The dark spots in the mesh indicate the close overlapping of the mesh
and emphasize the need for using compressed air or steam. It is suggested
that users of heavy-duty air cleaners have a spare tray on hand to replace the
tray that requires cleaning. Having an extra tray available makes for better
service and the dirty tray can be cleaned thoroughly as recommended. Spare
trays are well worth their investment.
3. Pour out the oil, separate the inner cup or baffle from the oil or outer cup,
remove the sludge and wipe the baffle and outer cup clean.
4. Clean and inspect the gaskets and sealing surfaces to ensure an air tight
Fig; 11 - Air Cleaner Tray (Clean)
seal.
5. Reinstall the baffle in the oil cup and refill to the proper oil level with the
same grade of oil being used in the engine.
6. Remove the hood and clean by brushing, or by blowing out with compressed air. Push a lint-free cloth through the
center tube to remove dirt or oil from the walls.
7. Inspect the lower portion of the air cleaner body and center tube each time the oil cup is serviced. If there are any
indications of plugging, the body assembly should be removed from the engine and
cleaned by soaking and then flushing with clean fuel oil. Allow the unit to drain
thoroughly.
8. Place the removable element in the body assembly. Install the body if it was
removed from the engine for servicing.
9. Install the outer cup and baffle assembly. Be sure the cup is tightly secured to the
body assembly.
All oil bath air cleaners should be serviced as operating conditions warrant. At no time
should more than 1/2" of "sludge" be allowed to form in the oil cup or the area used for
sludge deposit, nor should the oil cup be filled above the oil level mark.
The United Specialties dry-type air cleaner shown in Fig. 12 consists of a body, dust
unloader and element clamped to a base.
Air is drawn through the cleaner intake pipe and is automatically set into a circular
motion. This positive spinning of the dirty air "throws out" the heavier particles of dust
and dirt where they are collected in the dust port and then expelled through the dust unloader.
Fig. 10 - Air Cleaner Tray
The circular action continues even during low air intake at engine idle speeds.
(Plugged)
The United Specialties dry-type air cleaner should be serviced, as operating conditions
warrant, as follows:
Page 19
Engine Systems
Fig. 12 - United Specialties Dry Type Air Cleaner
1. Loosen the clamp screw and check the dust unloader for obstruction or damage.
2. Unlock the spring clamps that hold the cleaner body to the cleaner base which is bolted to the air inlet housing.
Remove the body and then remove the element from the cleaner base.
3. The paper pleated air cleaner element can be cleaned as follows:
a. For a temporary expedient in the field, tap the side or end of the element carefully against the palm of your hand.
CAUTION: Do not tap the element against a hard surface. This could damage the element.
b. Compressed air can be used when the major contaminant is dust. The compressed air (not to exceed 100 psi or 689
kPa) should be blown through the element in a direction opposite to the normal air flow. Insert the air nozzle inside
of the element and gently tap and blow out the dust with air. When cleaning the dust from the outside of the
element, hold the nozzle at least 6" from the element.
c. Wash the element if compressed air is not available, or when the contaminant is carbon, soot, oily vapor or dirt which
cannot be removed with compressed air.
d. Agitate the element in warm water containing a non-sudsing detergent.
CAUTION: Do not use water hotter than your hand can stand, solvents, oil, fuel oil or gasoline.
Preceding the washing, it helps to direct air (not exceeding 100 psi or 689 kPa) through the element in a direction
opposite the normal air flow to dislodge as much dust as possible. Reverse flush with a stream of water (not exceeding
40 psi or 276 kPa) until the water runs clean to rinse all loosened foreign material from the element. Shake out excess
water from the element and allow it to dry thoroughly.
CAUTION: Do not attempt to remove excess water by using compressed air.
4. Inspect the cleaned element with a light bulb after each cleaning for damage or rupture. The slightest break in the
element will admit sufficient airborne dirt to cause rapid failure of piston rings. If necessary, replace the element.
5. Inspect the gasket on the end of the element. If the gasket is damaged or missing, replace the element.
6. Install the element on the base with the gasket side of the element down against the base. Place the body over the
element and base and tighten the spring clamps by hand.
7. Replace the element after 10 washings or I year of service, whichever comes first, or any time damage is noted.
8. Install the dust unloader and tighten the clamp. The Farr dry-type air cleaner, (Fig. 13) is designed to provide highly
efficient air filtration under all operating conditions and is not affected by engine speed. The cleaner assembly consists
of a cleaner panel with a replaceable impregnated paper filter element.
The cleaner panel and replaceable filter element are held together in a steel housing with fasteners.
Fig. 13 - Farr Dry Type Air Cleaner
Page 20
Engine Systems
The deflector vanes impart a swirling motion to the air entering the air cleaner and centrifuge the dust particles against
the walls of the tubes. The dust particles are then carried to the dust bin at the bottom of the cleaner by approximately
10% bleed-off air and are finally discharged into the atmosphere. The cleaner panel is fully effective at either high or low
velocities.
The remainder of the air in the cleaner reverses direction and spirals back along the discharge tubes again centrifuging
the air. The filtered air then reverses direction again and enters the replaceable filter element through the center portion
of the discharge tubes. The air is filtered once more as it passes through the pleats of the impregnated paper element
before leaving the outlet port of the cleaner housing.
The cleaner panel tends to be self-cleaning. However, it should be inspected and any accumulated foreign material
removed during the periodic replacement of the impregnated paper filter element. Overloading of the paper element will
not cause dirt particles to by-pass the filter and enter the engine, but will result in starving the engine for air.
The filter element should be replaced, as operating conditions warrant, as follows:
1. Loosen the wing nuts on the fasteners and swing the retaining bolts away from the cleaner panel.
2. Lift the cleaner panel away from the housing and inspect it. Clean out any accumulated foreign material.
3. Withdraw the paper filter element and discard it.
4. Install a new filter element.
5. Install the cleaner panel aid secure it in place with the fasteners.
Air Silencer
The air silencer, used on some marine engines, is bolted to the intake side of the blower housing. The silencer has a
perforated steel partition welded in place parallel with the outside faces, enclosing flame-proof, felted cotton waste which
serves as a silencer for air entering the blower.
While no servicing is required on the air silencer proper, it may be removed when necessary to replace the air inlet
screen. This screen is used to filter out any large foreign particles which might seriously damage the blower assembly.
Air Box Drains
During normal engine operation, water vapor from the air charge, as well as a slight amount of fuel and lubricating oil
fumes, condenses and settles on the bottom of the air box. This condensation is removed by the air box pressure
through air box drain tubes mounted on the side of the cylinder block.
The air box drains must be open at all times. With the engine running, a periodic check is recommended for air flow
from the air box drain tubes. Liquid accumulation on the bottom of the air box indicates a drain tube may be plugged.
Such accumulations can be seen by removing the cylinder block air box cover(s) and should be wiped out with rags or
blown out with compressed air. Then remove the drain tubes and connectors from the cylinder block and clean them
thoroughly.
Some engines are equipped with an air box drain check valve. Refer to the Lubrication and Preventive
Maintenance section of this manual for service instructions.
Crankcase Ventilation
Harmful vapors which may form within the engine are removed from the crankcase, gear train and valve compartment by
a continuous, pressurized ventilation system.
A slight pressure is maintained within the engine crankcase by the seepage of a small amount of air from the airbox past
the piston rings. This air sweeps up through the engine and is drawn off through a crankcase breather.
In-line engines are equipped with a breather assembly which is mounted on the rocker cover or the flywheel housing.
The 6V engines incorporate a breather assembly mounted inside of the upper engine front cover.
The wire mesh pad (element) in the breather assemblies should be cleaned if excessive crankcase pressure is observed.
If it is necessary to clean the element, remove the breather housing from the flywheel housing (In-line engines) and the
upper engine front cover (6V engines). Wash the element in fuel oil and dry it with compressed air. Reinstall the
element and the breather assembly.
Page 21
Engine Systems
LUBRICATING SYSTEM
Fig. 14 - Typical In-Line Engine Oil Filter Mounting
Fig. 15 - Typical V-Type Engine Oil Filter Mounting
The Series 53 engine lubricating system, illustrated in Figs. 16 and 17, includes an oil intake screen and tube assembly,
an oil pump, a pressure regulator, a full-flow oil filter or by-pass filter with by-pass valve, and an oil cooler with a by-pass
valve.
Lubricating oil from the pump passes from the lower front cover through short oil galleries in the cylinder block. From the
block, the oil flows to the full-flow oil filter, then through the oil cooler (if used) and back into the front engine cover and
cylinder block oil galleries for distribution to the various engine bearings. The drains from the cylinder head(s) and other
engine parts lead back to the oil pan.
Oil pressure is regulated by a pressure relief valve mounted in the engine front cover. Oil cooler and oil filter by-pass
valves prevent the stoppage of oil flow if these items become plugged.
Oil Filters
Each engine is equipped with a full-flow type lubricating oil filter (Figs. 14 and 15). If additional filtering is required, a bypass type oil filter may also be installed.
All of the oil supplied to the engine passes through the full-flow filter that removes the larger foreign particles without
restricting the normal flow of oil.
The by-pass filter assembly, when used, continually filters a portion of the lubricating oil that is being bled off the oil
gallery when the engine is running. Eventually all of the oil passes through the filter, filtering out minute foreign particles
that may be present.
The lubricating oil filter elements should be replaced, each time the engine oil is changed, as follows:
1. Remove the drain plug and drain the oil.
2. The filter shell, element and stud may be detached as an assembly, after removing the center stud from the base.
Discard the gasket.
3. Clean the filter base.
4. Discard the used element, wipe out the filter shell and install a new element on the center stud.
5. Place a new gasket in the filter base, position the shell and element assembly on the gasket and tighten the center
stud carefully to prevent damaging the gasket or center stud.
6. Install the drain plug and, after the engine is started, check for oil leaks.
Page 22
Engine Systems
Fig. 16 - Schematic Diagram of Typical In-Line Engine Lubricating System
Page 23
Engine Systems
Fig. 17 - Schematic Diagram of Typical 6V Engine Lubricating System
Page 24
Engine Systems
COOLING SYSTEM
One of three different types of cooling systems is used on a Series 53 engine: radiator and fan, heat exchanger and raw
water pump, or keel cooling. A centrifugal type water pump is used to circulate the engine coolant in each system. Each
system incorporates thermostats to maintain a normal operating temperature of 160-185°F (71-85°C). Typical engine
cooling system- are shown in Figs. 18 and 19.
Radiator Cooling System
The engine coolant is drawn from the bottom of the radiator core by the water pump and is forced through the oil cooler
and into the cylinder block. The coolant circulates up through the cylinder block into the cylinder head, then to the water
manifold and thermostat housing. From the thermostat housing, the coolant returns to the radiator where it passes down
a series of tubes and is cooled by the air stream created by the fan.
When starting a cold engine or when the coolant is below operating temperature, the coolant is restricted at the
thermostat housing(s) and a by-pass provides water- circulation within the engine during the warm-up period.
Heat Exchanger Cooling System
In the heat exchanger cooling system, the coolant is drawn by the circulating pump from the bottom of the expansion
tank through the engine oil cooler, then through the engine the same as in the radiator and fan system. Upon leaving
the thermostat housing, the coolant either passes through the heat exchanger core
Fig. 18 • Typical Cooling System for In-Line Engines
Page 25
Engine Systems
or by-passes the heat exchanger and flows directly to the water pump, depending on the coolant temperature.
While passing through the core of the heat exchanger, the coolant temperature is lowered by raw water, which is drawn
by the raw water pump from an outside supply. The raw water enters the heat exchanger at one side and' is discharged
at the opposite side.
To protect the heat exchanger element from electrolytic action, a zinc electrode is located in both the heat exchanger
inlet elbow and the raw water pump inlet elbow and extends into the raw water passage.
The length of time a heat exchanger will function satisfactorily before cleaning will be governed by the kind of coolant
used in the engine and the kind of raw water used. Soft water plus a rust inhibitor or a high boiling point type antifreeze
should be used as the engine coolant.
When foreign deposits accumulate in the heat exchanger to the extent that cooling efficiency is impaired, such deposits
can, in most instances, be removed by circulating a flushing compound through the fresh water circulating system without
removing the heat exchanger. If this treatment does not restore the engine's normal cooling characteristics, contact an
authorized Detroit Diesel Allison Service Outlet.
Fig. 19 - Typical Cooling System for V-Type Engine
Page 26
Engine Systems
Keel Cooling System
The keel cooling system is similar to the heat exchanger system, except that the coolant temperature is reduced in the
keel cooler. In this system, the coolant is drawn by the circulating pump from the bottom of the expansion tank through
the engine oil cooler. From the cooler the flow is the same as in the other systems. Upon leaving the thermostat
housing, the coolant is by-passed directly to the bottom of the expansion tank until the engine operating temperature,
controlled by the thermostat, is reached. As the engine temperature increases, the coolant is directed to the keel cooler,
where the temperature of the coolant is reduced before flowing back to the expansion tank.
ENGINE COOLING SYSTEM MAINTENANCE
Engine Coolant
The function of the engine coolant is to absorb the heat, developed as a result of the combustion process in the cylinders,
from the component parts such as exhaust valves, cylinder liners and pistons which are surrounded by water jackets. In
addition, the heat absorbed by the oil is also removed by the engine coolant in the oil-to-water oil cooler.
For the recommended coolant, refer to Engine Coolant.
Cooling System Capacity
The capacity of the basic engine cooling system (cylinder block, head, thermostat housing and oil cooler housing) is
shown in Table I.
To obtain the complete amount of coolant in the cooling system of an engine, the additional capacity of the radiator,
hoses, etc. must be added to the capacity of the basic engine. The capacity of radiators and related equipment should
be obtained from the equipment supplier.
Fill Cooling System
Before starting an engine, close all of the drain cocks and fill the cooling system completely. If the unit has a raw water
pump, it should be primed, since operation without water may cause impeller failure.
COOLING SYSTEM CAPACITY CHART
(BASIC ENGINE)
ENGINE
CAPACITY
Quarts
Litres
3-53
8
8
4-53
9
9
6V-53
14
13
TABLE 1
Start the engine and, after normal operating temperature has been reached, allowing the coolant to expand to its
maximum, check the coolant level. The coolant level should be within 2"of the top of the filler neck.
Should a daily loss of coolant be observed, and there are no apparent leaks, there is a possibility of gases leaking past
the cylinder head water seal rings into the cooling system. The presence of air or gases in the cooling system may be
detected by connecting a rubber tube from the overflow pipe to a water container. Bubbles in the water in the container
during engine operation will indicate this leakage. Another method for observing air in the cooling system is by inserting
a transparent tube in the water outlet line.
Drain Cooling System
The engine coolant is drained by opening the cylinder block and radiator (heat exchanger) drain cocks and removing the
cooling system filler cap. Removal of the filler cap permits air to enter the cooling passages and the coolant to drain
completely from the system. Drain cocks or plugs are located on each side of the 4-53 and 6V cylinder blocks. The 3-53
cylinder block has a drain cock or plug located on the side of the block opposite the oil cooler.
IMPORTANT: Drain cocks or plugs on both sides of the engine must be opened to drain the
engine completely.
In addition to the drains on the cylinder blocks, the In-line engines have a drain cock located on the bottom of the oil
cooler housing. The V-type engines have two drain cocks that must be opened when draining the system. Radiators,
etc., that do not have a drain cock, are drained through the oil cooler housing drain.
To insure that all of the coolant is drained completely from an engine, all cooling system drains should be opened.
Should any entrapped water in the cylinder block or radiator freeze, it will expand and may cause damage. When
freezing weather is expected, drain all engines not adequately protected by antifreeze. Leave
Page 27
Engine Systems
all of the drain cocks open until refilling the cooling system.
The exhaust manifolds of marine engines are cooled by the same coolant used in the engine. Whenever the engine
cooling system is drained, each exhaust manifold drain cock, located on the bottom near the exhaust outlet, must be
opened. Raw water pumps are drained by loosening the cover attaching screws. It may be necessary to tap the raw
water pump cover gently to loosen it. After the water has been removed, tighten the screws.
Flushing
The cooling system should be flushed each spring and fall. The flushing operation cleans the system of antifreeze
solution in the spring and removes the summer rust inhibitor in the fall, preparing the cooling system for a new solution.
The flushing operation should be performed as follows:
1. Drain the previous season's solution from the engine.
2. Refill the cooling system with soft clean water. If the engine is hot, fill slowly to prevent rapid cooling and distortion of
the engine castings.
3. Start the engine and operate it for 15 minutes to circulate the water thoroughly.
4. Drain the cooling system completely.
5. Refill the system with the solution required for the coming season.
Cooling System Cleaners
If the engine overheats and the fan belt tension and water level are satisfactory, clean and flush the entire cooling
system. Remove scale formation by using a quality de-scaling solvent. Immediately after using the solvent, neutralize
the system with the neutralizer. It is important that the directions printed on the container of the de-scaling solvent be
thoroughly read and followed.
After the solvent and neutralizer have been used, completely drain the engine and radiator and reverse-flush before
filling the cooling system.
Reverse-Flushing
After the engine and radiator have been thoroughly cleaned, they should be reverse-flushed. The water pump should be
removed and the radiator and engine reverse-flushed separately to prevent dirt and scale deposits clogging the radiator
tubes or being forced through the pump. Reverse-flushing is accomplished by hot water, under air pressure, being forced
through the cooling system in a direction opposite to the normal flow of coolant, loosening and forcing scale deposits out.
The radiator is reverse-flushed as follows:
1. Remove the radiator inlet and outlet hoses and replace the radiator cap.
2. Attach a hose at the top of the radiator to lead water away from the engine.
3. Attach a hose to the bottom of the radiator and insert a flushing gun in the hose.
4. Connect the water hose of the gun to the water outlet and the air hose to the compressed air outlet.
5. Turn on the water and, when the radiator is full, turn on the air in short blasts, allowing the radiator to fill between air
blasts.
CAUTION: Apply air gradually. Do not exert more than 30 psi (207 kPa) air pressure. Too
great a pressure may rupture a radiator tube.
6. Continue flushing until only clean water is expelled from the radiator.
The cylinder block and cylinder head water passages re reverse-flushed as follows:
1. Remove the thermostat and the water pump.
2. Attach a hose to the water inlet of the cylinder block to drain the water away from the engine.
3. Attach a hose to the water outlet at the top of the cylinder block and insert the flushing gun in the hose.
4. Turn on the water and, when the water jackets are filled, turn on the air in short blasts, allowing the engine to fill with
water between air blasts.
5. Continue flushing until the water from the engine runs clean.
If scale deposits in the radiator cannot be removed by chemical cleaners or reverse-flushing as outlined above, it may be
necessary to remove the upper tank and rod out the individual radiator tubes with flat steel rods. Circulate water through
the radiator core from the bottom to the top during this operation.
Page 28
Engine Systems
Miscellaneous Cooling System Checks
In addition to the above cleaning procedures, the other components of the cooling system should be checked periodically
to keep the engine operating at peak efficiency. The thermostat and the radiator pressure cap should be checked and
replaced, if found defective. The cooling system hoses should be inspected and any hose that feels abnormally hard or
soft should be replaced immediately.
Also, check the hose clamps to make sure they are tight. All external leaks should be corrected as soon as detected.
The fan belt must be adjusted to provide the proper tension, and the fan shroud must be tight against the radiator core to
prevent re-circulation of air which may lower cooling efficiency.
Water Pump
A centrifugal-type water pump is mounted on top of the engine oil cooler housing, either on the right-hand or left-hand
side of the engine, depending upon the engine model and rotation. It circulates the coolant through the cooling system.
The pump is belt driven, by either the camshaft or balance shaft (In-line engines) or by one of the camshafts (V-type
engines).
An impeller is pressed onto one end of the water pump shaft, and a water pump drive pulley is pressed onto the opposite
end. The pump shaft is supported on a sealed double-row combination radial and thrust ball bearing. Coolant is
prevented from creeping along the shaft toward the bearing by a seal. The shaft and bearing constitute an assembly and
are serviced as such, since the shaft serves as the inner race of the ball
bearing.
The sealed water pump shaft ball bearing is filled with lubricant when assembled. No further lubrication is required.
Contact an authorized Detroit Diesel Allison Service Outlet if more information is needed.
Raw Water Pump
The raw water pump (Figs. 20 and 21) is a positive displacement pump, used for circulating raw water through the heat
exchanger to lower the temperature of the engine coolant. It is driven by a coupling from the end of the camshaft.
Seal failure is readily noticed by a flow of water visible at the openings in the raw water pump housing, located between
the pump mounting flange and the inlet and outlet ports. These openings must remain open at all times.
Fig. 20. - Raw Water Pump Used on In-Line Engine.
The impeller, cam and wear plate assembly, and water seal assembly may be serviced without removing the pump from
the engine as outlined below.
1.
Remove the cover and gasket.
2.
Note the position of the impeller blades to aid in the reassembly. Then grasp a blade on each side of the impeller
with pliers and pull the impeller off of the shaft.
3. The neoprene spline seal(s) can be removed from the impeller by pushing a screw driver through the impeller from
the open end.
Fig. 21. - Raw Water Pump Used on V-Type Engine.
Page 29
Engine Systems
CAUTION: If the impeller is reuseable, exercise care to prevent damage to the splined surfaces.
4.
Remove the cam retaining screw and withdraw the cam and wear plate assembly.
5.
Remove the seal assembly from the pump used on a V-type engine by inserting two wires with hooked ends
between the pump housing and seal with the hooks over the edge of the carbon seal. Remove the seal seat and gasket
in the same way.
6.
The seal may be removed from the pump used on the In-line engine by drilling two holes in the seal case and
placing metal screws in the holes so that they may be grasped and pulled with pliers. Then remove the rubber seal ring.
7.
Clean and inspect the impeller, cam and wear plate assembly and water seal. The impeller must have a good
bond between the neoprene and the metal. If the impeller blades are damaged, worn or have taken a permanent set,
replace the impeller. Reverse the wear plate if it is worn excessively and remove any burrs. Replace the seal, if
necessary.
8.
9.
Install the seal assembly in the pump used on a V-type engine as follows:
a.
If the seal seat and gasket were removed, place the gasket and seal seat over the shaft and press them into
position in the seal cavity.
b.
Place the seal ring securely in the ferrule, and with the carbon seal and washer correctly positioned against the
ferrule, slide the ferrule over the shaft and against the seal seat. Use care to ensure that the seal ring is
contained within the ferrule so that it grips the shaft.
c.
Install the flat washer and then the marcel washer. A new seal may be installed in the pump used on the InLine engine by placing the rubber seal ring in its groove, starting the seal (with the lip facing the impeller
cavity) over the shaft and tapping it into place against the seal spacer.
Install the cam and wear plate assembly.
NOTE: The wear plate is round and is doweled to the cam. The wear plate must be installed with the cam
in the pump housing as an assembly.
10. Apply a non-hardening sealant to the cam retaining screw and the hole in the pump body to prevent any leakage.
Then hold the cam with the tapped hole aligned and secure it with the screw.
11. Compress the impeller blades to clear the off-set cam and press the impeller on the splined shaft. The blades must
be correctly positioned to follow the direction of rotation.
12.
Install the neoprene splined seal(s) in the bore of the impeller.
13.
Turn the impeller several revolutions in the normal direction of rotation to position the blades.
14.
Affix a new gasket and install the pump cover.
The Jabsco raw water pump is equipped with a synthetic rubber impeller. Since synthetic rubber loses its elasticity at low
temperatures, impellers made of natural rubber should be installed when it is necessary to pump raw water that has a
temperature below 40°F (4°C).
The natural rubber impeller can be identified by a stripe of green paint between two of the impeller blades.
Page 30
ENGINE EQUIPMENT
INSTRUMENT PANEL, INSTRUMENTS AND CONTROLS
The instruments (Fig. 1) generally required in the operation of a diesel engine consist of an oil pressure gage, a water
temperature gage, an ammeter and a mechanical tachometer. Also, closely related and usually installed in the general
vicinity of these instruments are certain controls consisting of an engine starter switch, an engine stop knob, an
emergency stop knob and, on certain applications, the engine hand throttle.
Torqmatic converters are equipped with an oil pressure gage and, in some instances, an oil temperature gage. These
instruments are mounted on a separate panel.
Oil Pressure Gage
The oil pressure gage registers the pressure of the lubricating oil in the engine. As soon as the engine is started, the oil
pressure gage should start to register. If the oil pressure gage does not register at least the minimum pressure listed
under Running in the Engine Operating Instructions, the engine should be stopped and the cause of low oil pressure
determined and corrected before the engine is started again.
Water Temperature Gage
The engine coolant temperature is registered on the water temperature gage.
Ammeter
Fig. 1 - Typical Instrument Panel
An ammeter is incorporated into the electrical circuit to show the current flow to and from the battery. After starting the
engine, the ammeter should register a high charge rate at rated engine speed. This is the rate of charge received by the
battery to replenish the current used to start the engine. As the engine continues to operate, the ammeter should show a
decline in charge rate to the battery. The ammeter will not show zero charge rate since the regulator voltage is set
higher than the battery voltage. The small current registered prevents rapid brush wear in the battery-charging alternator.
If lights or other electrical equipment are connected into the circuit, the ammeter will show discharge when these items
are operating or the engine speed is reduced.
Tachometer
The tachometer is driven by the engine and registers the speed of the engine in revolutions per minute (rpm).
Engine Starting Motor Switch
The starting switch is mounted on the instrument panel with the contact button extending through the front face of the
panel. The switch is used to energize the starting motor. As soon as the engine starts, release the switch.
Stop Knob
A stop knob is used on most applications to shut the engine down. When stopping an engine, the speed should be
reduced to idle and the engine allowed to operate at idle for a few minutes to permit the coolant to reduce the
temperature of the engine's moving parts. Then the stop knob should be pulled and held until the engine stops. Pulling
on the stop knob manually places the injector racks in the "no-fuel" position. The stop knob should be returned to its
original position after the engine stops.
Emergency Stop Knob
In an emergency or if after pulling the stop knob, the engine continues to operate, the emergency stop knob
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Engine Equipment
may be pulled to stop the engine. The emergency stop knob, when pulled, will trip the air shut-off valve located between
the air inlet housing and the blower and shut off the air supply to the engine. Lack of air will prevent further combustion
of the fuel and stop the engine.
The emergency stop knob must be pushed back in after the engine stops so the air shut-off valve can be opened for
restarting after the malfunction has been corrected.
Throttle Control
The engine throttle is connected to the governor speed control shaft through linkage. Movement of the speed control
shaft changes the speed setting of the governor and thus the engine speed.
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Engine Equipment
ENGINE PROTECTIVE SYSTEMS
MANUAL SHUT DOWN SYSTEM
The manually operated emergency engine shutdown device, mounted in the air inlet housing, is used to stop the engine
in the event an abnormal condition should arise. If the. engine continues to run after the engine throttle is placed in the
no fuel position, or if combustible liquids or gases are accidentally introduced into the combustion chamber causing overspeeding of the engine, the shutdown device will prevent damage to the engine by cutting off the air supply and thus
stopping the engine.
The shutdown device consists of an air shut-off valve mounted in the air inlet housing which is retained in the open
position by a latch. A cable assembly is used to remotely trip the latch. Pulling the emergency shutdown knob all the
way out will stop the engine. After the engine stops, the emergency shutdown knob must be pushed all the way in and
the air shut-off valve manually reset before the engine can be started again.
AUTOMATIC MECHANICAL SHUTDOWN SYSTEM
The automatic mechanical shutdown system illustrated in Fig. 2 is designed to stop the engine if there is a loss of oil
pressure, loss of engine coolant, overheating of the engine coolant, or overspeeding of the engine. Engine oil pressure is
utilized to activate the components of the system.
A coolant temperature-sensing valve and an adapter and copper plug assembly are mounted on the exhaust manifold
outlet. The power element of the temperature-sensing valve is placed against one end of the copper plug, and the other
end of the plug extends into the exhaust manifold. Engine coolant is directed through the adapter and passes over the
power element of the valve. Engine oil, under pressure, is directed through a restricted fitting to the temperaturesensing valve and to an oil pressure actuated bellows located on the air inlet housing.
Fig. 2 - Mechanical Shutdown System Schematically Illustrated.
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Engine Equipment
The pressure of the oil entering the bellows overcomes the tension of the bellows spring and permits the latch to retain
the air shut-off valve in the open position. If the oil pressure drops below a predetermined value, the spring in the
bellows will release the latch and permit the air shut-off valve to close and thus stop the engine.
The overspeed governor, used on certain applications, consists of a valve actuated by a se of spring-loaded weights.
Engine oil is supplied to the valve through a connection in the oil line between the bellows and the temperature-sensing
valve. An outlet in the governor valve is connected to the engine oil sump. Whenever the engine speed exceeds the
overspeed governor setting, the valve (actuated by the governor weights) is moved from its seat and permits the oil to
flow to the engine sump. This decreases the oil pressure to the bellows, thus actuating the shutdown mechanism and
stopping the engine.
A restricted fitting, which will permit a drop in oil pressure great enough to actuate the shutdown mechanism, is required
in the oil line between the cylinder block oil gallery and the shutdown sensing
devices.
To be sure the protective system will function properly if an abnormal engine condition occurs, have the system checked
periodically by your local Detroit Diesel Allison Service Outlet.
Also make sure the air shut-off valves close each time the engine is shut down.
Operation
To start an engine equipped with a mechanical shutdown system, first manually open the air shut-off valve and then
press the engine starting switch. As soon as the engine starts, the starting switch may be released, but the air shut-off
valve must be held in the open position until the engine oil pressure increases sufficiently to permit the bellows to retain
the latch in the open position.
During operation, if the engine oil pressure drops below the setting of the pressure sensitive bellows, the spring within the
bellows will release the latch and permit the air shut-off valve to close, thus stopping the engine.
If the engine coolant overheats, the temperature-sensing valve will open and permit the oil in the protective system to
flow to the engine crankcase. The resulting decrease in oil pressure will actuate the shutdown mechanism and stop the
engine. Also if the engine loses its coolant, the copper plug will be heated up by the hot exhaust gases passing over it
and cause the temperature-sensing valve to open and actuate the shutdown mechanism.
Whenever the engine speed exceeds the overspeed governor (if used) setting, the oil in the line flows to the sump,
resulting in a decrease in oil pressure. The oil pressure bellows then releases the latch and permits the air shut-off valve
to close.
When an engine is stopped by the action of the shutdown system, the engine cannot be started again until the particular
device which actuated the shutdown mechanism has returned to its normal position. The abnormal condition which
caused the engine to stop must be corrected before attempting to start it again.
AUTOMATIC ELECTRICAL SHUTDOWN SYSTEM
The automatic electrical shutdown system shown in Fig. 3 protects the engine against a loss of coolant, overheating of
the coolant, loss of oil pressure, or overspeeding. In the event one of the foregoing conditions arises, a switch will close
the electrical circuit and energize the solenoid switch, causing the shutdown solenoid to release the air shutdown latch
and stop the engine.
Operation
The electrical circuit is de-energized under normal operating conditions. When the engine is started, the oil pressure
switch opens when the oil pressure reaches approximately 10 psi (69 kPa) and the fuel oil pressure switch closes at
approximately 20 psi (138 kPa) fuel pressure. The water temperature switch remains open.
If the oil pressure drops below 10 psi (69 kPa), the oil pressure switch will close the circuit and energize the shutdown
solenoid. This will activate the shutdown mechanism and stop the engine.
A loss of coolant or an increase in coolant temperature to approximately 203 °F (95 ° C) will close the contacts in the
water temperature switch, thus closing the electrical circuit and activating the shutdown mechanism.
The water temperature switch consists of a temperature-sensing valve and a micro-switch. The valve
Page 34
Engine Equipment
Fig. 3. - Automatic Electrical Shut-Down System Diagram.
contacts a copper plug (heat probe) which extends into the exhaust manifold outlet. Engine water is directed over the
power element of the valve and should the water temperature exceed approximately 203°F (95°C), the valve will close
the contacts in the micro- switch and energize the shutdown circuit. If a loss of water occurs, the heat of the exhaust
gases will be transmitted through the copper plug to the temperature-sensing valve and cause the shutdown circuit to be
activated.
If the engine speed exceeds the high speed setting of the overspeed governor, the governor switch will close and
activate the shutdown mechanism.
When the engine is shut down, the decrease in speed will open the governor switch, and the decrease in oil and fuel
pressures will close the oil pressure switch and open the fuel pressure switch, thus de-energizing the circuit.
The cause of the abnormal conditions must then be determined and corrected before the engine is started again. Also,
the air shut-off valve must be manually reset in the open position before the engine can be started.
Fig. 4. - Automatic Electrical Shut-Down System Incorporating Hot Wire Relay.
Some engines are equipped with an electrically operated automatic shutdown system which incorporates a hot wire relay
(Fig. 4). Since the fuel pressure builds up rapidly, the fuel oil pressure switch could close before the lubricating oil
pressure switch opens and stop the engine. The hot wire relay, however, delays the closing of the fuel oil pressure switch
for several seconds to enable the lubricating oil pressure to build up and open the oil pressure switch contacts.
When the lubricating oil pressure falls below 10 ± 2 psi (69 ± 14 kPa), the contacts in the oil pressure switch used in this
system will close and current will flow through the hot wire relay to the solenoid. The few seconds required to heat the
hot wire relay provides sufficient delay to avoid stopping the engine when low oil pressure is caused by a temporary
condition such as an air bubble or a temporary overlap in the operation of the oil pressure switch and the fuel oil pressure
switch when starting or stopping the engine.
The water temperature switch, which remains open during normal engine operation, is installed in the side of the
thermostat housing. The switch contacts close when the water temperature reaches approximately 205 °F (96 °C) and
activate the shutdown solenoid.
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Engine Equipment
ALARM SYSTEM
Fig. 5 - Alarm System Wiring Diagram.
The alarm system shown in Fig. 5 is similar to the automatic electrical shutdown system, but uses a warning bell in place
of the air shut-off valve solenoid. The bell warns the engine operator if the engine coolant overheats or the oil pressure
drops below the safe operating limit.
When the engine is started and the oil pressure is sufficient to open the oil pressure switch contacts (opening pressure is
stamped on the switch cover), the alarm switch must be turned on manually to put the system in operation. The water
temperature switch is normally open. Should the engine coolant exceed 205° ± 5° F (96° ± -15° C), the water
temperature switch will close the electrical circuit and sound the alarm bell. Likewise, if the oil pressure drops below the
setting of the oil pressure switch, the switch will close and cause the bell to ring. The bell will continue to ring until the
engine operator turns the alarm switch off. The alarm switch must also be turned off before a routine stop since the
decreasing oil pressure will close the oil pressure switch and cause the bell to ring.
If the alarm bell rings during engine operation, stop the engine immediately and determine the cause of the abnormal
condition. Make the necessary corrections before starting the engine again.
Page 36
Engine Equipment
STARTING SYSTEMS
ELECTRICAL STARTING SYSTEM
The electrical system on the engine generally consists of a battery-charging alternator, a starting motor, voltage
regulator, storage battery, starter switch and the necessary wiring. Additional electrical equipment may be installed on
the engine unit at the option of the owner.
Starting Motor
The starting motor has a Sprag overrunning clutch. Pressing the starting switch engages the starting motor pinion with
the teeth of the flywheel ring gear and energizes the starting motor. The starting motor drives the pinion and rotates the
crankshaft. When the engine begins to operate, the Sprag clutch permits the pinion to overrun on its shaft, until the
starting switch is released, and prevents overspeeding the starting motor.
Starter Switch
To start the engine, a switch is used to energize the starting motor. Release the switch immediately after the engine
starts.
Alternator
The battery-charging alternator provides the electrical current required to maintain the storage battery in a charged
condition and to supply sufficient current to carry any other electrical load requirements up to the rated capacity of the
alternator.
Regulator
A voltage regulator is introduced into the electrical system to regulate the voltage and current output of the batterycharging alternator and to maintain a fully charged storage battery.
Storage Battery
The lead-acid storage battery is an electrochemical device for converting chemical energy into electrical energy.
The battery has three major functions:
1.
It provides a source of electrical power for starting the engine.
2.
It acts as a stabilizer to the voltage in the electrical system.
3.
It can, for a limited time, furnish current when the electrical demands of the unit exceed the output of the alternator.
The battery is a perishable item which requires periodic servicing. A properly cared for battery will give long and troublefree service.
1.
Check the level of the electrolyte regularly. Add water if necessary, but do not overfill. Overfilling can cause poor
performance or early failure.
2.
Keep the top of the battery clean. When necessary, wash with a baking soda solution and rinse with fresh water.
Do not allow the soda solution to enter the cells.
3.
Inspect the cables, clamps and hold-down bracket regularly. Clean and re-apply a light coating of grease when
needed. Replace corroded, damaged parts.
4.
Use the standard, quick in-the-unit battery test as the regular service test to check battery condition.
5.
Check the electrical system if the battery becomes discharged repeatedly.
If the engine is to be stored for more than 30 days, remove the battery. The battery should be stored in a cool, dry place.
Keep the battery fully charged and check the level of the electrolyte regularly. The Lubrication and Preventive
Maintenance section of this manual covers the servicing of the starting motor and alternator.
Consult an authorized Detroit Diesel Allison Service Outlet for information regarding the electrical system.
Page 37
Engine Equipment
HYDRAULIC STARTING SYSTEM (HYDROSTARTER)
The hydrostarter system schematically illustrated in Fig. 6 is a complete hydraulic system for starting internal
combustion engines. The system is automatically recharged after each start, and can be manually recharged. The
starting potential remains during long periods of inactivity, and continuous exposure to hot or cold climates has no
detrimental effect upon the hydrostarter system. Also, the hydrostarter torque for a given pressure remains substantially
the same regardless of the ambient temperature.
The hydrostarter system consists of a reservoir, an engine-driven charging pump, a hand pump, a piston type
accumulator, a starting motor and connecting hoses and fittings.
Operation
Hydraulic fluid flows by gravity, or a slight vacuum, from the reservoir to either the engine-driven pump or the hand
pump inlet. Fluid discharging from either pump outlet at high pressure flows into the accumulator and is stored at 3250
psi (22 383 kPa) under the pressure of compressed nitrogen gas. When the starter is engaged with the engine flywheel
ring gear and the control valve is opened, fluid under pressure is forced out of the accumulator, by the expanding
nitrogen gas, and flows into the starting motor which rapidly accelerates the engine to a high. cranking speed. The used
fluid returns directly to the reservoir from the starter.
The engine-driven charging pump runs continuously during engine operation and automatically recharges the
accumulator. When the required pressure is attained in the accumulator, a valve within the pump body opens and the
fluid discharged by the pump is by-passed to the reservoir. The system can be shut down and the pressure in the
accumulator will be maintained.
The precharge pressure of the accumulator is the pressure of the nitrogen gas with which the accumulator is initially
charged. This pressure must be checked before the system pressure is raised for the initial engine start. To check the
precharge pressure, open the relief valve, on the side of the hand pump, approximately 1/2 turn, allowing the pressure
gage to return to zero. Close the relief valve and pump several strokes on the hand pump. The gage should show a
rapid pressure rise from zero to the nitrogen precharge pressure, where it will remain without change for several
additional strokes of the pump.
Fig. 6 - Schematic Diagram of Hydrostarter System Showing Oil Flow
Page 38
Engine Equipment
Initial Engine Start
Use the hand pump to raise the accumulator pressure. An accumulator pressure of 1500 psi (10 335 kPa) when the
ambient temperature is above 40°F (4°C) will provide adequate cranking to start the engine. Between 40°F (4°C) and
0°F (-18°C), 2500 psi (17 225 kPa) should be sufficient. Below 0°F (-18°C), the accumulator should be charged to the
maximum recommended pressure. Although the hydrostarter cranks the engine faster than other starting systems,
starting aids should be used in cold weather.
NOTE: Use the priming pump to make sure the filters, lines, manifolds and injectors are full of fuel before
attempting to start the engine.
For ambient temperatures below 40°F (4°C), use a fluid starting aid. Add the starting fluid just prior to moving the
hydrostarter lever and during the cranking cycle as required. Do not wait to add the starting fluid after the engine is
turning over, otherwise the accumulator charge may be used up before the engine can start. In this case, the
accumulator charge must be replaced with the hand pump. With the engine controls set for start (throttle at least halfopen), push the hydrostarter control lever to simultaneously engage the starter pinion with the flywheel ring gear and to
open the control valve. Close the valve quickly when the engine starts, to conserve the accumulator pressure and
prevent excessive overrunning of the starter drive clutch assembly. Three different basic types of flywheel ring gears are
used; no chamfer, Bendix chamfer, or Dyer chamfer on the gear teeth. Some difficulty may be encountered in engaging
the -starter pinion with the Dyer chamfered ring gears. When this happens, it .is necessary to disengage and reengage until the starter pinion is cammed in the opposite direction enough to allow the teeth to mesh.
Remote Control System
The hydrostarter remote control system (Fig. 7) consists of a master cylinder, a pedal, a lever arm, two springs and a
flexible hose. It is an independent hydraulic system using diesel fuel oil as a hydraulic fluid to actuate the hydrostarter
control valve by means of the pedal operated master cylinder.
The master cylinder is connected to the control valve on the hydrostarter by a flexible hose. Pressing on the pedal forces
the fluid through the hose to the control valve which engages the starter pinion with the engine flywheel ring gear.
Release the pedal as soon as the engine starts.
Fig. 7 - Hydrostarter Remote Control System
The hydrostarter motor is equipped with a control valve that incorporates a threaded valve housing plug with a 1/8" -27
tapped hole in the center for installation of the flexible hose. A 1/8"-27 pipe plug is installed when the remote control
system is not used.
Springs are used to return the master cylinder pedal and the hydrostarter control lever to the off position.
Filling
Remove the filler cap from the reservoir and add a sufficient quantity of' hydraulic fluid (a mixture of 75% diesel fuel and
25% SAE 10 or 30 lubricating oil) to fill the system.
The required amount of hydraulic fluid will vary depending upon the size of the reservoir, length of hydraulic hoses and
the size and number of accumulators. The reservoirs are available in 10, 12, 16 and 23 quart (9, 11, 15, 22 liters)
capacities. In a 10 quart (9 liters) capacity reservoir, add approximately 8 quarts (8 liters) of hydraulic fluid, 10 quarts (9
liters) in a 12 quart (11 liters) reservoir, 14 quarts (13 liters)
Page 39
Engine Equipment
in a 16 quart (15 liters) reservoir or 21 quarts (20 liters) in a 23 quart (22 liters) reservoir.
NOTE: When the accumulator is charged to 3000 psi (20 670 kPa) and all hoses are filled, there should
be enough hydraulic fluid remaining in the reservoir to completely cover the screen in the bottom of the
reservoir.
Purging
A by-pass valve is located on the inlet side of the hand pump. Loosen the lock nut and rotate this valve approximately
one turn counterclockwise with a screw driver. Operate the hand pump for 12 to 15 complete strokes. Do not pump too
rapidly. Close the by-pass valve tightly and tighten the lock nut.
1.
Move the starter control lever to engage the pinion with the flywheel and open the control valve. While holding the
lever in this position, operate the hand pump until the starter has turned several revolutions. Close the control valve.
Loosen the swivel hose fitting at the discharge side of the engine-driven pump about two turns. Operate the hand pump
to force air out until oil begins to appear at the loose fitting. Tighten the swivel hose fitting and pressurize the system
with the hand pump sufficiently to start the engine.
2.
Perform the initial starting instructions under Preparation for Starting Engine First Time. Then, with the engine
running at least 1500 rpm, purge the engine-driven pump of air. Break the hose connection at the discharge side of the
engine driven-pump until a full stream of oil is discharged from the pump. Connect the hose to the pump and alternately
loosen and tighten the swivel fitting on the discharge hose until the oil leaking out, when the fitting is loose, appears to
be free of air bubbles. Tighten the fitting securely and observe the pressure gage. The pressure should rise rapidly to
the accumulator precharge pressure (1250 psi or 10 413 kPa at 70°F or 21°C), then increase slowly, reaching 2900 to
3300 psi (19 981 to 22 737 kPa).
3.
After the pressure has stabilized near 3000 psi (20 670 kPa), examine all of the high pressure hoses, connections
and fittings for leaks.
4. The engine-driven pump must by-pass oil to the reservoir when the accumulator pressure reaches 2900 to 3300 psi
(19 981 to 22-737 kPa). To determine whether the pump by-pass valve is operating properly, remove the reservoir filler
cap, disconnect the pump by-pass hose at the reservoir, and hold the hose over the open reservoir filler spout. An
occasional spurt of oil may be emitted from the hose prior to by-passing. When the by-pass valve opens, a full and
continuous stream of oil will flow from the hose. Reconnect the hose to the reservoir and install the filler cap.
5.
Fill the reservoir to the proper level.
The hydrostarter remote control system may be purged of air as follows:
1.
Fill the master cylinder with fuel oil.
2.
Loosen the hose fitting at the hydrostarter control valve.
3.
Actuate the master cylinder pedal until all of the air is discharged from the system and a solid stream of fuel oil is
being discharged with each stroke.
NOTE: Replenish the fluid in the master cylinder as required during the purging operation.
4.
Tighten the hose fitting and check for leaks.
LUBRICATION AND PREVENTIVE
MAINTENANCE
Inspect the system periodically for leaks. Primarily, examine the high pressure hoses, connections, fittings and the
control valve on the starter. Make certain that the oil level in the reservoir is sufficient to completely cover the screen at
the bottom of the tank. Make this check after the accumulator is charged and the engine driven pump is by-passing oil to
the reservoir. Every 2000 hours, or as conditions warrant, drain the reservoir and remove the screen. Flush out the
reservoir and clean the screen and filler cap. Then reinstall the screen. Remove the bowl and element from the filter in
the engine-driven pump supply hose. Wash the bowl and element in clean fuel oil and reassemble the filter. Release
the pressure and drain the remaining hydraulic fluid from the system by disconnecting the hoses from the hydrostarter
components. Then reconnect all of the hydraulic hoses.
WARNING: The oil pressure in the system must be released prior to servicing the hydrostarter motor or
other components to prevent possible injury to personnel or equipment.
NOTE: Make sure all hoses and fittings are clean before any connections are made.
Fill the hydrostarter system with new clean fluid.
Page 40
ENGINE EQUIPMENT
Lubrication
Remove the hydrostarter from the engine every 2000 hours for lubrication, Before removing the hydrostarter, release the
pressure in the system by means of the relief valve in the hand pump. Then remove the three bolts which retain the
starting motor to the flywheel housing. Remove the starting motor without disconnecting the hydraulic oil hoses. This
will prevent dirt and air from entering the hydraulic system.
Apply a good quality, lightweight grease on the drive clutch pinion to make sure the clutch will slide freely while
compressing the spring. Also apply grease to, the fingers of the clutch fork and on the spool of the clutch yoke engaged
by the fork. This lubrication period may be reduced or lengthened according to the severity of service.
Remove the pipe plug from the starting motor drive housing and saturate the shaft oil wick with engine oil. Then reinstall
the plug.
After lubricating, install the starting motor on the flywheel housing and recharge the accumulator with the hand pump.
On engines equipped with a hydraulic remote control system, lubricate the shaft in the master cylinder through the
pressure grease fitting every 2000 hours.
Cold Weather Operation
Occasionally, when an engine is operated in regions of very low temperatures, the starter drive clutch assembly may slip
when the starter is engaged. If the clutch slips, proceed as follows:
1.
Release the oil pressure in the system by opening the relief valve in the hand pump.
WARNING: The oil pressure in the system must be released prior to servicing the hydrostarter motor or
other components to prevent possible injury to personnel or equipment.
2.
Disconnect the hydraulic hoses from the starting motor.
3.
Remove the three retaining bolts and lock washers and withdraw the starting motor from the flywheel housing.
4.
Disassemble the starting motor.
5.
Wash the hydrostarter drive clutch' assembly in clean fuel oil to remove the old lubricant.
6.
When the clutch is free, apply SAE 5W lubricating oil.
7.
Reassemble the starting motor and reinstall it on the engine. Then attach a tag to the starter noting the lubricant
used in the clutch.
8.
Recharge the accumulator with the hand pump.
Marine Application
In addition to the normal hydrostarter lubrication and maintenance instructions, the following special precautions must be
taken for marine installations or other cases where equipment is subject to salt spray and air, or other corrosive
atmospheres:
1.
Clean all exposed surfaces and apply a coat of zinc-chromate primer, followed by a coat of suitable paint.
2.
Apply a liberal coating of Lubriplate, type 130-AA, or equivalent, to the following surfaces.
a.
The exposed end of the starter control valve and around the control shaft where it passes through the clutch
housing.
b.
The exposed ends of the hand pump cam pin.
3. Operate all of the moving parts and check the protective paint and lubrication every week.
Consult an authorized Detroit Diesel Allison Service Outlet for any information relating to the hydrostarter system.
COLD WEATHER STARTING AIDS
In a diesel engine, the fuel injected into the combustion chamber is ignited by the heat, of the air compressed into the
cylinder; However, when starting an engine in extremely cold weather, a large part of the energy of combustion is
absorbed by the pistons and cylinder walls, and in overcoming the high friction created by the cold lubricating oil.
Page 41
Engine Equipment
When the ambient temperature is low, it may be necessary to use an air heater or a starting fluid to assist ignition of the
fuel.
NOTE: Starting aids are NOT intended to correct for a low battery, heavy oil or other conditions which
cause hard starting. They are to be used only when other conditions are normal, but the air temperature is
too cold for the heat of compression to ignite the fuel-air mixture.
FLUID STARTING AID
The fluid starting aid (Fig. 8) is designed to inject a highly volatile fluid into the air intake system at low ambient
temperatures to assist in igniting the fuel oil injected. The fluid is contained in suitable capsules to facilitate handling.
The starting aid consists of a cylindrical capsule container with a screw cap, inside of which a sliding piercing shaft
operates. A tube leads from the capsule container to a hand operated pump and another tube leads to the atomizing
nozzle threaded into a tapped hole in the air inlet housing.
Fig. 8 - Typical Fluid Starting Aid
The capsule container should be mounted in a vertical position and away from any heat. Start the engine, using the fluid
starting aid, as follows:
1.
Remove the threaded cap and insert a fluid capsule in an upright position within the container.
WARNING: The starting fluid is toxic and inflammable. Use caution when handling.
2.
Pull the piercing shaft all the way out and install and tighten the cap on the container.
3.
Push the piercing shaft all the way down. This will rupture the capsule and fill the container with the starting fluid.
4.
Move the engine throttle to the maximum speed position.
5.
Engage the starter and at the same time pull the pump plunger all the way out. Push the plunger in slowly, forcing
the starting fluid through the atomizing nozzle into the air intake. Continue to push the pump in until the engine starts. If
the plunger is not all the way in when the engine starts, push it in slowly until it locks in the IN position.
6.
Unscrew the cap and remove the capsule. Do not leave the empty capsule in the container.
7.
Replace the cap on the capsule container and make sure the piercing shaft is all the way down.
Service
The cold weather fluid starting aid will require very little service. Replace the piston seal packing if the pump leaks. If
there is an excessive resistance to pumping, the nozzle may be plugged. Remove the nozzle and clean it.
PRESSURIZED CYLINDER STARTING AID
Start the engine during cold weather, using the "Quick Start" starting aid system (Fig. 9) as follows:
1.
Press the engine starter button.
2.
Pull out the "Quick Start" knob for one or two seconds, then release it.
3.
Repeat the procedure if the engine does not start on the first attempt.
Page 42
Engine Equipment
Fig. 9 - Quick-Start Assembly
CAUTION: Do not crank the engine more than 30 seconds at a time when using an electric starting motor.
Always allow one minute intervals between cranking attempts to allow the starting motor to cool.
Service
Periodically perform the following service items to assure good performance:
1.
Remove the fluid cylinder and lubricate the valve around the pusher pin under the gasket with a few drops of oil.
2.
Lubricate the actuator cable.
3.
Actuate the valve with the cable to distribute the oil on the cable and allow the oil to run down through the valve.
4.
Remove any dirt from the orifice by removing the air inlet housing fitting, the orifice block and the screen. Then
blow air through the orifice end only.
5.
Assemble and tighten the air inlet housing fitting to the actuator valve and tube.
6.
Check for leakage of fluid (fogging) on the outside of the engine air inlet housing by actuating the starting aid while
the engine is stopped. If fogging occurs, disassemble and retighten the air inlet housing fitting to the housing.
WARNING: Do not actuate the starting aid more than once with the engine stopped. Over- loading the
engine air box with this high volatile fluid could result in a minor explosion.
7.
Check the fluid cylinder for hand tightness.
Page 43
Engine Equipment
GOVERNORS
Horsepower requirements of an engine may vary continually due to the fluctuating loads; therefore, some means must
be provided to control the amount of fuel required to hold the engine speed reasonably constant during such load
fluctuations. To accomplish this control, one of three types of governors is used on the engines. Installations requiring
maximum and minimum speed control, together with manually controlled intermediate speeds, ordinarily use a limiting
speed mechanical governor. Applications requiring a near constant engine speed under varying load conditions, that
may be changed by the operator, are equipped with a variable speed mechanical governor. The hydraulic governor is
used where uniform engine speed is required under varying load conditions with a minimum speed droop.
Lubrication
The mechanical governors are lubricated by oil splash from the engine gear train. Oil entering the governor is directed
by the revolving governor weights to the various moving parts requiring lubrication.
The hydraulic governor is lubricated by oil under pressure from the engine.
Service
Governor difficulties are usually indicated by speed variations of the engine. However, speed fluctuations are not
necessarily caused by the governor and, therefore, when improper speed variations become evident, the unit should be
checked for excessive load, misfiring or bind in the governor operating linkage. If none of these conditions are
contributing to faulty governor operation, contact an authorized Detroit Diesel Allison Service Outlet.
TRANSMISSIONS
POWER TAKE-OFF ASSEMBLIES
The front and rear power take-off units are basically similar in design, varying in clutch size to meet the requirements of a
particular application. The power take-off unit is attached to either an adapter (front power take-off) or the engine
flywheel housing (rear power take-off).
Clutch Adjustment
These instructions refer to field adjustment for clutch facing wear. Frequency of adjustment depends upon the amount
and nature of the load. To ensure a long clutch facing life and the best performance, the clutch should be adjusted
before slippage occurs.
When the clutch is properly adjusted, a heavy pressure is required at the outer end of the hand lever to move the
throwout linkage to the "over center" or locked position.
Adjust the clutch as follows:
1.
Disengage the clutch with the hand lever.
2.
Remove the inspection hole cover to expose the clutch adjusting ring. Rotate the clutch, if necessary, to bring the
adjusting ring lock within reach.
3.
Remove the clutch adjusting ring spring lock screw and lock from the inner clutch pressure plate and adjusting ring.
Then, while holding the clutch drive shaft to prevent the clutch from turning, turn the clutch adjusting ring
counterclockwise as shown in Fig. 10 and tighten the clutch until the desired pressure on the outer end of the hand lever,
or at the
Fig. 10 ·Adjusting Clutch
Page 44
Engine Equipment
Clutch
Diameter
8"
10"
*11 1/2"
11 1/2"
*Twin Disc Clutch
Hand Lever
Length
15 1/2"
15 1/2"
15 3/8"
20"
Pressure
PSI
kPa
55
379
80
552
100
689
105
724
Torque
Ib-ft
Nm
56-63
76-85
87-94
113-127
129
175
112-120 152-163
TABLE 1
clutch release shaft (Fig. 11), is obtained as shown in Table 1.
When properly adjusted, the approximate pressure required at the outer end of the hand lever to engage the various
diameter clutches is shown in the table. These specifications apply only with the hand lever which is furnished with the
power take-off.
A suitable spring scale may be used to check the pounds pressure required to engage the clutch. However, a more
accurate method of checking the clutch adjustment is with a torque wrench as shown in Fig. 11.
To fabricate an adapter, saw the serrated end off of a clutch hand lever and weld a 1-1/8" nut (across the hex) on it as
shown in Fig. 11. Then saw a slot through the nut.
When checking the clutch adjustment with a torque wrench, engage the clutch slowly and note the amount of torque
immediately before the clutch engages (goes over center). The specified torque is shown in Table 1.
CAUTION: The thrust load on the bronze clutch release bearing should be kept at an absolute minimum.
Therefore, the hand lever should be positioned on the shaft as near the 12 o'clock or 6 o'clock position as
possible. The 9 and 3 o'clock positions are to be avoided.
Fig. 11 - Checking Clutch Adjustment with a Torque Wrench and Adapter
Make a final clutch adjustment with the engine running as follows:
1.
Start the engine and operate it at idling speed (approximately 500 rpm) with the clutch disengaged. The speed will
be sufficient to move the segments out to the operating position.
2.
Check the pressure required to engage the clutch. The engagement pressure should be the same as that following
the adjustment. If the clutch engages at a lower pressure, the adjustment was probably made against the unworn portion
of the facing.
3.
Stop the engine and readjust the clutch, making sure all disc segments are properly positioned.
inspection hole cover.
Install the
TORQMATIC CONVERTERS
The Torqmatic converter is a self contained unit which transfers and multiplies the torque of the prime mover. This unit
transmits the power through the action of oil instead of through gears and in addition to multiplying the torque also acts
as a fluid coupling between the engine and the equipment to be powered. The converter will automatically adjust the
output torque to load requirements.
There are various combinations of Torqmatic converters with features such as: an automotive or industrial flange on the
shaft, a hydraulically operated lock-up clutch, a manual input disconnect clutch, and an accessory drive for either a
governor or tachometer.
Check the oil level daily. If the converter is equipped with an input disconnect clutch, additional checks and
service will be necessary daily or at intervals determined by the type of operation.
Adjust the disconnect clutches as outlined under power take-off clutch adjustment.
Contact an authorized Detroit Diesel Allison Service Outlet for service on Torqmatic converters.
Page 45
Engine Equipment
The Warner hydraulic marine gear assembly consists of a hydraulically operated multiple disc clutch in combination with
a hydraulically actuated reversing gear train, an oil pressure regulator, an oil sump independent of the engine oil system
and an oil cooler mounted on the engine.
Oil pressure for the operation of the marine gear is provided by an oil pump incorporated within the gear housing and
driven continuously while the engine is running. The oil is delivered under pressure from the pump to a combination
marine gear control valve and pressure regulator valve.
The pressure regulator valve maintains constant pressure over a wide speed range and the control valve directs the oil
under pressure to either the forward or reverse piston cylinder. The operating oil pressure range for the marine gear at
operating speed is 120 to 140 psi (827 to 965 kPa) and the maximum oil temperature is 225°F (107°C). Minimum oil
pressure is 100 psi (689 kPa) at idle speed (600 rpm).
Shifting from forward to reverse drive through neutral may be made at any speed; however, it is advisable to shift at low
speeds, below 1000 engine rpm, to avoid damage to the engine, reverse gear or shaft. The marine reverse and reduction
gear is lubricated by pressure and splash. The quantity of oil in the marine gear will vary with the inclination of the
engine and must be properly maintained to the full mark on the dipstick to ensure satisfactory operation.
It is recommended that vessels utilizing a marine gear have-a suitable locking device or brake to prevent rotation of the
propeller shaft when the vessel is not under direct propulsion. If the marine gear is not in operation and the forward
motion of the vessel causes the propeller shaft to rotate, lubricating oil will not be circulated through the gear because the
oil pump is not in operation. Overheating and damage to the marine gear may result unless rotation of the propeller
shaft is prevented.
Consult an authorized Detroit Diesel Allison Service Outlet for major repairs or reconditioning of the marine gear.
Page 46
OPERATING INSTRUCTIONS
ENGINE OPERATING INSTRUCTIONS
PREPARATION FOR STARTING ENGINE FIRST TIME
Before starting an engine for the first time, carefully read and follow these instructions. Attempting to run the engine
before studying these instructions may result in serious damage to the engine.
NOTE: When preparing to start a new or overhauled engine or an engine which has been in storage,
perform all of the operations listed below. Before a routine start (at each shift), see Daily Operations in the
Lubrication and Preventive Maintenance Chart.
Cooling System
Install all of the drain cocks or plugs in the cooling system (drain cocks are removed for shipping). Open the cooling
system vents, if the engine is so equipped.
Remove the filler cap and fill the cooling system with clean, soft water or a protective solution consisting of high boiling
point type antifreeze, if the engine will be exposed to freezing temperatures. Refer to Engine Coolant. Keep the liquid
level about two inches below the filler neck to allow for fluid expansion.
Use a quality rust inhibitor if only water is used in the cooling system.
Close the vents, if used, after filling the cooling system.
On marine installations, prime the raw water cooling system and open any sea cocks in the raw water pump intake line.
Prime the raw water pump by removing the pipe plug or electrode provided in the pump outlet elbow and pour water in
the pump.
CAUTION: Failure to prime the raw water pump may result in damage to the pump impeller.
Lubrication System
The lubricating oil film on the rotating parts and bearings of a new or overhauled engine, or one which has been in
storage, may be insufficient for proper lubrication when the engine is started for the first time.
It is recommended that the engine lubricating system be charged with a pressure prelubricator, set to supply a minimum
of 25 psi (172 kPa) oil pressure, to ensure an immediate flow of oil to all bearings at the initial engine start-up. The oil
supply line should be attached to the engine so that oil under pressure is supplied to the main oil gallery.
With the oil pan dry, use the prelubricator to prime the engine with sufficient oil to reach all bearing surfaces. Use heavyduty lubricating oil as specified under Lubricating Oil Specifications. Then remove the dipstick, wipe it with a clean cloth,
insert and remove it again to check the oil level in the oil pan. Add sufficient oil, if necessary, to bring it to the full mark
on the dipstick. Do not overfill.
If a pressure prelubricator is not available, fill the crankcase to the proper level with heavy-duty lubricating oil as
specified. Then pre-lubricate the upper engine parts by removing the valve rocker covers and pouring lubricating oil, of
the same grade and viscosity as used in the crankcase, over the rocker arms.
Turbocharger
Disconnect the turbocharger oil inlet line and pour approximately one pint of clean engine oil in the line, thus making
sure the bearings are lubricated for the initial start. Reconnect the oil line.
Air Cleaner
If the engine is equipped with oil bath air cleaners, fill the air cleaner oil cups to the proper level with clean engine oil. Do
not overfill.
Transmission
Fill the transmission case, marine gear or torque converter supply tank to the proper level with the lubricant specified
under Lubrication and Preventive Maintenance.
Fuel System
Fill the fuel tank with the fuel specified under Diesel Fuel Oil Specifications.
Page 47
Operating Instructions
If the unit is equipped with a fuel valve, it must be opened.
To ensure prompt starting, fill the fuel system between the pump and the fuel return manifold with fuel. If the engine has
been out of service for a considerable length of time, prime the filter between the fuel pump and the injectors. The filter
may be primed by removing the plug in the top of the filter cover and slowly filling the filter with fuel.
In addition to the above, on an engine equipped with a hydrostarter, use a priming pump to make sure the fuel lines and
the injectors are full of fuel before attempting to start the engine.
NOTE: The fuel system is filled with fuel before leaving the factory. If the fuel is still in the system when
preparing to start the engine, priming should be unnecessary.
Lubrication Fittings
Fill all grease cups and lubricate at all fittings with an all purpose grease. Apply lubricating oil to the throttle linkage and
other moving parts and fill the hinged cap oilers with a hand oiler.
Drive Belts
Adjust all drive belts as recommended under Lubrication and Preventive Maintenance.
Storage Battery
Check the battery. The top should be clean and dry, the terminals tight and protected with a coat of petroleum jelly and
the electrolyte must be at the proper level.
NOTE: When necessary, check the battery with a hydrometer; the reading should be 1.265 or higher.
However, hydrometer readings should always be corrected for the temperature of the electrolyte.
Generator Set
Where applicable, fill the generator end bearing housing with the same lubricating oil as used in the engine.
A generator set should be connected and grounded in accordance with the applicable local electrical codes.
CAUTION: The base of a generator set must be grounded.
Clutch
Disengage the clutch, if the unit is so equipped.
STARTING
Before starting the engine for the first time, perform the operations listed under Preparation For Starting Engine First
Time.
Before a routine start, see Daily Operations in the Lubrication and Preventive Maintenance Chart.
If a manual or an automatic shutdown system is incorporated in the unit, the control must be set in the open position
before starting the engine.
The blower will be seriously damaged if operated with the air shut-off valve in the closed position.
Starting at air temperatures below 40°F (4°C) requires the use of a cold weather starting aid. See Cold Weather Starting.
The instructions for the use of a cold weather fluid starting aid will vary dependent on the type being used. Reference
should be made to these instructions before attempting a cold weather start.
WARNING: Starting fluid used in capsules is highly inflammable, toxic and possesses anesthetic properties.
Initial Engine Start (Electric)
Start an engine equipped with' an electric starting motor as follows: Set the speed control lever at part throttle, then bring
it back to the desired no-load speed. In addition, on mechanical governors, make sure the stop lever on the governor
cover is in the run position. Then press the starting motor switch firmly. If the engine fails to start within 30 seconds,
release the starting switch and allow the starting motor to cool a few minutes before trying again. If the engine fails to
start after four attempts, an inspection should be made to determine the cause.
CAUTION: To prevent serious damage to the starter, if the engine does not start, do not press the starting
switch again while the starting motor is running.
Initial Engine Start (Hydrostarter)
Page 48
Operating Instructions
Pressure Gage
Reading
Ambient Temperature
psi
1500
2500
3300
Above 40°F (4.4°C)
40 - 0°F (4.4 to -18°C)
Below 0°F (-18°C)
kPa
10 342
17 237
22 753
Table 1
An engine equipped with a hydrostarter may be started as follows:
Raise the hydrostarter accumulator pressure with the hand pump until the gage reads as indicated in Table 1.
Set the engine controls for starting with the throttle at least half open.
NOTE: During cold weather add starting fluid at the same time the hydrostarter motor lever is moved. Do
not wait to add the fluid after the engine is turning over.
Push the hydrostarter control lever to simultaneously engage the starter pinion with the flywheel ring gear and to open the
control valve . Close the valve as soon as the engine starts to conserve the accumulator pressure and to avoid
excessive over-running of the starter drive clutch assembly.
RUNNING
Oil Pressure
Observe the oil pressure gage immediately after starting the engine. If there is no pressure indicated within 10 to 15
seconds, stop the engine and check the lubricating oil system. The minimum oil pressure should be at least 18 psi (124
kPa) at 1200 rpm. The oil pressure at normal operating speed should be 40-60 psi (276-414 kPa).
Warm- Up
Run the engine at part throttle and no-load for approximately five minutes, allowing it to warm-up before applying a load.
If the unit is operating in a closed room, start the room ventilating fan or open the windows, as weather conditions permit,
so ample air is available for the engine.
Clutch
Do not engage the clutch at engine speeds over 1000 rpm.
Inspection
While the engine is running at operating temperature, check for coolant, fuel or lubricating oil leaks. Tighten the line
connections where necessary to stop leaks.
Engine Temperature
Normal engine coolant temperature is 160-185°F (71- 85°C).
Crankcase
If the engine crankcase was refilled, stop the engine after normal operating temperature has been reached, allow the oil
to drain back into the crankcase for approximately twenty minutes and check the oil level. Add oil, if necessary, to bring
it to the proper level on the dipstick.
Use only the heavy duty lubricating oil specified under Lubricating Oil Specifications.
Cooling System
Remove the radiator or heat exchanger tank cap slowly after the engine has reached normal operating temperature and
check the engine coolant level. The coolant level should be near the top of the opening. If necessary, add 'clean soft
water or a high boiling point type antifreeze (refer to Engine Coolant).
Marine Gear
Check the marine gear oil pressure. The operating oil pressure range for the marine gear at operating speed is 120 to
160 psi (827 to 1103 kPa) and minimum oil pressure is 100 psi (689 kPa) at idle speed (600 rpm).
Turbocharger
Make a visual inspection of the turbocharger for leaks and excessive vibration. Stop the engine immediately if there is
an unusual noise in the turbocharger.
Page 49
Operating Instructions
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.
NOTE: When prolonged engine idling is necessary, maintain at least 800 rpm.
STOPPING
Normal Stopping
1.
Release the load and decrease the engine speed. Put all shift levers in the neutral position.
2.
Allow the engine to run at half speed or slower with no load for four or five minutes, then move the stop lever to
stop to shut down the engine.
Emergency Stopping
If the engine does not stop after using the normal stopping procedure, pull the "Emergency Stop" knob all the way out.
This control cuts off the air to the engine. Do not try to restart again until the cause for the malfunction has been found
and corrected.
CAUTION: The emergency shutdown system should never be used except in an emergency. Use of the
emergency shutdown can cause oil to be sucked past the oil seals and into the blower housing.
The air shut-off valve, located on the blower air inlet housing, must be reset by hand and the "Emergency Stop" knob
pushed in before the engine is ready to start again.
Fuel System
If the unit is equipped with a fuel valve, close it. Fill the fuel tank; a full tank minimizes condensation.
Exhaust System
Drain the condensation from the exhaust line or silencer.
Cooling System
Drain the cooling system if it is not protected with antifreeze and freezing temperatures are expected. Leave the drains
open. Open the raw water drains of a heat exchanger cooling system.
Crankcase
If the engine crankcase was refilled, stop the engine after normal operating temperature has been reached, allow the oil
to drain (approximately 20 minutes) back into the crankcase and check the oil level. Add oil, if necessary, to bring it to
the proper level on the dipstick.
Use only the heavy-duty lubricating oil specified under Lubricating Oil Specifications.
Transmission
Check and, if necessary, replenish the oil supply in the transmission.
Clean Engine
Clean and check the engine thoroughly to make certain it will be ready for the next run.
Refer to Lubrication and Preventive Maintenance and perform all of the daily maintenance operations. Also perform the
operations required for the number of hours or miles the engine has been in operation.
Make the necessary adjustments and minor repairs to correct difficulties which became apparent to the operator during
the last run.
Page 50
Operating Instructions
ALTERNATING CURRENT POWER GENERATOR SET OPERATING
INSTRUCTIONS
These instructions cover the fundamental procedures for operating an alternating current power generator set (Fig. 1).
The operator should read these instructions before attempting to operate the generator set.
Never operate a generator set for a short (15 minute) interval - the engine will not reach normal operating temperature in
so short a period.
Avoid operating the set for extended periods at no- load.
Ideally, operate the set for one hour with at least 40% load (generator rating).
When a test must be made with a line load of less than 40% of the generator rating, add a supplementary load.
Connect the supplementary load to the load terminals of the control cabinet circuit breaker so that the generator can be
"loaded" whenever the breaker is closed.
Make certain that the supplementary load is such that it can be controlled to permit a reduction in the load should a
normal load increase occur while the set is operating. Locate the supplementary load outside the engine room, if
desirable, to provide adequate cooling.
Loading the generator set to 40% of the generator rating and operating it for one-hour intervals will bring the engine and
generator to normal operating temperatures and circulate the lubricants properly. Abnormal amounts of moisture, carbon
and sludge are due primarily to low internal operating temperatures which are much less likely to occur when the set is
tested properly.
PREPARATION FOR STARTING
Before attempting to start a new or an overhauled engine or an engine which has been in storage, perform all of the
operations listed under Preparation for Starting Engine First Time. Before a routine start, see Daily Operations in the
Lubrication and Preventive Maintenance Chart.
In addition to the Engine Operating Instructions, the
Fig. 1 - Location of Controls on Power Generator Set
Page 51
Operating Instructions
following instructions also apply when operating an alternating current power generator set.
1.
Before the first start, check the generator main bearing oil reservoir. If necessary, add sufficient lubricating oil, of
the same grade as used in the engine crankcase, to bring it to the proper level on the sight gage.
2.
Check the interior of the generator for dust or moisture. Blow out dust with low pressure air (25 psi or 172 kPa
maximum). If there is moisture on the interior of the generator, it must be dried before the set is started. Refer to the
appropriate Delco Products Maintenance bulletin.
3.
The air shut-off valve located in the air inlet housing must be in the open or reset position.
4.
Refer to Fig. 1 and place the circuit breaker in the off position.
5.
If the generator set is equipped with synchronizing lamps, place the lamp switch in the off position.
6.
Turn the voltage regulator rheostat knob counter- clockwise to its lower limit.
7.
Make sure the power generator set has been cleared of all tools or other objects which might interfere with its
operation.
STARTING
If the generator set is located in a closed space, start the ventilating fan or open the doors and windows, as weather
permits, to supply ample air to the engine.
The engine may require the use of a cold weather starting aid if the ambient temperature is below 40°F (4°C). Refer to
Cold Weather Starting Aids.
Press the throttle button and turn the throttle control (Fig. 1) counterclockwise to a position midway between run and
stop. Then press the starting switch firmly.
If the engine fails to start within 30 seconds, release the starting switch and allow the starting motor to cool a few minutes
before trying again. If the engine fails to start after four attempts, an inspection should be made to determine the cause.
CAUTION: To prevent serious damage to the starter, if the engine does not start, do not press the starting
switch again while the starting motor is rotating.
RUNNING
Observe the engine oil pressure gage immediately after starting the engine. If there is no oil pressure indicated within 10
to 15 seconds, stop the engine and check the engine lubricating system.
If the oil pressure is observed to be normal, increase the throttle setting to cause the engine to run at its synchronous
speed.
PREPARING GENERATOR FOR LOAD
After the engine is warmed up (or the oil pressure has stabilized) prepare the generator set for load as follows:
1.
Bring the engine up to the rated speed.
2.
Turn the instrument switch to the desired position.
3.
Turn the voltage regulator rheostat knob slowly in a clockwise direction to raise the voltage, while watching the
voltmeter, until the desired voltage is attained.
4.
If the generator set is equipped with a frequency meter, adjust the engine speed with the vernier throttle knob until
the desired frequency is indicated on the meter.
5.
Make sure all power lines are clear of personnel, then place the circuit breaker control in the on position.
NOTE: Perform Step 5 only if the generator set is not being paralleled with an existing power source. If it
is being paralleled with a power source already on the line, read and follow the instructions under
Paralleling before turning the circuit breaker control to the on position.
PARALLELING
If the load conditions require an additional unit to be placed on the line, the following instructions will apply to power
generator sets of equal capacity, with one generator set in operation on the line.
1.
Prepare the generator set to be paralleled as outlined under Preparation For Starting, Starting, Running and Items
1through 4 under Preparing Generator for Load.
2.
Check the voltmeter (Fig. 1); the voltage must be the same as the line voltage. Adjust the voltage regulator
rheostat control if the voltages are not the same.
3.
Place the synchronizing lamp switch, of the generator set to be paralleled, in the on position.
Page 52
Operating Instructions
4.
Turn the vernier throttle knob until both units are operating at approximately the same frequency as indicated by
the slow change in the brilliancy of the synchronizing lamps.
5.
When the synchronizing lamps glow and then go out at a very slow rate, time the dark interval. Then, in the middle
of this interval, turn the circuit breaker control to the on position. This places the incoming generator set on the line, with
no load. The proper share of the existing load must now be placed on this generator.
6.
The division of the kilowatt load between the alternating current generators operating in parallel depends on the
power supplied by the engines to the generators as controlled by the engine governors and is practically independent of
the generator excitation. Divide the kilowatt load between the generators by turning the vernier throttle knob
counterclockwise on the incoming generator and clockwise on the generator that has been carrying the load (to keep the
frequency of the generators constant) until both ammeters read the same, indicating that each generator is carrying its
proper percentage of the total K.W. load.
7.
The division of the reactive KVA load depends on the generator excitation as controlled by the voltage .regulator.
Divide the reactive load between the generators by turning the voltage regulator rheostat control on the incoming
generator (generally clockwise to raise the voltage) until the ammeters read the same on both generator sets and the
sum of the readings is minimum.
NOTE: The generator sets are equipped with a resistor and current transformer connected in series with
the voltage coil of the regulator (cross-current compensation) which equalizes most but not all of the
reactive KVA load between the generators.
8.
When the load is 80 per cent power factor lagging (motor and a few lights only), turn the vernier throttle knob on
the incoming generator until the ammeter on that unit reads approximately 40 per cent of the total current load.
9.
Rotate the voltage regulator rheostat control on the incoming generator clockwise to raise the voltage until the
ammeters read the same on both units.
NOTE: If a load was not added during paralleling, the total of the two ammeter readings should be the
same as the reading before paralleling. Readjust the voltage regulator rheostat on the incoming generator,
if necessary.
10. To reset the load voltage, turn the voltage regulator rheostat controls slowly on each unit. It is necessary to turn
the controls the same amount and in the same direction to keep the reactive current equally divided. Power generator
sets with different capacities can also be paralleled by dividing the load proportionately to their capacity.
STOPPING
The procedure for stopping a power generator set or taking it out of parallel is as follows:
1.
Turn off all of the load on the generator when stopping a single engine unit.
2.
Shift the load from the generator when taking it out of parallel operation by turning the vernier throttle knob until the
ammeter reads approximately zero.
3.
Place the circuit breaker control in the off position.
4.
Turn the voltage regulator rheostat control in a counterclockwise direction to the limit of its travel.
5.
Press the throttle button and turn the throttle control to stop to shut-down the engine.
NOTE: When performing a tune-up on a generator set that will be operated in parallel with another unit,
adjust the speed droop as specified in Engine Tune-Up.
Page 53
LUBRICATION AND PREVENTIVE MAINTENANCE
To obtain the best performance and long life from a Detroit Diesel engine, the Operator
must adhere to the following schedule and instructions on lubrication and preventive
maintenance.
The daily instructions pertain to routine or daily starting of an engine and not to a new
engine or one that has not been operated for a considerable period of time. For new or
stored engines, carry out the instructions given under Preparation for Starting Engine
First Time under Operating Instructions.
The time intervals given in the chart on the following page are actual operating hours or
miles of an engine. If the' lubricating oil is drained immediately after an engine has been
run for some time, most of the sediment will be in suspension and, therefore, will drain
readily.
All authorized Detroit Diesel Allison Service Outlets are prepared to service engines with
the viscosity and grade of lubricants recommended on the following pages.
Page 55
Preventative Maintenance
Page 56
Preventive Maintenance
Item 1
Check the oil level daily before starting the engine. Add oil, if necessary, to bring it to the proper level on the dipstick.
Select the proper grade of oil in accordance with the instructions in the Lubricating Oil Specifications. It is recommended
that new engines be started with 100 hour oil change periods. The drain interval may then be gradually increased, or
decreased, following the recommendations of an independent oil analysis laboratory or the oil supplier (based upon the
oil sample analysis) until the most practical oil change period has been established.
Item 2
Install new engine oil filter elements and gaskets each time the engine oil is changed. Check for oil leaks after starting
the engine. If the engine is equipped with a governor oil filter, change the element every 1,000 hours.
Item 3
Check the coolant level daily and maintain it near the top of the heat exchanger tank or the radiator upper tank.
Clean the cooling system every 1,000 hours or 30,000 miles using a good radiator cleaning compound in accordance
with the instructions on the container. After the cleaning operation, rinse the cooling system thoroughly with fresh water.
Then fill the system with soft water, adding a good grade of rust inhibitor or a high boiling point type antifreeze (refer to
Engine Coolant). With the use of a proper antifreeze or rust inhibitor, this interval may be lengthened until, normally, this
cleaning is done only in the spring or fall. The length of this interval will, however, depend upon an inspection for rust or
other deposits on the internal walls of the cooling system. When a thorough cleaning of the cooling system is required, it
should be reverse-flushed.
If the cooling system is protected by a coolant filter and conditioner, the filter element should be changed every 500
hours or 15,000 miles.
Item 4
Inspect all of the cooling system hoses at least once every 500 hours or 15,000 miles for signs of deterioration. Replace
the hoses if necessary.
Items 3 and 4
Items 1 and 2
Page 57
Preventive Maintenance
Item 5
Inspect the exterior of the radiator core every 1,000 hours or 30,000 miles and, if necessary, clean it with a quality grease
solvent such as mineral spirits and compressed air. Do not use fuel oil, kerosene or gasoline. It may be necessary to
clean the radiator more frequently if the engine is being operated in extremely dusty or dirty areas.
Item 6
Every 500 hours drain the water from the heat exchanger raw water inlet and outlet tubes. Then remove the zinc
electrodes from the inlet side of the raw water pump and the heat exchanger. Clean the electrodes with a wire brush or,
if worn excessively, replace with new electrodes. To determine the condition of a used electrode, strike it sharply against
a hard surface; a weakened electrode will break.
Drain the cooling system, disconnect the raw water pipes at the outlet side of the heat exchanger and remove the
retaining cover every 1,000 hours and inspect the heat exchanger core. If a considerable amount of scale or deposits
are present, contact an authorized Detroit Diesel Allison Service Outlet.
Item 5
Item 7
Check the prime on the raw water pump; the engine should
not be operated with a dry pump. Prime the pump, if
necessary, by removing the pipe plug provided in the pump
inlet elbow and adding water. Reinstall the plug.
Item 8
Keep the fuel tank filled to reduce condensation to a
minimum. Select the proper grade of fuel in accordance
with the Diesel Fuel Oil Specifications.
Open the drain at the bottom of the fuel tank every 500
hours or 15,000 miles to drain off any water or sediment.
Item 9
Install new elements every 300 hours or 9,000 miles or
when plugging is indicated. A method of determining when
elements are plugged to the extent that they should be
changed is based on he fuel pressure at the cylinder head
fuel inlet manifold and the inlet restriction at the fuel pump.
Item 6
Page 58
Preventive Maintenance
In a clean system, the maximum pump inlet restriction must not exceed 6 inches of mercury. At normal operating
speeds (1800-2800 rpm), the fuel pressure is 45 to 70 psi (310 to 483 kPa). Change the fuel filter elements whenever
the inlet restriction (suction ) at the fuel pump reaches 12 inches of mercury at normal operating speeds and whenever
the fuel pressure at the inlet manifold falls to 45 psi (310 kPa).
Item 10
Remove the dirty oil and sludge from the oil bath-type air cleaner cups and center tubes every 8 hours or less if operating
conditions warrant. Wash the cups and elements in clean fuel oil and refill the cups to the level mark with the same
grade of heavy duty oil as used in the engine. The frequency of servicing may be varied to suit local dust conditions.
It is recommended that the body and fixed element in the heavy-duty oil bath type air cleaner be serviced every 500
hours, 15,000 miles or as conditions warrant.
Clean or replace the element in the dry-type air cleaner when the restriction indicator instrument indicates high restriction
or when a water manometer reading at the air inlet housing indicates the maximum allowable air inlet restriction (refer to
the Air Inlet Restriction chart in the Trouble Shooting section). Refer to the instructions in the Air System section for
servicing the dry-type air cleaner.
Item 11
With the engine running, check for flow of air from the air
box drain tubes every 1,000 hours or 30,000 miles. If the
tubes are clogged, remove, clean and reinstall the tubes.
The air box drain tubes should be cleaned periodically
even though a clogged condition is not apparent. If the
engine is equipped with an air box drain tank, drain the
sediment periodically. If the engine is equipped with an air
box drain check valve, replace the valve every 500 hours
or 15,000 miles.
Item 9
Item 12
Clean the externally mounted crankcase breather
assemblies every 1,000 hours or 30,000 miles. This
cleaning period may be reduced or lengthened according to
severity of service. Clean the internally mounted breather
pads at time of engine overhaul, or sooner if excessive
crankcase pressure is observed.
Item 10
Item 11
Page 59
Preventive Maintenance
Remove the crankcase breather from the engine and wash the steel mesh pad (element) in fuel oil and dry it with
compressed air. Reinstall the breather assembly.
Clean the breather cap, mounted on the valve rocker cover, in clean fuel oil every time the engine oil is changed.
Item 13
Inspect the blower screen and gasket assemblies every 1,000 hours or 30,000 miles and, if necessary, clean the screens
in fuel oil and dry them with compressed air.
Reinstall the screen and gasket assemblies with the screen side of the assemblies toward the blower. Inspect for
evidence of blower seal leakage.
Item 14
The electrical starting motor is lubricated at the time of original assembly. Oil can be added to the oil wicks, which
project through each bushing and contact the armature shaft, by removing the pipe plugs on the outside of the motor.
The wicks should be lubricated whenever the starting-motor is taken off the engine or disassembled.
The Sprag overrunning clutch drive mechanism should be lubricated with a few drops of light engine oil whenever the
starting motor is overhauled.
Item 15
Lubricate the alternator bearings or bushings with 5 or 6
drops of engine oil at the hinge cap oiler every 200 hours
or-6;000 miles.
Some alternators have a built-in supply of grease, while
others use sealed bearings. In these latter two cases,
additional lubrication is not necessary.
Item 12
The slip rings and brushes of an alternator can be
inspected through the end frame assembly. If the slip rings
are dirty, they should be cleaned with 400 grain or finer
polishing cloth. Never use emery cloth to clean slip rings.
Hold the polishing cloth against the slip rings with the
alternator in operation and blow away all dust after the
cleaning operation.
Item 13
Item 14
Page 60
Preventive Maintenance
Item 17
Item 15
Item 15
If the slip rings are rough or out of round, replace them. Inspect the terminals for corrosion and loose connections and
the wiring for frayed insulation.
Item 16
Check the specific gravity of the electrolyte in each cell of the battery every 100 hours or 3,000 miles. In warm weather,
however, it should be checked more frequently due to a more rapid loss of water from the electrolyte. The electrolyte
level should be maintained in accordance with the battery manufacturer's recommendations.
Item 17
Lubricate the tachometer drive every 100 hours or 3,000 miles with an all purpose grease at the grease fitting. At
temperatures above +30°F (-1 C), use a No. 2 grade grease. Use a No. I grade grease below this temperature.
Item 18
Lubricate the throttle control mechanism every 200 hours or 6,000 miles with an all purpose grease. At temperatures
above +30°F (-1°C), use a No. 2 grade grease. Use a No. 1 grade grease below this temperature. Lubricate all other
control mechanisms, as required, with engine oil.
Item 19
There is no scheduled interval for performing an engine tune-up. As long as the engine performance is satisfactory, no
tune-up should be needed. Minor adjustments in the valve and injector operating mechanisms, governor, etc. should
only be required periodically to compensate for normal wear on parts.
Item 20
New drive belts will stretch after the first few hours of operation. Run the engine for 15 seconds to seat the belts and
readjust the tension. Then check the belts and retighten the fan drive, pump drive and battery-charging alternator drive
belts after 1/2 hour or 15 miles and again after 8 hours or 140 miles of operation. Thereafter, check the tension of the
drive belts every 200 hours or 6,000 miles and adjust, if necessary.
Page 61
Preventive Maintenance
Too tight a belt is destructive to the bearings of the driven part; a loose belt will slip.
Replace all belts in a set when one is worn. Single belts of
similar size should not be used as a substitute for a
matched belt set; premature belt wear can result because
of belt length variation. All belts in a matched set are
within .032 " of their specified center distances.
NOTE: When installing or adjusting an
accessory drive belt, be sure the bolt at
the accessory adjusting pivot point is
properly tightened, as well as the bolt in
the adjusting slot.
Adjust the belt tension so that a firm push with the thumb,
at a point midway between the two pulleys, will depress the
belt 1/2" to 3/4". If a belt tension gage such as BT-3373FA or equivalent is available, adjust the belt tension as
Item 20
outlined in the chart.
Item 21
Lubricate the overspeed governor, if it is equipped with a hinge-type cap oiler or oil cup, with 5 or 6 drops of engine oil
every 500 hours. Avoid excessive lubrication and do not lubricate the governor while the engine is running.
Item 22
If the fan bearing hub assembly is provided with a grease fitting, use a hand grease gun and lubricate the bearings with
one shot of Texaco Premium RB grease, or an equivalent Lithium base multi-purpose grease, every 20,000 miles
(approximately 700 hours). Every 75,000 miles or 2500 hours, clean, inspect and repack the fan bearing hub assembly
with the above recommended grease.
At a major engine overhaul, remove and discard the bearings in the fan hub assembly. Pack the hub assembly, using
new bearings, with Texaco Premium RB grease or an equivalent Lithium base multi-purpose grease.
Check the shutdown system every 300 operating hours or each month to be sure it will function when needed.
Item 24
On engines equipped with a hydrostarter, refer to the Hydraulic Starting System in the section on Engine Equipment for
preventive maintenance and lubrication.
Item 25
To clean either the hair or polyurethane type air compressor air strainer element, saturate and squeeze it in fuel oil, or
any other cleaning agent that would not be detrimental to the element, until dirt free. Then dip it in lubricating oil and
squeeze it dry before placing it back in the air strainer. For replacement of the air strainer element, contact the nearest
Bendix Westinghouse dealer; replace with the polyurethane element, if available.
Item 26
There is no scheduled interval for performing an inspection on the turbocharger. As long as the turbocharger is operating
satisfactorily and there is no appreciable loss of power, no vibration or unusual noise and no oil leaks, only a periodic
inspection is necessary.
Page 62
Preventative Maintenance
When service is required, contact an authorized Detroit
Diesel Allison Service Outlet.
Item 27
The power generator requires lubrication at only one point the ball bearing in the end frame. If the bearing is oil
lubricated, check the oil level in the sight gage every 300
hours; change the oil every six months. Use the same
grade of oil as specified for the engine. Maintain the oil
level to the line in the sight gage. Do not overfill. After
adding oil, recheck the oil level after running the generator
for several minutes.
If the bearing is grease lubricated, a new generator has
sufficient grease for three years of normal service.
Thereafter, it should be lubricated at one year intervals. To
lubricate the bearing, remove the filler and relief plugs on
the side and the bottom of the bearing reservoir. Add
grease until new grease appears at the relief plug opening.
Run the generator a few minutes to vent the excess
grease; then reinstall the plugs.
The following
recommended:
greases,
or
their
equivalents,
are
Item 25
Keystone 44H........................... Keystone Lubrication Co.
BRB Lifetime ............................ Socony Vacuum Oil Co.
NY and NJ F926 or F927.......... NY and NJ Lubricant Co.
After 100 hours on new brushes, or brushes in generators
that have not been in use over a long period, remove the
end frame covers and inspect the brushes, commutator
and collector rings. If there is no appreciable wear on the
brushes, the inspection interval may be extended until the
most practicable
period has been established (not to exceed six months).
To prevent damage to the commutator or the collector
rings, do not permit the brushes to become shorter than 3/4
inch.
Keep the generator clean inside and out. Before removing
the end frame covers, wipe off the loose dirt. The loose
dirt and dust may be blown out with low pressure air (25 psi
or 172 kPa maximum). Remove all greasy dirt with a
cloth.
Lubricate all of the power take-off bearings with an all
purpose grease such as Shell Alvania No. 2, or equivalent.
Item 27
Page 63
Preventive Maintenance
Lubricate sparingly to avoid getting grease on the clutch
facing.
Open the cover on the side of the clutch housing (8" and
10" diameter clutch) and lubricate the clutch release sleeve
collar through the grease fitting every 8 hours. On the 111/2" diameter clutch, lubricate the collar through the fitting
on the side of the clutch housing every 8 hours.
Lubricate the clutch drive shaft pilot bearing through the
fitting in the outer end of the drive shaft (8" and 10 "
diameter clutch power take-offs) every 50 hours of
operation. One or two strokes with a grease gun should be
sufficient. The clutch drive shaft pilot bearing used with
the 11-1/2" diameter clutch power take-off is prelubricated
and does not require lubrication.
Lubricate the clutch drive shaft roller bearings through the
grease fitting in the clutch housing every 50 hours under
normal operating conditions (not continuous) and more
often under severe operating conditions or continuous
operation. Lubricate the clutch release shaft through the
fittings at the rear of the housing every 500 hours of
operation.
Lubricate the clutch levers and links sparingly with engine oil every 500 hours of operation. Remove the inspection hole
cover on the clutch housing and lubricate the clutch release levers and pins with a hand oiler. To avoid getting oil on the
clutch facing, do not over lubricate the clutch release levers and pins.
Check the clutch facing for wear every 500 hours. Adjust the clutch if necessary.
Item 29
Check the oil level in the Torqmatic converter and supply tank daily. The oil level must be checked while the converter is
operating, the engine idling and the oil is up to operating temperature (approximately 200°F or 93 °C). If the converter
is equipped with an input disconnect clutch, the clutch must be engaged.
Check the oil level after running the unit a few minutes. The oil level should be maintained at the proper level on the
dipstick. If required, add hydraulic transmission fluid type "C-2" (Table 1). Do not overfill the converter as too much oil
will cause foaming and high oil temperature.
The oil should be changed every 500 hours of operation. Also, the oil should be changed whenever it shows traces of
dirt or effects of high operating temperature as evidenced by discoloration or strong odor. If the oil shows metal
contamination, contact an authorized Detroit Diesel Allison Service Outlet as this usually requires disassembly. Under
severe operating conditions, the oil should be changed more often.
The converter oil breather, located on the oil level indicator (dipstick), should be cleaned each time the converter oil is
changed. This can be accomplished by allowing the breather to soak in a solvent, then drying it with compressed air.
OIL RECOMMENDATIONS
Prevailing
Ambient
Temperature
Above
-10°F (-230C)
Below
--10°F(--23°C)
Recommended Oil
Specification
Hydraulic Transmission Fluid, Type C-2.
Hydraulic Transmission Fluid, Type C-2. Auxiliory preheat required to raise temperature
in the sump to a temperature above -10°F. (-23°C)
TABLE 1
Page 64
Preventive Maintenance
Item 30
The full-flow oil filter element should be removed, the shell cleaned and a new element and gasket installed each time
the converter oil is changed. Lubricate the input clutch release bearing and ball bearing every 50 hours with an all
purpose grease through the grease fittings provided on the clutch housing. This time interval may vary depending upon
the operating conditions. Over-lubrication will cause grease to be .thrown on the clutch facing, causing the clutch to slip.
Item 30
WARNER MARINE GEAR:
Check the oil level daily. Start and run the engine at idle speed for a few minutes to fill the lubrication system. Stop the
engine. Then immediately after stopping the engine, check the oil level in the marine gear. Bring the oil level up to the
proper level on the dipstick. Use the same grade of lubricating oil that is used in the engine. Do not overfill.
Change the oil every 200 hours. After draining the oil from the unit, clean the removable oil screen thoroughly before
refilling the marine gear with oil.
TWIN DISC MARINE GEAR:
Check the marine gear oil level daily. Check the oil level with the engine running at low idle speed and the gear in
neutral. Keep the oil up to the proper level on the dipstick. Use oil of the same heavy-duty grade and viscosity that is
used in the engine.
Change the oil every 200 hours. Remove and clean the oil inlet strainer screen after draining the oil and before refilling
the marine gear. The strainer is located in the sump at the lower end of the pump suction line. When refilling after an oil
drain, bring the oil up to the proper level on the dipstick (approximately 5 quarts or 4.74 litres).
Page 65
Fuel, Oil and Coolant Specifications
DETROIT DIESEL FUEL OIL SPECIFICATIONS
GENERAL CONSIDERATIONS
The quality of fuel oil used for high-speed diesel engine operation is a very important factor in obtaining
satisfactory engine performance, long engine life, and acceptable exhaust.
Fuel selected should be completely distilled material. That is, the -fuel should show at least 98 percent by volume
recovery when subjected to ASTM D-86 distillation. Fuels marketed to meet Federal Specification VV-F-800 (grades DF1 and DF-2) and ASTM Designation D-975 (grades 1-D and 2-D) meet the completely distilled criteria. Some of the
general properties of VV-F-800 and ASTM D-975 fuels are shown below.
FEDERAL SPECIFICATION & ASTM DIESEL FUEL PROPERTIES
Residual fuels and domestic furnace oils are not considered
satisfactory for Detroit Diesel engines: however, some may be
acceptable.
(See "DETROIT DIESEL FUEL OIL
SPECIFICATIONS.")
NOTE: Detroit Diesel Allison does not
recommend the use of drained lubricating oil
as a diesel fuel oil. Furthermore, Detroit
Diesel will not be responsible for any engine
detrimental effects which it determines
resulted from this practice.
All diesel fuel oil contains a certain amount of sulfur. Too high
a sulfur content results in excessive cylinder wear due to acid
build-up in the lubricating oil. For most satisfactory engine
life, fuels containing less than 0.5% sulfur should be used.
Fuel oil should be clean and free of contamination. Storage tanks should be inspected regularly for dirt, water or wateremulsion sludge, and cleaned if contaminated. Storage instability of the fuel can lead to the formation of varnish or
sludge in the tank. The presence of these contaminants from storage instability must be resolved with the fuel supplier.
DETROIT DIESEL FUEL OIL SPECIFICATIONS
Detroit Diesel Allison designs, develops, and manufactures commercial diesel engines to operate on diesel fuels
classified by the ASTM as Designation D-975 (grades I-D and 2-D). These grades are very similar to grades DF-I and
DF-2 of Federal Specification VV-F-800. Residual fuels and furnace oils, generally, are not considered satisfactory for
Detroit Diesel engines. In some regions, however, fuel suppliers may distribute one fuel that is marketed as either diesel
fuel (ASTM D-975) or domestic heating fuel (ASTM D-396) sometimes identified as furnace oil. In this case, the fuel
should be investigated to determine whether the properties conform with those shown in the "FUEL OIL SELECTION
CHART" presented in this specification.
The "FUEL OIL SELECTION CHART" also will serve as a guide in the selection of the proper fuel for various
applications. The fuels used must be clean, completely distilled, stable, and non-corrosive, DISTILLATION RANGE,
CETANE NUMBER, and SULFUR CONTENT are three of the most important properties of diesel fuels that must be
controlled to insure optimum combustion and minimum wear.
Engine speed, load, and ambient temperature influence the selection of fuels with respect to distillation range and cetane
number. The sulfur content of the fuel must be as low as possible to avoid excessive deposit formation, premature wear,
and to minimize the sulfur dioxide exhausted into the atmosphere.
To assure that the fuel you use meets the required properties, enlist the aid of a reputable fuel oil supplier.
The responsibility for clean fuel lies with the fuel supplier as well as the operator. During cold weather engine operation,
the cloud point (the temperature at which wax crystals begin to form in diesel fuel) should be 10°F (6°C) below the lowest
expected fuel temperature to prevent clogging of the fuel filters by wax crystals.
At temperatures below -20°F (-29°C), consult an authorized Detroit Diesel Allison service outlet, since particular
attention must be given to the cooling system, lubricating system, fuel system, electrical system, and cold weather
starting aids for efficient engine starting and operation.
FUEL OIL SELECTION CHART
NOTE: When prolonged idling periods or
cold weather conditions below 32°F (0°C)
are encountered. the use of lighter distillate
fuels may be more practical. The same
consideration must be made when operating
at altitudes above 5,000 ft.
Page 66
Fuel, Oil and Coolant Specifications
DETROIT DIESEL FUEL OIL SPECIFICATIONS
GENERAL CONSIDERATIONS
All diesel engines require heavy-duty lubricating oils. Basic requirements of such oils are:
Lubricating Quality
High Heat Resistance
Control of Contaminants
LUBRICATING QUALITY. The reduction of friction and wear by maintaining an oil film between moving parts is the primary requisite
of a lubricant. Film thickness and its ability to prevent metal-to-metal contact of moving parts is related to oil viscosity. The
optimums for Detroit Diesel engines are SAE 40 or 30 weight.
HIGH HEAT RESISTANCE. Temperature is the most important factor in determining the rate at which deterioration or oxidation of
the lubricating oil will occur. The oil should have adequate thermal stability at elevated temperatures, thereby precluding formation of
harmful carbonaceous and/or ash deposits.
CONTROL OF CONTAMINANTS. The piston and compression rings must ride on a film of oil to minimize wear and prevent cylinder
seizure. At normal rates of consumption, oil reaches a temperature zone at the upper part of the piston where rapid oxidation and
carbonization can 'occur. In addition, as oil circulates through the engine, it is continuously contaminated by soot, acids, and water
originating from combustion. Until they are exhausted, detergent and dispersant additives aid in keeping sludge and varnish from
depositing on engine parts. But such additives in excessive quantities can result in detrimental ash deposits. If abnormal amounts of
insoluble deposits form, particularly on the piston in the compression ring area, early engine failure may result. Oil that is carried up
the cylinder liner wall is normally consumed during engine operation. The oil and additives leave carbonaceous and/or ash deposits
when subjected to the elevated temperatures of the combustion chamber. The amount of deposits is influenced by the oil
composition, additive content, engine temperature. and oil consumption rate.
DETROIT DIESEL LUBRICATING OIL SPECIFICATIONS
OIL QUALITY
OIL QUALITY is the responsibility of the oil supplier. (The term oil supplier is applicable to refiners, blenders, and rebranders of
petroleum products, and does not include distributors of such products.)
There are hundreds of commercial crankcase oils marketed today. Obviously, engine manufacturers or users cannot completely
evaluate the numerous commercial oils. The selection of a suitable lubricant in consultation with a reliable oil supplier, observance of
his oil drain recommendations (based on used oil sample analysis and experience) and proper filter maintenance, will provide the
best assurance of satisfactory oil performance.
Detroit Diesel Allison lubricant recommendations are based on general experience with current lubricants of various types and give
consideration to the commercial lubricants presently available.
RECOMMENDATION
Detroit Diesel engines have given optimum performance and experienced the longest service life with the following oil performance
levels having the ash and zinc limits shown:
Former Military
API Letter Code
Identification
Service Classification
SAE Grade
MIL-LCC/SC
40 or 30 •
2104B/1964MS *
Supplement 1**
CB
40 or 30 •
*Military Specification MIL-L-2104B is obsolete and new developed products can no longer be qualified to meet this performance
level. However, many lubricants formulated to meet the performance criteria of MIL-L-2104B/1964MS are still being marketed.
Detroit Diesel engines have given optimum performance and experienced the longest service life using MIL-L-2104B/1964MS
lubricants. The majority of MIL-L-2104B/1964MS lubricants have a sulfated ash content between 0.55 and 0.85 percent by weight.
**Supplement I oils have a history of very satisfactory performance in Detroit Diesel engines. Supplement 1oils have a relatively low
ash content. However, the Supplement I oil specification is obsolete and new products cannot be qualified to meet this performance
level. Some older formulations are still distributed and used by Detroit Diesel engine customers.
• SAE 40 grade oil has performed satisfactorily and is recommended in Detroit Diesel engines. Obviously, the expected ambient
temperatures and engine cranking capability must be considered by the engine owner/operator when selecting the proper grade of
oil. Only when the ambient temperatures and engine cranking capabilities result in difficult starting should SAE 30 grade oil be
used.
ASH LIMIT
The sulfated ash (ASTM D-874) limit of all the lubricants recommended or selected as alternates for use in Detroit Diesel engines
shall not exceed 1.000 percent by weight, except lubricants that contain only barium detergent-dispersant salts where 1.500 percent
by weight is allowed. Lubricants having a sulfated ash content between 0.55 and 0.85 percent by weight have a history of excellent
performance in Detroit Diesel engines. Lubricants having a sulfated ash content greater than 0.85 percent by weight are prone to
produce greater deposit levels in the ring belt and exhaust valve areas of the engine.
Page 67
Fuel, Oil and Coolant Specifications
ZINC CONTENT
The zinc content, as zinc diorganodithiophosphate. Of all the lubricants recommended or selected as alternates for use
in Detroit Diesel engines shall be a minimum of 0.07 percent by weight. However, where EMD or RR oils are used in
marine service applications, the minimum zinc content is not required.
ALTERNATE LUBRICANT SELECTIONS
***Some lube suppliers have superseded the obsolete MIL-L-2104B
oils with either MIL-L-2104C, MIL-L-46152, or' Universal lubricants.
Generally, all of the above oil performance levels contain a higher
sulfated ash content than the older MIL-L-2104B/1964MS
lubricants. Ring belt and exhaust valve deposits are usually
greater when higher ash lubricants are used. Excessive deposit
formation in these areas may result in stuck rings and/or guttered
valves.
MIL-L-2104C. MIL-L-46152, or Universal lubricants may be used if
they meet the sulfated ash and zinc limits shown elsewhere in this
specification and sufficient evidence of satisfactory performance in
Detroit Diesel engines has been provided to the customer by the oil
supplier.
LUBRICANTS NOT RECOMMENDED
The following lubricants are NOT recommended because of a history of poor performance in Detroit Diesel engines:
Former Military or
Industry Accepted
Identification
MIL-L-2104B/1968MS
MIL-L45199B
(Series 3)
All Multigrade Oils
API Letter Code
Service
Classification
CC/SD
CD
Comment
on
Performance
Excessive ash deposits formed
Excessive ash deposits formed
Numerous
History of poor performance
MULTIGRADE OILS
Detroit Diesel does NOT recommend the use of multigrade oils. Recent investigations with some multigrade oils indicate
they do NOT, generally, exhibit the antiscuffing and antiwear properties obtained from straight SAE 40 and 30 grade oils
operating in the same service applications. Neither fuel or oil consumption rates were improved using multigrade
lubricants. Detroit Diesel engines literally create their own environment after they have been started and warmed up. It
is during the operational mode under load that the straight SAE 40 and 30 grade lubricants have provided more
satisfactory service than multigrade oils. Detroit Diesel will continue to investigate the performance of multigrade oils.
SYNTHETIC OILS
The performance of single grade (e.g., SAE 4U or J0) synthetic oils is comparable to the performance of single grade
mineral base oils. However, where low viscosity lubricants are required for cold starting, synthetic multigrade oils have
shown significantly improved performance over mineral base multigrade oils. Multigrade synthetic oils are not as
satisfactory as single grade mineral or synthetic SAE 40 or 30 oils where the latter can be used.
If a lubricant meets MIL-L-2104B or MIL-L-2104C oil performance requirements and the sulfated ash and zinc limits
shown elsewhere in this specification, it qualifies for use in Detroit Diesel engines. The base stock may be either mineral
or synthetic. It is the performance level (i.e., MIL-L-2104B) and properties (i.e., ash and zinc contents) that are
significant. Refer to MIL-L46167 Arctic Lube Oil Section of this specification.
COLD WEATHER OPERATION
Cold weather starting will be facilitated when immersion type electrical coolant heaters can be used. Other practical
considerations, such as the use of batteries, cables and connectors of adequate size, generators or alternators of ample
capacity, proper setting of voltage regulators, ether starting aids, oil and coolant heater systems, and proper fuel
selection will accomplish starting with the use of SAE 40 or SAE 30 oils.
For complete cold weather starting information, consult an authorized Detroit Diesel Allison service outlet. Ask for
Engineering Bulletin No. 38 entitled, Cold Weather Operation of Detroit Diesel Engines.
MIL-L-46167 ARCTIC LUBE OILS FOR NORTH SLOPE & OTHER EXTREME SUB-ZERO OPERATIONS
The-MIL-L-46167 specification was published by the Military on 15 February, 1974. Federal Test Method 354 of Federal Test
Standard 791 is an integral test requirement of MIL-L-46167. Lubricants that have passed the oil performance requirement limits of
Method 354 may be used where continuous sub-zero temperatures prevail and where engines are shut down for periods longer than
eight (8/ hours. The lubricants that have shown the best performance when subjected to Method 354 evaluation may be described as
multigrades having a synthetic base stock and low volatility characteristics. These lubricants are not comparable to the performance
of SAE 40 or 30 oils after the engine has started and is operating at normal engine temperature conditions. For this reason, MIL-L46167 lubricants should be considered only as a last resort when engine cranking is a severe problem and auxiliary heating aids are
not available.
Page 68
Fuel, Oil and Coolant Specifications
EMD OR RR OILS
Lubricants specified by Electro-Motive Division of General Motors Corporation (EMD) are special lubricants. Generally,
these may be described as SAE 40 fluids that possess low Viscosity Index (VI) properties and do not contain any or very
low concentrations of zinc ingredients. They are identified by industry as EMD or railroad (RR) oils. They are an
approved option for Series 149 engines in all marine appilications and for all other model Detroit Diesel engines used for
auxiliary power in marine service applications.
OIL CHANGES
Oil change intervals are dependent upon the various operating conditions of the engines and the sulfur content of the
diesel fuel used. Oil drain intervals in all service applications may be increased or decreased with experience using a
specific lubricant, while also considering the recommendations of the oil supplier. Generally, the sulfur content of diesel
fuels supplied throughout the U.S.A. and Canada are low (i.e., less than 0.5 per cent by weight-ASTM D-129 or D-1552
or D-2622). Fuels distributed in some overseas locations may contain higher concentrations of sulfur, the use of which
will require reduced lube oil drain intervals.
Highway Trucks & Inter-City Buses (Series 53, 71, and 92 Naturally Aspirated and Turbo-charged Engines)
For highway trucks and buses, used for inter-city operation, the oil change interval is 100,000 miles. The drain interval
may be extended beyond this point if supported by the results obtained from used lube oil analysis; it is recommended
that you consult with your lube oil supplier in establishing any drain interval exceeding 100,000 miles.
City Transit Coaches and Pick-Up and Delivery Truck Service (Series 53, 71, and 92 Naturally Aspirated and
Turbocharged Engines
For city transit coaches and pick-up and delivery truck service. the oil change interval is 12,500 miles. The oil drain
interval may be extended beyond 12,500 miles if supported by used oil analyses.
Industrial and Marine (Series 53, 71, and 92 Naturally Aspirated and Turbo-charged Engines)
Series 53, 71, and 92 engines, in industrial and marine service, should be started with 150-hour oil change periods. The
oil drain intervals may be extended if supported by used oil analyses.
Large Industrial and Marine (Series 149 Naturally Aspirated and Turbocharged Engines)
The recommended oil change period for naturally aspirated Series 149 engines is 500 hours, while the change period for
turbocharged Series 149 engines is 300 hours. These drain intervals may be extended if supported by used oil analyses.
Used Lube Oil Analysis Warning Values
The presence of ethylene glycol in the oil is damaging to the engine. Its presence and need for an oil change and for
corrective maintenance action may be confirmed by glycol detector kits which are commercially available. Fuel dilution
of the oil may result from loose fuel connections or from prolonged engine idling. A fuel dilution exceeding 2.5 percent
by volume indicates an immediate need for an oil change and corrective maintenance action. Fuel dilution may be
confirmed by ASTM D-322 test procedure performed by oil suppliers or independent laboratories. In addition to the above
considerations, if any of the following occur, the oil should be changed:
1. The viscosity at 1000 F. of a used oil sample is 40 percent greater than the viscosity of the unused oil measured at
the same temperature (ASTM D-445 and D-2161).
2. The iron content is greater than 150 parts per million.
3. The pentane insolubles (total contamination) exceed 1.00 percent by weight (ASTM D-893).
4. The total base number (TBN) is less than 1.0 (ASTM D-664). Note: The sulfur content of the diesel fuel used will
influence the alkalinity of the lube oil. With high sulfur fuels, the oil drain interval will have to be shortened to avoid
excessive acidity in the lube oil.
LUBE OIL FILTER ELEMENT CHANGES
Full-Flow Filters
A full-flow oil filtration system is used in all Detroit Diesel engines. To insure against physical deterioration of the filter
element, it should be replaced at a maximum of 25,000 miles for on-highway vehicles or at each oil change period,
whichever occurs first. For all other applications, the filter should be replaced at a maximum of 500 hours or at each oil
change period, whichever occurs first.
By-Pass Filters
Auxiliary by-pass lube oil filters are not required on Detroit Diesel engines.
Page 69
Fuel, Oil and Coolant Specifications
NEW ENGINE OIL CLASSIFICATION SYSTEM
A relatively new engine oil classification system has been introduced to industry that describes the criteria required to
meet each performance level. A simplified cross-reference of oil and current commercial and military specifications is
shown below.
CROSS-REFERENCE OF LUBE OIL CLASSIFICATION SYSTEMS
API Code Letters
CA
CB
CC
CD
t
SA
SB
SC
SD
SE
Comparable Military or Commercial Industry Spec.
MIL-L-2104A
Supplement I
MIL-L-2104B (see Note below)
MIL-L-45199B (Series 3)
MIL-L-46152 (supersedes MIL-L-2104B for Military only)
MIL-L-2104C (supersedes MIL-L-45199B for Military only)
none
none
1964 MS oils - Auto passenger car
1968 MS oils - Auto passenger car
1972 MS oils - Auto passenger car
NOTE: MIL-L-2t04B lubricants are
currently marketed and readily
available for commercial use.
MIL-L-2104B
lubricants
are
obsolete for Military service
applications only.
t Oil performance meets or exceeds that of CC and SE oils.
Oil performance meets or exceeds that of CD and SC oils.
Consult the following publications for complete descriptions:
1. Society of Automotive Engineers (SAE) Technical Report J-183a.
2. Federal Test Method Standard 791a.
PUBLICATION AVAILABLE SHOWING COMMERCIAL "BRAND" NAME LUBRICANTS
A list of "brand" name lubricants distributed by the majority of worldwide oil suppliers can be purchased from the Engine
Manufacturers Association (EMA). The publication is titled, EMA Lubricating Oils Data Book for Heavy-Duty Automotive
and Industrial Engines. The publication shows the brand names, oil performance levels, viscosity grades, and sulfated
ash contents of most "brands" marketed.
ENGINE MANUFACTURERS ASSOCIATION
111 EAST WACKER DRIVE
CHICAGO, ILLINOIS 60601
STATEMENT OF POLICY ON FUEL AND LUBRICANT ADDITIVES
In answer to requests concerning the use of fuel and lubricating oil additives, the following excerpt has been taken from a
policy statement of General Motors Corporation:
"It has been and continues to be General Motors policy to build motor vehicles that will operate satisfactorily on the
commercial fuels and lubricants of good quality regularly provided by the petroleum industry through retail outlets. "
Therefore, Detroit Diesel Allison does not recommend the use of any supplementary fuel or lubricant additives. These
include all products marketed as fuel conditioners, smoke suppressants, masking agents, reodorants, tune-up
compounds, top oils, break-in oils, graphitizers, and friction-reducing compounds.
NOTE: The manufacturer's warranty applicable to Detroit Diesel engines provides
In part that the provisions of such warranty shall not apply to any engine unit
which has been subject to misuse, negligence or accident.
Accordingly,
malfunctions attributable to neglect or failure to follow the manufacturer's fuel or
lubricating recommendations may not be within the coverage of the warranty.
SERVICE AND INSPECTION INTERVALS
Generally, operating conditions will vary for each engine application, even with comparable mileage or hours and,
therefore, maintenance schedules can vary. A good rule of thumb for piston, ring, and liner inspections, however, would
be at 45,000 miles or 1500 hours for the first such inspection and at 30,000 miles or 1000 hour intervals thereafter.
Page 70
Fuel, Oil and Coolant Specifications
ENGINE COOLANT
Engine coolant is considered as any solution which is circulated through the engine to provide the means for heat transfer
from the different engine components. In general, water containing various materials in solution is used for this purpose.
The function of the coolant is basic to the design and to the successful operation of the engine. Therefore, coolant must
be carefully selected and properly maintained.
COOLANT REQUIREMENTS
A suitable coolant solution must meet the following basic
requirements:
I. Provide for adequate heat transfer.
2. Provide a corrosion resistant environment within the
cooling system.
3. Prevent formation of scale or sludge deposits in the
cooling system.
4. Be compatible with the cooling system hose and seal
materials.
5. Provide adequate freeze protection during cold
weather operation.
The first four requirements are satisfied by combining a
suitable water with reliable inhibitors. When operating
conditions dictate the need for freeze protection, a solution
of suitable water and a permanent antifreeze containing
adequate inhibitors will provide a satisfactory coolant.
CORROSION INHIBITORS
A corrosive inhibitor is a water soluble chemical compound
which protects the metallic surfaces of the cooling system
against corrosive attack. Some of the more commonly
used corrosion inhibitors are chromates, borates, nitrates,
nitrites and soluble oil.
WATER
Any water, whether of drinking quality or not, will produce a
corrosive environment in the cooling system. Also, scale
deposits may form on the internal surfaces of the cooling
system due to the mineral content of the water. Therefore,
water selected as a coolant must be properly treated with
inhibitors to control corrosion and scale deposition. To
determine if a particular water is suitable for use as a
coolant
when
properly
inhibited,
the
following
characteristics must be considered: the concentration of
chlorides, sulfates, total hardness and dissolved solids.
Chlorides and/or sulfates tend to accelerate corrosion,
while hardness (percentage of magnesium and calcium
present) causes deposits of scale. Total dissolved solids
may cause scale deposits, sludge deposits, corrosion or a
combination of these. Chlorides, sulfates, magnesium and
calcium are among but not necessarily all the materials
which make up dissolved solids. Water, within the limits
specified in Tables 1 and 2 of Fig. 1, is satisfactory as an
engine coolant when proper inhibitors are added.
Fig 1. Water Characteristics
Page 71
Fuel, Oil and Coolant Specifications
Depletion of all types of inhibitors occurs through normal operation. Therefore, strength levels must be maintained by
the addition of inhibitors at prescribed intervals. Always follow the supplier's recommendations on inhibitor usage and
handling.
Chromates
Sodium chromate and potassium dichromate are two of the best and most commonly used water system corrosion
inhibitors. However, the restrictive use of these materials, due to ecology considerations, has de-emphasized their use in
favor of non-chromates. Care should be exercised in handling these materials due to their toxic nature.
Chromate inhibitors should not be used in permanent type antifreeze solutions. Chromium hydroxide, commonly called
"green slime", can result from the use of chromate inhibitors with permanent type antifreeze. This material deposits on
the cooling system passages, reducing the heat transfer rate (Fig. 2) and results in engine overheating. Engines which
have operated with a chromate-inhibited water must be chemically cleaned before the addition of permanent antifreeze.
A commercial heavy-duty de-scaler should be used in accordance with the manufacturer's recommendation for this
purpose.
Soluble Oil
Soluble oil has been used as a corrosion inhibitor for many years. It has, however, required very close attention relative
to the concentration level due to adverse effects on heat transfer if the concentration exceeds 1% by volume. For
example: 1 1/4% of soluble oil in the cooling system increases fire deck temperature 6% and a 2 1/2% concentration
raises fire deck temperature up to 15%. Soluble oil is not recommended as a corrosion inhibitor.
Non-chromates
Non-chromate inhibitors (borates, nitrates, nitrites, etc.) provide corrosion protection in the cooling system with the basic
advantage that they can be used with either water or a water and permanent antifreeze solution.
INHIBITOR SYSTEMS
An inhibitor system (Fig. 3) is a combination of chemical
compounds which provide corrosion protection, pH control
and water softening ability.
Corrosion protection is
discussed under the heading Corrosion Inhibitors. The pH
control is used to maintain an acid-free solution. The water
softening ability deters formation of mineral deposits.
Inhibitor systems are available in various forms such as
coolant filter elements, liquid and dry bulk inhibitor
additives, and as an integral part of permanent antifreeze.
Fig. 2 - Heat Transfer Capacity
Coolant Filter Elements
Replaceable elements are available with various chemical inhibitor systems. Compatibility of the element with other
ingredients of the coolant solution cannot always be taken for granted.
Problems have developed from the use of the magnesium lower support plate used by some manufacturers in their
coolant filters. The magnesium plate will be attacked by solutions which will not be detrimental to other metals in the
cooling system. The dissolved magnesium will be deposited in the hottest zones of the engine where heat transfer is
most critical. The use of an aluminum or zinc support plate in preference to magnesium is recommended to eliminate
the potential of this type of deposit. High chloride coolants will have a detrimental effect on the water softening
capabilities of systems using ion-exchange resins. Accumulations of calcium and magnesium ions removed from the
coolant and held captive by the zeolite resin can be released into the coolant by a regenerative process caused by high
chloride content solutions.
Page 72
Fuel, Oil and Coolant Specifications
Inhibitor or
Inhibitor System
Sodium chromate
Potassium dichromate
Perry filter elements:
5020 (type OS)
S-453 (Spin-on)
5030 (type OS)
S-331 (Spin-on)
5070 (type OS)
S-473 (Spin-on)
Lenroc filter element
Fleetguard filter elements:
DCA (canister)
DCA (Spin-on) (Eth. Gly.)
DCA (Spin-on) (Meth. Prop.)
AC filter elements:
DCA (canister)
DCA (Spin-on)
Luber-Finer filter elements:
LW-4739 (canister)
LFW-4744 (spin-on)
Nalcool 2000 (liquid)
Perry LP-20 (liquid)
Sy-Cool (liquid)
Lubercool (liquid)
Dowtherm cooling system condition
*Dowtherm 209, or equivalent.
Corrosion
Inhibitor
Type
Complete
Inhibitor
System
Chromate
Chromate
No
No
Inhibitor Compatibility
Ethylene
Glycol
Base
Water
Antifreeze
Yes
No
Yes
No
Chromate
Chromate
@Non-chromate
@Non-chromate
# Non-chromate
# Non-chromate
Non-chromate
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
Non-chromate
Non-chromate
Non-chromate
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
No
No
No
Yes
Non-chromate
Non-chromate
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Non-chromate
Non-chromate
Non-chromate
Non-chromate
Non-chromate
Non-chromate
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
Non-chromate
Yes
@Perry "Year Around" formula.
Yes
*Methoxy
Propanol
Base
Antifreeze
No
No
Yes
Yes
# Perry "Universal" formula.
Fig. 3 - Coolant Inhibitor Chart
Bulk Inhibitor Additives
Commercially packaged inhibitor systems are available which can be added directly to the engine coolant or to bulk
storage tanks containing coolant solution. Both chromate and non-chromate systems are available and care should be
taken regarding inhibitor compatibility with other coolant constituents.
Non-chromate inhibitor systems are recommended for use in Detroit Diesel engines. These systems can be used with
either water or permanent antifreeze solutions and provide corrosion protection, pH control and water softening. Some
non-chromate inhibitor systems offer the additional advantage of a simple on-site test to determine protection level and,
since they are added directly to the coolant, require no additional hardware or plumbing.
All inhibitors become depleted through normal operation and additional inhibitor must be added to the coolant at
prescribed intervals to maintain original strength levels.
Page 73
Fuel, Oil and Coolant Specifications
Always follow the supplier's recommendations on inhibitor usage and handling.
NOTE: Methoxy Propanol base permanent antifreeze (such as Dowtherm 209, or
equivalent) must be re-inhibited only with compatible corrosion inhibitor systems.
ANTIFREEZE
When freeze protection is required, a permanent antifreeze
must be used. An inhibitor system is included in this type
of antifreeze and no additional inhibitors are required on
initial fill if a minimum antifreeze concentration of 30% by
volume is used. Solutions of less than 30%, concentration
do
not
provide
sufficient
corrosion
protection.
Concentrations over 67% adversely affect freeze
protection and heat transfer rates (Fig. 4).
Methoxy Propanol base antifreeze is not recommended for
use in Detroit Diesel engines due to the presence of
fluoroelastomer (Viton '0') seals in the cooling system.
Before installing ethylene glycol base anti-freeze in an
engine previously operated with Methoxy Propanol, the
entire cooling system should be drained, flushed with clean
water and examined for rust, scale, contaminants, etc. If
deposits are present, the cooling
system must be chemically cleaned with a commercial
grade heavy-duty de-scaler.
Ethylene glycol base antifreeze is recommended for use in
Detroit Diesel engines. Methyl alcohol antifreeze is not
recommended because of its effect on the non-metallic
components of the cooling system and because of its low
boiling point.
The inhibitors in permanent antifreeze should be
replenished at approximately 500 hour or 20,000 mile
intervals with a non-chromate inhibitor system.
Commercially available inhibitor systems may be used to
re-inhibit antifreeze solutions.
Sealer Additives
Several brands of permanent antifreeze are available with
sealer additives. The specific type of sealer varies with the
manufacturer. Antifreeze with sealer additives is not
recommended for use in Detroit Diesel engines due to
possible plugging throughout various areas of the cooling
system.
GENERAL RECOMMENDATIONS
All Detroit Diesel engines incorporate pressurized cooling systems which normally operate at temperatures higher than
non-pressurized systems. It is essential that these systems be kept clean and leak-free, that filler caps and pressure
relief mechanisms be correctly installed at all times and that coolant levels be properly maintained.
WARNING: Use extreme care when removing a radiator pressure control cap from an
engine. The sudden release of pressure from a heated cooling system can result in a
loss of coolant and possible personal injury (scalding) from the hot liquid.
1. Always use a properly inhibited coolant.
Page 74
Fuel, Oil and Coolant Specifications
2. Do not use soluble oil.
3. Maintain the prescribed inhibitor strength.
4. Always follow the manufacturer's recommendations on inhibitor usage and handling.
5. If freeze protection is required, always use a permanent antifreeze.
6. Re-inhibit antifreeze with a recommended non-chromate inhibitor system.
7. Do not use a chromate inhibitor with permanent antifreeze.
8. Do not use Methoxy Propanol base antifreeze in Detroit Diesel engines.
9. DO NOT mix ethylene glycol base antifreeze with Methoxy Propanol base antifreeze in the cooling system.
10. Do not use an antifreeze containing sealer additives.
11. Do not use methyl alcohol base antifreeze.
12. Use extreme care when removing the radiator pressure control cap.
Page 75
ENGINE TUNE-UP PROCEDURES
There is no scheduled interval for performing an engine tune-up. As long as the engine performance is satisfactory, no
tune-up should be needed. Minor adjustments in the valve and injector operating mechanisms, governor, etc. should
only be required periodically to compensate for normal wear on parts.
Three types of governors are used. Since each governor has different characteristics, the tune-up procedure varies
accordingly. The three types are:
1. Limiting speed mechanical.
2. Variable speed mechanical.
3. Hydraulic.
The mechanical engine governors are identified by a name plate attached to the governor housing. The letters D.W.L.S. stamped on the name plate denote a double-weight limiting speed governor. A single-weight variable speed
governor name plate is stamped S.W.-V.S.
Normally, when performing a tune-up on an engine in service, it is only necessary to check the various adjustments for a
possible change in the settings. However, if the cylinder head, governor or injectors have been replaced or overhauled,
then certain preliminary adjustments are required before the engine is started.
The preliminary adjustments consist of the first four items in the tune-up sequence. The procedures are the same except
that the valve clearance is greater for a cold engine.
To tune-up an engine completely, all of the adjustments are made by following the applicable tune-up sequence given
below after the engine has reached the normal operating temperature. Since the adjustments are normally made while
the engine is stopped, it may be necessary to run the engine between adjustments to maintain normal operating
temperature.
Tune-Up Sequence for Mechanical Governor
CAUTION: Before starting an engine after an engine speed control adjustment or after
removal of the engine governor cover, the serviceman must determine that the injector
racks move to the no-fuel position when the governor stop lever is placed in the stop
position. Engine overspeed will result if the injector racks cannot be positioned at no fuel
with the governor stop lever.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Adjust the exhaust valve clearance.
Time the fuel injectors.
Adjust the governor gap.
Position the injector rack control levers.
Adjust the maximum no-load speed.
Adjust the idle speed.
Adjust the buffer screw.
Adjust the throttle booster spring (variable speed governor only).
Adjust the supplementary governing device (if used).
Tune-Up Sequence for Hydraulic Governor
1. Adjust the exhaust valve clearance.
2. Time the fuel injectors.
3. Adjust the fuel rod.
4. Position the injector rack control levers.
5. Adjust the load limit screw.
6. Adjust the speed droop.
7. Adjust the maximum no-load speed.
NOTE: Use new valve rocker cover gasket(s)after each tune-up.
Page 77
Engine Tune-Up
EXHAUST VALVE CLEARANCE ADJUSTMENT
The correct exhaust valve clearance at normal engine operating temperature is important for smooth,
efficient operation of the engine.
Insufficient valve clearance can result in loss of compression, misfiring cylinders, and eventually burned valve seats and
valve seat inserts. Excessive valve clearance will result in noisy operation,
especially in the low speed range.
Whenever the cylinder head is overhauled, the exhaust valves reconditioned or replaced, or the valve operating
mechanism is replaced or disturbed in any way, the valve clearance must first be adjusted to the cold setting to allow for
normal expansion of the engine parts during the engine warm-up period. This will ensure a valve setting which is close
enough to the specified clearance to prevent damage to the valves when the engine is started.
All of the exhaust valves may be adjusted, in firing order sequence, during one full revolution of the crankshaft. Refer to
the General Specifications at the front of the manual for the engine firing order.
TWO CYLINDER VALVE HEADS
Cold Engine
1. Place the speed control lever in the idle speed position.
If a stop lever is provided, secure it in the no-fuel
position.
2. Remove the loose dirt from the valve rocker cover(s)
and remove the cover(s).
3. Rotate the crankshaft, manually or with the starting
motor, until the injector follower is fully depressed on
the cylinder to be adjusted.
CAUTION: If a wrench is used on the
crankshaft bolt, do not turn the engine in
a left-hand direction of rotation as the
bolt will be loosened.
Fig 1. Adjusting Valve Clearance (Two-Valve
Cylinder Head)
4. Loosen the exhaust valve rocker arm push rod lock
nut.
5. Place a .012" feeler gage, J 9708, between the valve stem and the rocker arm (Fig. 1). Adjust the push rod to
obtain a smooth pull on the feeler gage.
6. Remove the feeler gage. Hold the push rod with a 5/16"wrench and tighten the lock nut with a 1/2 "wrench.
7. Recheck the clearance. At this time, if the adjustment is correct, the .010" gage will pass freely between the end of
the valve stem and the rocker arm and the .012" gage will not pass through.
8. Check and adjust the remaining valves in the same manner as outlined above.
Hot Engine
Maintaining normal engine operating temperature is particularly important when making the final valve clearance
adjustment. If the engine is allowed to cool off before setting any of the valves, the clearance, when running at full load,
may become insufficient.
1. With the engine at normal operating temperature (160-185°F or 71-85°C), recheck the exhaust valve clearance with
feeler gage J 9708. At this time, if the valve clearance is correct, the .008"gage will pass freely between the end of the
valve stem and the rocker arm and the .010"gage will not pass through. Readjust the push rod, if necessary.
2. After the exhaust valve clearance has been adjusted, check the fuel injector timing.
Page 78
Engine Tune-Up
Fig. 2 - Adjusting Valve Clearance (Four-Valve Cylinder Head)
Cold Engine
1. Place the speed control lever in the idle speed position. If a stop lever is provided, secure it in the no-fuel position.
2. Remove the loose dirt from the valve rocker cover(s) and remove the cover(s).
3. Rotate the crankshaft until the injector follower is fully depressed on the cylinder to be adjusted.
CAUTION: If a wrench is used on the crankshaft bolt, do not turn the engine in a lefthand direction of rotation as the bolt will be loosened.
4. Loosen the exhaust valve rocker arm push rod lock nut.
5. Place a .027" feeler gage, J 9708, between the end of one valve stem and the rocker arm bridge (Fig. 2). Adjust the
push rod to obtain a smooth pull on the feeler gage.
6. Remove the feeler gage. Hold the push rod with a 5/16"wrench and tighten the lock nut with a 1/2 " wrench.
7. Recheck the clearance. At this time, if the adjustment is correct, the .025" gage will pass freely between the end of
one valve stem and the rocker arm bridge and the .027" gage will not pass through. Readjust the push rod if necessary.
8. Check and adjust the remaining exhaust valves, in the same manner as above.
Hot Engine
Maintaining normal engine operating temperature is particularly important when making the final valve clearance
adjustment. If the engine is allowed to cool off before setting any of the valves, the clearance, when running at full load,
may become insufficient.
1. With the engine at normal operating temperature (160-185°F or 71-85°C), recheck the exhaust valve clearance with
gage J 9708. At this time, if the valve clearance is correct, the .023" gage should pass freely between the end of one
valve stem and the rocker arm bridge and the .025" feeler gage should not. Readjust the push rod, if necessary.
2. After the exhaust valve clearance has been adjusted, check the fuel injector timing.
Page 79
Engine Tune-Up
TIMING FUEL INJECTOR
Injector
Timing
Dimension
Tool
Number
*35
35
40
45
S40
S45
S50
L40
N40
N45
N50
1.508
1.484
1.484
1.484
1.460
1.460
1.460
1.460
1.460
1.460
1.460
J 8909
J 1242
J 1242
J 1242
J 1853
J 1853
J 1853
J 1853
J 1853
J 1853
J 1853
*Reefer Car
To time a fuel injector properly, the injector follower must be adjusted to a definite height in relation to the
injector body. All of the injectors can be timed, in firing order sequence, during one full revolution of the crankshaft.
Time Fuel Injector
After the exhaust valve clearance has been adjusted, time the fuel injector as follows:
1. Place the speed control lever in the idle speed position. If a stop lever is provided, secure it in the no-fuel position.
2. Rotate the crankshaft, manually or with the starting motor, until the exhaust valves are fully depressed on the
particular cylinder to be timed.
CAUTION: If a wrench is used on the crankshaft bolt at the front of the engine, do not
turn the crankshaft in a left-hand direction of rotation or the bolt will be loosened.
Fig. 3 - Timing Fuel Injector
3. Place the small end of the injector timing gage (see table for correct timing gage) in the hole provided in the top of
the injector body, with the flat of the gage toward the injector follower as shown in Fig. 3.
4. Loosen the push rod lock nut.
5. Turn the push rod and adjust the injector rocker arm until the extended part of the gage will just pass
over the top of the injector follower.
6. Hold the push rod and tighten the lock nut. Check the adjustment and readjust, if necessary.
7. Time the remaining injectors as outlined above.
8. If no further engine tune-up is required, use a new gasket(s) and install the valve rocker cover(s).
Page 80
Engine Tune-Up
LIMITING SPEED MECHANICAL GOVERNOR AND INJECTOR RACK
CONTROL ADJUSTMENT
IN-LINE ENGINES
The double-weight limiting speed governor is mounted on the rear end plate of the engine and is driven by a gear that
extends through the end plate and meshes with either the camshaft gear or the balance shaft gear, depending upon the
engine model.
After adjusting the exhaust valves and tithing the fuel injectors, adjust the governor and position the injector rack control
levers.
NOTE: Before proceeding with the governor and injector rack adjustments, disconnect
any supplementary governing device. After the adjustments are completed, re-connect
and adjust the supplementary governing device.
Adjust Governor Gap
With the engine stopped and at operating temperature, adjust the governor gap as follows:
1. Remove the high-speed spring retainer cover.
2. Back out the buffer screw (Fig. 8) until it extends approximately 5/8" from the lock nut.
3. Start the engine and adjust the idle speed screw (Fig. 7) to obtain the desired engine idle speed. Hold the screw and
tighten the lock nut to hold the adjustment.
NOTE: The recommended idle speed for non-EPA certified engines is 500-600 rpm, but
may vary with special engine applications.
4. Stop the engine, clean and remove the governor cover and the valve rocker cover. Discard the gaskets.
5. Start and run the engine, between 800 and 1000 rpm by manual operation of the injector control tube lever.
CAUTION: Do not overspeed the engine.
6. Check the gap between the low-speed spring cap and the high-speed spring plunger with a .0015 " feeler gage. If the
gap setting is incorrect, reset the gap adjusting screw (Fig. 1). If the setting is correct, the .0015" movement can be
seen by placing a few drops of oil into the governor gap and pressing a screw driver against the gap adjusting screw.
Movement of the cap toward the plunger will force the oil from the gap in the form of a small bead.
Fig. 2 Positioning the Rear Injector Rack
Control Lever
Fig. 1 Adjusting Governor Gap
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Engine Tune-Up
7. Hold the gap adjusting screw and tighten the lock nut.
8. Recheck the gap and readjust if necessary.
9. Stop the engine and, using a new gasket, install the governor cover. The governor cover should be placed on the
housing with the pin of the speed control lever projecting into the slot of the differential lever.
10. Install screws and lock washers finger tight. Pull the cover away from the engine and tighten the screws. This step
will properly locate the cover on the governor housing.
Position Injector Rack Control Levers
The position of the injector racks must be correctly set in relation to the governor. Their position determines the amount
of fuel injected into each cylinder and ensures equal distribution of the load. Properly positioned injector rack control
levers with the engine at full-load will result in the following:
1.
2.
3.
4.
Speed control lever at the full-fuel position.
Governor low-speed gap closed.
High-speed spring plunger on the seat in the governor control housing.
Injector racks in the full-fuel position.
Adjust the rear injector rack control lever first to establish a guide for adjusting the remaining injector rack control levers.
1. Disconnect any linkage attached to the speed control lever.
2. Turn the idle speed adjusting screw until 1/2"of the threads (12-14 threads) project from the lock nut, when the nut is
against the high-speed plunger.
CAUTION: A false fuel rack setting may result if the idle speed adjusting screw is not
backed out as noted above.
NOTE: This adjustment lowers the tension of the low-speed spring so it can be easily
compressed. This permits closing the low speed gap without bending the fuel rods or
causing the yield mechanism springs to yield or stretch.
3. Back out the buffer screw approximately 5/8", if it has not already been done.
4. Loosen all of the inner and outer injector rack control lever adjusting screws (Fig. 2). Be sure all of the levers are
free on the injector control tube.
5. Move the speed control lever to the maximum speed position. Turn the inner adjusting screw down on the rear
injector rack control lever until a step-up in effort is noted. This will place the rear injector rack in the full-fuel position.
Turn down the outer adjusting screw until it bottoms lightly on the injector control tube. Then alternately tighten both the
inner and outer adjusting screws. This should result in placing the governor linkage and control tube assembly in the
same positions that they will attain while the engine is running at full-load.
Fig. 3 - Checking Rotating Movement of
Injector Control Rack
Fig. 4 - Checking Injector Rack "Spring'
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Engine Tune-Up
6. To be sure of the proper rack adjustment, hold the speed control lever in the full-fuel position and press down on the
injector rack with a screw driver or finger tip and note "rotating" movement of the injector control rack (Fig. 3) when the
speed control lever is in the maximum speed position. Hold the speed control lever in the maximum speed position and,
using a screw driver, press downward on the injector control rack. The rack should tilt downward (Fig. 4) and when
the pressure of the screw driver is released, the control rack should "spring" back upward.
If the rack does not return to its original position, it is too loose. To correct this condition, back off the outer adjusting
screw slightly and tighten the inner adjusting screw slightly.
The setting is too tight if, when moving the speed control lever from the no-speed to the maximum speed position, the
injector rack becomes tight before the speed control lever reaches the end of its travel (as determined by the stop under
the governor cover). This will result in a step-up in effort required to move the speed control lever to the end of its travel.
To correct this condition, back off the inner adjusting screw slightly and tighten the outer adjusting screw slightly.
NOTE: Overtightening of the injector rack control lever adjusting screws during
installation or adjustment can result in damage to the injector control tube. The
recommended torque of the adjusting screws is 24-36 in-lbs (3-4 Nm).
IMPORTANT: The above step should result in placing the governor linkage and control
tube assembly in the same position that they will attain while the engine is running at full
load.
7. To adjust the remaining injector rack control levers, remove the clevis pin from the fuel rod and the injector control
tube lever, hold the injector control racks in the full-fuel position by means of the lever on the end of the control tube.
Turn down the inner adjusting screw on the injector rack control lever of the adjacent injector until the injector rack has
moved into the full-fuel position and the inner adjusting screw is bottomed on the injector control tube. Turn the outer
adjusting screw down until it bottoms lightly on the injector control tube. Then alternately tighten both the inner and outer
adjusting screws.
8. Recheck the rear injector rack to be sure that it has remained snug on the ball end of the injector rack control lever
while adjusting the adjacent injector. If the rack of the rear injector has become loose, back off, the inner adjusting screw
slightly on the adjacent injector rack control lever. Tighten the outer adjusting screw. When the settings are correct, the
racks of both injectors must be snug on the ball end of their respective rack control levers.
Fig. 5 - Adjusting Maximum No-Load Engine
Speed (Type A)
Fig. 6 - Governor Spring Assemblies
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Engine Tune-Up
9. Position the remaining injector rack control levers as outlined in Steps 6 and 7.
10. Connect the fuel rod to the injector control tube lever.
11. Turn the idle speed adjusting screw in until it projects 3/16" from the lock nut to permit starting the engine. Tighten
the lock nut.
12. Use a new gasket and replace the valve rocker cover.
Adjust Maximum No-Load Engine Speed
All governors are properly adjusted before leaving the factory. However, if the governor has been reconditioned or
replaced, and to ensure the engine speed will not exceed the recommended no-load speed as given on the engine
option plate, set the maximum no-loadspeed as follows:
TYPE A GOVERNOR SPRINGS (Fig. 6):
1. Loosen the lock nut (Fig. 5) and back off the high-speed spring retainer approximately five turns.
2. With the engine at operating temperature and no-load on the engine, place the speed control lever in the full-fuel
position. Turn the high-speed spring retainer IN until the engine is operating at the recommended no-load speed.
The best method of determining the engine speed is with an accurate tachometer.
3. Hold the high-speed spring retainer and tighten the lock nut.
TYPE B GOVERNOR SPRINGS (Fig. 6):
1. Start the engine and after it reaches normal operating temperature, remove the load from the engine.
2. Place the speed control lever in the maximum speed position and note the engine speed.
3. Stop the engine and, if necessary, adjust the no-load speed as follows:
a. Remove the high-speed spring retainer, high-speed spring and plunger.
CAUTION: To prevent the low-speed spring and cap from dropping into the governor, be
careful not to jar the assembly while it is being removed.
b. Remove the high-speed spring from the high-speed spring plunger and add or remove shims (Fig. 6) as required
to establish the desired engine no-load speed.
NOTE: For each .010" shim added, the engine speed will be increased approximately 10
rpm.
c. Install the high-speed spring on the plunger and install the spring assembly in the governor housing. Install the
spring retainer in the governor housing and tighten it securely.
d. Start the engine and recheck the engine no-load speed. Repeat the procedure as necessary to establish the noload speed.
Adjust Idle Speed
With the maximum no-load speed properly adjusted, adjust the idle speed as follows:
1. With the engine running at normal operating temperature and with the buffer screw backed out to avoid contact with
the differential lever, turn the idle speed adjusting screw (Fig. 7) until the engine is operating at approximately 15 rpm
below the recommended idle speed.
NOTE: The recommended idle speed for non-EPA certified engines is 500-600 rpm, but
may vary with special engine applications.
2. Hold the idle speed adjusting screw and tighten the lock nut.
Fig. Adjusting Engine Idle Speed
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Engine Tune-Up
Fig. 8 - Adjusting Buffer Screw
3. Install the high-speed spring cover and tighten the two bolts.
Adjust Buffer Screw
With the idle speed properly set, adjust the buffer screw as follows:
1. With the engine running at normal operating temperature, turn the buffer screw in (Fig. 8) so it contacts the differential
lever as lightly as possible and still eliminates engine roll.
NOTE: Do not increase the engine idle speed more than 15 rpm with the buffer screw.
2. Recheck the maximum no-load speed. If it has increased more than 25 rpm, back off the buffer screw until the
increase is less than 25 rpm.
3. Hold the buffer screw and tighten the lock nut.
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Engine Tune-Up
LIMITING SPEED MECHANICAL GOVERNOR AND INJECTOR RACK
CONTROL ADJUSTMENT
The limiting speed mechanical governor is mounted at the rear of the engine, between the flywheel housing and the
blower (Fig. 1). The governor is driven by the right blower rotor drive gear. The left blower rotor drive gear is driven by a
shaft, that passes through the governor housing, from the engine gear train. There are two types of limiting speed
governor assemblies. The difference in the two governors is in the spring mechanism (Fig. 7). One has a long spring
mechanism, the other has a short spring mechanism.
After adjusting the exhaust valves and timing the fuel injectors, adjust the governor and position the injector rack control
levers.
NOTE: Before proceeding with the governor and injector rack adjustments, disconnect any supplementary governing
device. After the adjustments are completed, re-connect and adjust the supplementary governing device.
Adjust Governor Gap
With the engine stopped and at operating temperature, adjust the governor gap as follows:
1. Remove the high-speed spring retainer cover.
2. Back out the buffer screw (Fig. 9) until it extends approximately 5/8" from the lock nut.
CAUTION: Do not back the buffer screw out beyond the limits given, or the control link lever may disengage the
differential lever.
3. Start the engine and loosen the idle speed adjusting screw lock nut. Then adjust the idle screw (Fig. 8) to obtain the
desired engine idle speed. Hold the screw and tighten the lock nut to hold the adjustment.
NOTE: The recommended idle speed for non-EPA certified engines is 500-600 rpm, but may vary with special
engine applications.
4. Stop the engine, clean and remove the governor cover and the valve rocker covers. Discard the gaskets.
5. Start and run the engine, between 800 and 1000 rpm, by manual operation of the differential lever.
CAUTION: Do not overspeed the engine.
6. Check the gap between the low-speed spring cap, and the high-speed spring plunger with a .0015 " feeler gage. If the
gap setting is incorrect, reset the gap
Fig. 1 - Limiting Speed Governor Mounting
Fig. 2 - Adjusting Governor Gap
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Engine Tune-Up
adjusting screw (Fig. 2). If the setting is correct, the
.0015" movement can be seen by placing a few drops of
oil into the governor gap and pressing a screw driver
against the gap adjusting screw. Movement of the cap
toward the plunger will force the oil from the gap in the
form of a small bead.
7. Hold the gap adjusting screw and tighten the lock
nut.
8. Recheck the gap and readjust if necessary.
engine. Cylinders are numbered starting at the front of
the engine on each cylinder bank. Adjust the No. 3L
injector rack control lever first to establish a guide for
adjusting the remaining injector rack control levers.
1. Disconnect any linkage attached to the speed control
lever.
2. Turn the idle speed adjusting screw until 1/2" of the
threads (12-14 threads) project from the lock nut when
the nut is against the high-speed plunger.
9. Stop the engine and, using a new gasket, install the
governor cover.
CAUTION: A false fuel rack setting may result if
the idle speed adjusting screw is not backed out as
noted above.
Position Injector Rack Control Levers
The position of the injector racks must be correctly set in
relation to the governor. Their position determines the
amount of fuel injected into each cylinder and ensures
equal distribution of the load. Properly positioned
injector rack control levers with the engine at full-load
will result in the following:
1. Speed control lever at the maximum speed position.
NOTE: This adjustment lowers the tension of the
low-speed spring so it can be easily compressed.
This permits closing the low speed gap without
bending the fuel rods or causing the yield
mechanism springs to yield or stretch.
3. Back out the buffer screw approximately 5/8", if it
has not already been done.
4. Remove the clevis pin from the fuel rod and the right
cylinder bank injector control tube lever.
2. Governor low-speed gap closed.
3. High-speed spring plunger on the seat in the
governor control housing.
4. Injector fuel control racks in the full-fuel position.
5. Loosen all of the inner and outer injector rack control
lever adjusting screws on both injector control tubes. Be
sure all of the injector rack control levers are free on the
injector control tubes.
6. Move the speed control lever to the maximum speed
position; hold it in that position with light finger pressure.
Turn the inner adjusting screw on the
Fig. 4 ·Checking Rotating Movement of
Injector Control Rack
Fig. 3 - Positioning No. 3L Injector Rack
Control Lever
The letters R or L indicate the injector location in the
right or left cylinder bank, viewed from the rear of the
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Engine Tune-Up
No. 3L injector rack control lever down as shown in Fig.
3 until a slight movement of the control tube lever is
observed or a step-up in effort to turn the screw driver is
noted. This will place the No. 3L injector in the full-fuel
position. Turn down the outer adjusting screw until it
bottoms lightly on the injector control tube. Then
alternately tighten both the inner and outer adjusting
screws.
The setting is too tight if, when moving the speed control
lever from the no-speed to the maximum speed
position, the injector rack becomes tight before the
speed control lever reaches the end of its travel (as
determined by the stop under the governor cover).
NOTE: Overtightening of the injector rack control
lever adjusting screws during installation or
adjustment can result in damage to the injector
control tube. The recommended torque of the
adjusting screws is 24-36 in-lbs (3-4 Nm).
IMPORTANT: The above step should result in
placing the governor linkage and control tube
assembly in the same position that they will attain
while the engine is running at full-load.
7. To be sure of the proper rack adjustment, hold the
speed control lever in the maximum speed position and
press down on the injector rack with a screw driver or
finger tip and note "rotating" movement of the injector
control rack (Fig. 4) when the speed control lever is in
the maximum speed position. Hold the speed control
lever in the maximum speed position and, using a screw
driver, press downward on the injector control rack. The
rack should tilt downward (Fig. 5) and when the pressure
of the screw driver is released, the control rack should
"spring" back upward.
This will result in a step-up in effort required to move the
speed control lever to the end of its travel. To correct
this condition, back off the inner adjusting screw slightly
and tighten the outer adjusting screw slightly.
8. Remove the clevis pin from the fuel rod and the left
bank injector control tube lever.
9. Insert the clevis pin in the fuel rod and the right
cylinder bank injector control tube lever and position the
No. 3R injector rack control lever as previously outlined
in Step 6 for the No. 3L injector rack control lever.
10. Insert the clevis pin in the fuel rod and the left
cylinder bank injector control tube lever. Repeat the
check on the 3L and 3R injector rack control levers as
outlined in Step 7. Check for and eliminate any
deflection which may occur at the bend in the fuel rod
where it enters the cylinder head.
11. To adjust the remaining injector rack control levers,
remove the clevis pin from the fuel rods and the injector
control tube levers, hold the injector control racks in the
full-fuel position by means of the lever on the end of the
control tube, and proceed as follows:
If the rack does not return to its original position, it is too
loose. To correct this condition, back off the outer
adjusting screw slightly and tighten the inner adjusting
screw slightly.
a. Turn down the inner adjusting screw of the injector
rack control lever until the screw bottoms (injector
control rack in the full-fuel position).
b. Turn down the outer adjusting screw of the injector
rack control lever until it bottoms on the injector
control tube.
c.
While still holding the control tube lever in the fullfuel position, adjust the inner and outer adjusting
screws to obtain the same condition as outlined in
Step 7. Tighten the screws.
CAUTION: Once the No. 3L and No. 3R injector
rack control levers are adjusted. do not try to alter
their settings. All adjustments are made on the
remaining control racks.
NOTE: Overtightening of the injector rack control
tube lever adjusting screws during installation or
adjustment can result in damage to the injector
control tube. The recommended
Fig. 5 - Checking Injector Control Rack
Spring
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Engine Tune-Up
torque of the adjusting screws is 24-36 in-lbs (3-4 Nm).
12. When all of the injector rack control levers are
adjusted, recheck their settings. With the control tube
lever in the full-fuel position, check each control rack as
in Step 7. All of the control racks must have the same
"spring" condition with the control tube lever in the fullfuel position.
13. Insert the clevis pin in the fuel rod and the injector
control tube levers.
14. Turn the idle speed adjusting screw in until it
projects 3/16" from the lock nut to permit starting the
engine.
15. Use new gaskets and replace the valve rocker
covers.
2. With the engine at operating temperature and noload on the engine, place the speed control lever in the
maximum speed position. Turn the high-speed spring
retainer in (Fig. 6) until the engine is operating at the
recommended no-load speed. Use an accurate hand
tachometer to determine the engine speed.
The
maximum no-load speed varies with the full-load
operating speed.
3. Hold the spring retainer and tighten the lock nut.
TYPE B GOVERNOR SPRINGS (Fig. 7):
1.
Start the engine and after it reaches normal
operating temperature, remove the load from the
engine.
Adjust Maximum No-Load Engine Speed
All governors are properly adjusted before leaving the
factory.
However, if the governor has been
reconditioned or replaced, and to ensure the engine
speed will not exceed the recommended no-load speed
as given on the engine option plate, set the maximum
no-load speed as follows:
TYPE A GOVERNOR SPRINGS (Fig. 7):
1. Loosen the lock nut with a spanner wrench and back
off the high-speed spring retainer several turns. Then
start the engine and increase the speed slowly. If the
speed exceeds the required no-load speed before the
speed control lever reaches the end of its travel, back
off the spring retainer a few additional turns.
Fig. 7 - Governor Spring Assemblies
Fig. 6 - Adjusting Maximum No-Load Engine
Speed
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Engine Tune-Up
3. Stop the engine and, if necessary, adjust the no-load
speed as follows:
a. Remove the high-speed spring retainer with tool J
5895 and withdraw the high-speed spring and
plunger assembly.
CAUTION: To prevent the low-speed spring and
cap from dropping into the governor, be careful
not to jar the assembly while it is being removed.
b. Remove the high-speed spring from the highspeed spring plunger and add or remove shims as
required to establish the desired engine no-load
speed.
NOTE: For each .010"in shims added, the
engine speed will be increased approximately 10
rpm.
c.
Install the high-speed spring on the plunger and
install the spring assembly in the governor
housing. Install the spring retainer in the governor
housing and tighten it securely. The maximum
no-load speed varies with the full-load operating
speed desired.
d. Start the engine and recheck the no-load speed.
Repeat the procedure as necessary to establish
the no-load speed required.
Adjust Idle Speed
With the maximum no-load speed properly adjusted,
adjust the idle speed as follows:
1.
With the engine running at normal operating
temperature and with the buffer screw backed out to
avoid contact with the differential lever, turn the idle
speed adjusting screw (Fig. 8) until the engine is
operating at approximately 15 rpm below the
recommended idle speed.
NOTE: The recommended idle speed for nonEPA certified engines is 500-600 rpm, but may
vary with special engine applications.
If the engine has a tendency to stall during deceleration,
install a new buffer screw. The current buffer screw
uses a heavier spring and restricts the travel of the
differential lever to the off (no-fuel) position.
2. Hold the idle screw and tighten the lock nut.
3. Install the high-speed spring retainer cover and
tighten the two bolts.
Adjust Buffer Screw
With the idle speed properly set, adjust the buffer screw
as follows:
1. With the engine running at normal operating
temperature, turn the buffer screw in (Fig. 9) so it
contacts the differential lever as lightly as possible and
still eliminates engine roll.
NOTE: Do not increase the engine idle speed
more than 15 rpm with the buffer screw.
2. Recheck the maximum no-load speed. If it has
increased more than 25 rpm, back off the buffer screw
until the increase is less than 25 rpm.
3. Hold the buffer screw and tighten the lock nut.
Fig. 9 - Adjusting Buffer Screw
Fig. 8 - Adjusting Engine Idle Speed
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Engine Tune-Up
VARIABLE SPEED MECHANICAL GOVERNOR (OPEN LINKAGE) AND
INJECTOR RACK CONTROL ADJUSTMENT
IN-LINE ENGINES
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor (Fig. I) and the injector
rack control levers.
Preliminary Governor Adjustments
1. Clean the governor linkage and lubricate the ball
joints and bearing surfaces with clean engine oil.
Adjust Variable Speed Spring Tension
1. Adjust the variable speed spring eye bolt until 1/8" of
the threads project from the outer lock nut .(Fig. 2).
2. Tighten both lock nuts to retain the adjustment.
NOTE: This setting of the eye bolt will produce
approximately 7% droop in engine speed from noload to full-load.
2. Back out the buffer screw until it projects 9/ 16" from
the boss on the control housing.
Position Injector Rack Control Lovers
The position of the injector control racks must be
correctly set in relation to the governor. Their position
Fig. 2 - Adjusting Governor Spring Eye Bolt
Fig. 1 - Variable Speed Open Linkage Governor
Mounted on Engine
3. Back out the booster spring eye bolt until it is flush
with the outer lock nut.
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Engine Tune-Up
determines the amount of fuel injected into each
cylinder and ensures equal distribution of the load.
Adjust the rear injector rack control lever first to
establish a guide for adjusting the remaining levers.
1. Clean and remove the valve rocker cover. Discard
the gasket.
2. Disconnect the fuel rod at the stop lever.
3. Loosen all of the inner and outer injector rack control
lever adjusting screws. Be sure all of the injector rack
control levers are free on the injector control tube.
4. Move the speed control lever to the maximum speed
position.
5. Adjust the rear cylinder injector rack control lever
adjusting screws (Fig. 3) until both screws are equal in
height and tight on the injector control tube.
7. Loosen the nut which locks the ball joint on the fuel
rod. Hold the fuel rod in the full-fuel position and adjust
the ball joint until it is aligned and will slide on the ball
stud on the stop lever (Fig. 4). Position the shutdown
cable clip and tighten the fuel rod lock nut to retain the
adjustment.
8. Check the adjustment by pushing the fuel rod toward
the engine and make sure the injector control rack is in
the full-fuel position. If necessary, readjust the fuel rod.
9. Manually hold the rear injector rack in the full-fuel
position, with the lever on the injector control tube, and
turn the inner adjusting screw of the adjacent injector
rack control lever down until the injector rack moves into
the full-fuel position. Turn the outer adjusting screw
down until it bottoms lightly on the injector control tube.
Then alternately tighten both the inner and outer
adjusting screws.
6. Move the rear injector control rack into the full-fuel
position and note the clearance between the fuel rod
and the cylinder head bolt. The clearance should be
1/32 " or more. If necessary, readjust the injector rack
adjusting screws until a clearance of at least 1/32" to
1/16" exists. Tighten the adjustment screws.
NOTE: Overtightening of the injector rack control
lever adjusting screws during installation or
adjustment can result in damage to the injector
control tube. The recommended torque of the
adjusting screws is 24-36 in-lbs (3-4 Nm).
10. Recheck the rear injector rack to be sure that it has
remained snug on the ball end of the rack control lever
while adjusting the adjacent injector rack. If the rack of
the rear injector has become loose, back off the inner
adjusting screw slightly on the adjacent injector rack
control lever and tighten the outer adjusting screw.
When the settings are correct, the racks of both injectors
must be snug on the ball end of their respective control
levers.
Fig. 3 - Adjusting Injector Rack Control Lever
Adjusting Screws
Fig. 4 - Adjusting Fuel Rod Length
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Engine Tune-Up
11. Position the remaining injector rack control levers
as outlined in Steps 9 and 10.
Adjust Maximum No-Load Speed
1. With the engine running, move the speed control
lever to the maximum speed position. Use an accurate
tachometer to determine the no-load speed of the
engine.
NOTE: Do not overspeed the engine.
is 500 rpm. However, the idle speed may vary with
special engine applications.
3. Hold the idle speed adjusting screw and tighten the
lock nut.
Adjust Buffer Screw
1. With the engine running at idle speed, turn the buffer
screw in (Fig. 7) so that it contacts the stop lever as
lightly as possible and still eliminates engine roll.
2. Loosen the lock nut and adjust the maximum speed
adjusting screw (Fig. 5) until the required no-load speed
is obtained.
NOTE: Do not raise the engine idle speed more
than 20 rpm with the buffer screw. Check the
maximum no-load speed to make sure it has not
increased over 25 rpm by the buffer screw setting.
3. Hold the adjusting screw and tighten the lock nut.
Adjust Engine Idle Speed
Adjust Governor Booster Spring
1. Make sure the stop lever is in the run position and
place the speed control lever in the idle position.
The governor booster spring is used on some engines to
reduce the force necessary to move the speed control
lever from the idle speed position to the maximum
speed position. Adjust the booster spring as follows:
2.
With the engine running at normal operating
temperature, loosen the lock nut and turn the idle speed
adjusting screw (Fig. 6) until the engine idles at the
recommended speed. The recommended idle speed
1. Move the speed control lever to the idle speed
position.
2. Reduce the tension on the booster spring, if not
Fig. 6 - Adjusting Idle Speed
Fig. 5 - Adjusting Maximum No-Load Engine
Speed
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Engine Tune-Up
Fig. 7 - Adjusting Buffer Screw
previously performed, to the minimum by backing off
the outer lock nut (Fig. 8) until the end of the booster
spring eye bolt is flush with the end of the nut.
3. Adjust the eye bolt in the slot in the bracket so that
an imaginary line through the booster spring will align
with an imaginary center line through the speed control
shaft. Secure the lock nuts on the eye bolt to retain the
adjustment.
Fig. 8 - Adjusting Booster Spring
Adjust Engine Speed Droop
4. Move the speed control lever to the maximum speed
position and note the force required. To reduce the
force, back off the inner lock nut and tighten the outer
lock nut to increase the tension on the booster spring.
The adjustment of the spring tension as outlined under
Adjust Variable Speed Spring Tension will result in
approximately 7% droop from the maximum no-load
speed to the full-load speed. This is the optimum droop
setting for most applications. However, the droop may
be changed as necessary for a particular engine
application.
NOTE: Before tightening the lock nuts, reposition
the booster spring as in Step 3.
1. Lower the speed droop by increasing the spring
tension.
The setting is correct when the speed control lever can
be moved from the idle speed position to the maximum
speed position with a constant force, while the engine is
running, and when released it will return to the idle
speed position.
2. Raise the speed droop by decreasing the spring
tension.
Page 94
NOTE: A change in the variable speed spring
tension will change the maximum no-load speed
and the engine idle speed which must also be
readjusted.
Engine Tune-Up
VARIABLE SPEED MECHANICAL GOVERNOR (ENCLOSED LINKAGE) AND
INJECTOR RACK CONTROL ADJUSTMENT
IN-LINE ENGINES
The single-weight variable speed governor is mounted on the rear end plate of the engine and is driven by a gear that
extends through the end plate and meshes with either the camshaft gear or the balance shaft gear, depending upon the
engine model.
After adjusting the exhaust valves and timing the fuel injectors, adjust the governor and position the injector rack control
levers.
NOTE: Before proceeding with the governor and injector rack adjustments, disconnect any supplementary
governing device. After the adjustments are completed, reconnect and adjust the supplementary governing
device.
Adjust Governor Gap
With the engine stopped and at operating temperature, adjust the governor gap as follows:
1.
Disconnect any linkage attached to the governor levers.
2.
Back out the buffer screw until it extends approximately 5/8" from the lock nut.
3.
Clean and remove the governor cover and valve rocker cover. Discard the gaskets.
4.
Place the speed control lever (Fig. 1) in the maximum speed position.
5.
Insert a .006" feeler gage between the spring plunger and the plunger guide as shown in Fig. 1. If required,
loosen the lock nut and turn the gap adjusting screw in or out until a slight drag is noted on the feeler gage.
6.
Hold the adjusting screw and tighten the lock nut. Check the gap and readjust if necessary.
7.
Use a new gasket and install the governor cover as follows:
a. Place the cover on the governor housing, with the
Fig. 1 - Checking Governor Gap
Fig. 2 - Positioning the Rear Injector Rack Control Lever
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Engine Tune-Up
pin in the throttle shaft assembly entering the slot in the differential lever.
b.
Install the four cover screws and lock washers finger tight.
c.
Pull the cover assembly in a direction away from the engine, to take up the slack, and tighten the cover
screws.
NOTE: This step is required since no dowels are used to locate the cover on the housing.
Position Injector Rack Control Levers
The position of the injector control rack levers must be correctly set in relation to the governor. Their position determines
the amount of fuel injected into each cylinder and ensures equal distribution of the load. Properly positioned injector
control rack levers with the engine at full-load will result in the following:
1.
Speed control lever at the maximum speed position.
2.
Stop lever in the RUN position.
3.
Injector fuel control racks in the full-fuel position.
Adjust the rear injector rack control lever first to establish a guide for adjusting
the remaining levers.
1.
Loosen all of the inner and outer injector rack control lever adjusting screws
(Fig. 2). Be sure all of the levers are free on the injector control tube.
2. Move the speed control lever to the maximum speed position.
Fig. 3 - Checking Rotating Movement of Injector Control Rack.
3. Move the stop lever to the RUN position and hold it in that position with light
finger pressure. Turn the inner adjusting screw of the rear injector rack
control lever down until a slight movement of the control tube is observed or
a step-up in effort to turn the screw driver is noted. This will place the rear
injector rack in the full-fuel position. Turn the outer adjusting screw down
until it bottoms lightly on the injector control tube. Then alternately tighten
both the inner and outer adjusting screws. This should result in placing the
governor linkage and control tube in the respective positions that they will
attain while the engine is running at full load.
NOTE: Overtightening of the injector rack control lever adjusting screws
during installation or adjustment can result in damage to the injector
control tube. The recommended torque of the adjusting screws is 24-36
in-lbs (3-4 Nm).
Fig. 4 - Checking Injector Control Rack "Spring"
4.
To be sure of proper rack adjustment, hold the stop lever in the RUN position and press down on the injector rack
with a screw driver or finger tip and note "rotating" movement of the injector control rack (Fig. 3). Hold the stop lever in
the RUN position and, using a screw driver, press downward on the injector control rack. The rack should tilt downward
(Fig. 4) and, when the pressure of the screw driver is released, the control rack should "spring" back upward.
If the rack does not return to its original position, it is too loose. To correct this condition, back off the outer adjusting
screw slightly and tighten the inner adjusting screw. The setting is too tight if, when moving the stop lever from the
STOP to the RUN position, the injector rack becomes tight before the stop lever reaches the end of its travel. This will
result in a step-up in effort
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Engine Tune-Up
required to move the stop lever to the RUN position and a deflection in the fuel rod (fuel rod deflection can be seen at the
bend). If the rack is found to be too tight, back off the inner adjusting screw slightly and tighten the outer adjusting screw.
5.
To adjust the remaining injector rack control levers, remove the clevis pin from the fuel rod and the injector control
tube lever, hold the injector control racks in the full-fuel position by means of the lever on the end of the control tube.
Turn down the inner adjusting screw on the injector rack control lever of the adjacent injector until the injector rack has
moved into the full-fuel position and the inner adjusting screw is bottomed on the injector control tube. Turn the outer
adjusting screw down until it bottoms lightly on the injector control tube. Then alternately tighten both the inner and outer
adjusting screws.
6.
Recheck the rear injector rack to be sure that it has remained snug on the ball end of the rack control lever while
adjusting the adjacent injector rack. If the rack of the rear injector has become loose, back off the inner adjusting screw
slightly on the adjacent injector rack control lever and tighten the outer adjusting screw. When the settings are correct,
the racks of both injectors must be snug on the ball end of their respective control levers.
7.
Position the remaining injector rack control levers as outlined in Steps 4, 5 and 6.
8.
When all of the injector rack control levers are adjusted, recheck their settings. With the control tube lever in the
full-fuel position, check each control rack as in Step 4. All of the control racks must have the same "spring" condition
with the control tube lever in the full-fuel position.
9.
Insert the clevis pin in the fuel rod and the injector control tube levers.
10.
Fig. 5 - Locating of Shims and Stops
Use a new gasket and replace the valve rocker cover.
Adjust Maximum No-Load Speed
All governors are properly adjusted before leaving the factory. However, if the governor has been reconditioned or
replaced, and to ensure the engine speed will not exceed the recommended no-load speed as given on the option plate,
the maximum no-load speed may be set as follows:
Start the engine and, after it reaches normal operating temperature, determine the maximum no-load speed of the
engine with an accurate tachometer. Then stop the engine and make the following adjustments, if required.
1.
Refer to Fig. 8 and disconnect the booster spring and the stop lever retracting spring.
2.
Remove the variable speed spring housing and the variable speed spring retainer located inside of the housing.
3.
Refer to Table 1 and determine the stops or shims required for the desired full-load speed. Do not use more than
four thick and one thin shim. A split stop can only be used with a solid stop (Fig. 5).
4.
Install the variable speed spring retainer and housing and tighten the two bolts.
5.
Connect the booster spring and stop lever spring. Start the engine and recheck the maximum no-load speed.
6.
If required, add shims to obtain the necessary operating speed. For each .001 " in shims added, the operating
speed will increase approximately 2 rpm.
IMPORTANT: If the maximum no-load speed is raised or lowered more than 50 rpm by the
Full Load Speed
STOPS
SHIMS
RPM
Solid Ring
Split Ring
2575-2800
0
0
As Required
2101-2575
1701-2100
1
1
0
1
As Required
As Required
1200-1700
1
2
As Required
TABLE 1
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Engine Tune-Up
Fig. 6 ·Adjusting Idle Speed
installation or removal of shims, recheck the governor gap. If readjustment of the governor gap is required, the position
of the injector racks must be rechecked.
NOTE: Governor stops are used to limit the compression of the governor spring which determines the maximum
speed of the engine.
Adjust Idle Speed
With the maximum no-load speed properly adjusted, adjust the idle speed as follows:
1.
Place the stop lever in the RUN position and the speed control lever in the IDLE position.
2.
With the engine running at normal operating temperature, back out the buffer screw to avoid contact with the
differential lever.
3.
Loosen the lock nut and turn the idle speed adjusting screw (Fig. 6) until the engine is operating at approximately
15 rpm below the recommended idle speed.
The recommended idle speed is 550 rpm, but may vary with special engine applications.
4.
Hold the idle speed adjusting screw and tighten the lock nut.
Fig. 7 - Adjusting Buffer Screw
Adjust Buffer Screw
1.
With the engine running at normal operating temperature, turn the buffer screw in (Fig. 7) so that it contacts the
differential lever as lightly as possible and still eliminates engine roll.
NOTE: Do not increase the engine idle speed more than 15 rpm with the buffer screw.
2.
Hold the buffer screw and tighten the lock nut.
Adjust Booster Spring
With the engine idle speed adjusted, adjust the booster spring as follows:
1.
Move the speed control lever to the idle speed position.
2.
Refer to Fig. 8 and loosen the booster spring retaining nut on the speed control lever. Loosen the lock nuts on the
eye bolt at the opposite end of the booster spring.
3.
Move the spring retaining bolt in the slot of the speed control lever until the center of the bolt is on or slightly over
center (toward the idle speed position) of an imaginary line through the bolt, lever shaft and eye bolt. Hold the bolt and
tighten the lock nut.
4.
Start the engine and move the speed control lever to the maximum speed position and release it. The lever should
return to the idle speed position. If it does not, reduce the tension on the booster spring. If it does, continue to increase
the spring tension until the point is reached where it will not return to idle. Then reduce
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Engine Tune-Up
Fig. 8 - Adjusting Booster Spring
the spring tension until the lever does return to idle and tighten the lock nuts on the eye bolt. This setting will result in the
minimum force required to operate the speed control lever.
5.
Connect the linkage to the governor levers.
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Engine Tune-Up
VARIABLE SPEED MECHANICAL GOVERNOR AND INJECTOR RACK
CONTROL ADJUSTMENT
The variable speed mechanical governor assembly is mounted at the rear of the 6V engine, between the flywheel
housing and the blower (Fig. 1). The governor is driven by the right-hand blower rotor drive gear.
After adjusting the exhaust valves and timing the fuel injectors, adjust the governor and position the injector rack control
levers.
NOTE: Before proceeding with the governor and injector rack adjustments, disconnect any supplementary
governing device. After the adjustments are completed, reconnect and adjust the supplementary governing
device.
Adjust Governor Gap
With the engine stopped and at normal operating temperature, adjust the governor gap as follows:
1.
Disconnect any linkage attached to the governor levers.
2.
Back out the buffer screw until it extends approximately 5/8" from the lock nut.
Fig. 1 - Variable Speed Governor Mounting
3.
Clean and remove the governor cover and the valve rocker covers. Discard the gaskets.
4.
Place the speed control lever in the maximum speed position.
5.
Insert a .006" feeler gage between the spring plunger and the plunger guide as shown in Fig. 2. If required, loosen
the lock nut and turn the adjusting screw in or out until a slight drag is noted on the feeler gage.
6.
Hold the adjusting screw and tighten the lock nut. Check the gap and readjust if necessary.
7.
Use a new gasket and install the governor cover.
Position Injector Rack Control Levers
The position of the injector control racks must be correctly set in relation to the governor. Their position determines the
amount of fuel injected into each cylinder and ensures equal distribution of the load.
Properly positioned injector rack control levers with the engine at full-load will result in the following:
1.
Speed control lever at the maximum speed position.
Fig. 2 - Adjusting Governor Gap
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Engine Tune-Up
2.
Fig. 3 - Positioning No. 3L Injector Rack Control Lever
Stop lever in the RUN position.
3.
Injector fuel control racks in the full-fuel position.
The letters R or L indicate the injector location in the right or left cylinder bank, viewed from the rear of the engine.
Cylinders are numbered starting at the front of the engine on each cylinder bank. Adjust the No. 3L injector rack control
lever first to establish a guide for adjusting the remaining levers.
1.
Remove the clevis pin from the fuel rod and the right cylinder bank injector control tube lever.
2.
Loosen all of the inner and outer injector rack control lever adjusting screws on both injector control tubes. Be sure
all of the injector rack control levers are free on the injector control tubes.
3.
Move the speed control lever to the maximum speed position.
4.
Move the stop lever to the run position and hold it in that position with light finger pressure. Turn the inner
adjusting screw of the No. 3L injector rack control lever down (Fig. 3) until a slight movement of the control tube is
observed, or a step-up in effort to turn the screw driver is noted. This will place the No. 3L injector rack in the full-fuel
position. Turn the outer adjusting screw down until it bottoms lightly on
Fig. 4 - Checking Rotating Movement of Injector Control Rack
the injector control tube. Then alternately tighten both the inner and outer adjusting screws.
NOTE: Overtightening the injector rack control lever adjusting screws during installation or adjustment can result
in damage to the injector control tube. The recommended torque of the adjusting screws is 24-36 in-lb (3-4 Nm).
The above steps should result in placing the governor linkage and control tube in the respective positions that they will
attain while the engine is running at full load.
5.
To be sure of proper rack adjustment, hold the stop
Fig. 5 - Checking Injector Control Rack "Spring”
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Engine Tune-Up
lever in the run position and press down on the injector rack with a screw driver or finger tip and note the "rotating"
movement of the injector control rack (Fig. 4). Hold the stop lever in the run position and, using a screw driver, press
downward on the injector control rack. The rack should tilt downward (Fig. 5) and when the pressure of the screw driver
is released, the control rack should "spring" back upward. If the rack does not return to its original position, it is too loose.
To correct this condition, back off the outer adjusting screw slightly and tighten the inner adjusting screw. The setting is
too tight if, when moving the stop lever from the stop to the run position, the injector rack becomes tight before the
governor stop lever reaches the end of its travel. This will result in a step-up in effort required to move the stop lever to
the run position and a deflection in the fuel rod (fuel rod deflection can be seen at the bend). If the rack is found to be
too tight, back off the inner adjusting screw slightly and tighten the outer adjusting screw.
6.
Remove the clevis pin from the fuel rod and the left bank injector control tube lever.
7.
Insert the clevis pin in the fuel rod and the right cylinder bank injector control tube lever and position the No. 3R
injector rack control lever as previously outlined in Step 4 for the No. 3L control lever.
8.
Insert the clevis pin in the fuel rod and the left bank injector control tube lever. Repeat the check on the 3L and 3R
injector rack control levers as outlined in Step 5. Check for and eliminate any deflection which may occur at the bend in
the fuel rod where it enters the cylinder head.
9.
To adjust the remaining injector rack control levers, remove the clevis pin from the fuel rods and the injector control
tube levers, hold the injector control racks in the full-fuel position by means of the lever on the end of the control tube
and proceed as follows:
a.
Turn down the inner adjusting screw of the injector rack control lever until the screw bottoms (injector control
rack in the full-fuel position).
b.
Turn down the outer adjusting screw of the injector rack control lever until it bottoms on the injector control
tube.
c.
While still holding the control tube lever in the full-fuel position, adjust the inner and outer adjusting screws to
obtain the same condition as outlined in Step 5. Tighten the screws.
CAUTION: Once the No. 3L and No. 3R injector rack control levers are adjusted, do not try to alter their settings.
All adjustments are made on the remaining control racks.
10. When all of the injector rack control levers are adjusted, recheck their settings. With the control tube lever in the
full-fuel position, check each control rack as in Step 5. All of the control racks must have the same "spring" condition
with the control tube lever in the full-fuel position.
11.
Insert the clevis pin in the fuel rods and the injector control tube levers.
12.
Use new gaskets and install the valve rocker covers.
Adjust Maximum No-Load Speed
All governors are properly adjusted before leaving the factory. However, if the governor has been reconditioned or
replaced, and to ensure the engine speed will not exceed the recommended no-load speed as given on the engine option
plate, the maximum no-load speed may be set as follows:
Start the engine and after it reaches normal operating temperature, determine the maximum no-load speed of the engine
with an accurate tachometer. Then stop the engine and make the following adjustments, if required.
1.
Refer to Fig. 9 and disconnect the booster spring and the stop lever retracting spring.
2.
Remove the variable speed spring housing and the spring retainer, located inside of the housing, from the governor
housing.
3.
Refer to Table I and determine the stops or shims required for the desired full-load speed. A split stop can only be
used with a solid stop (Fig. 6).
4.
Install the variable speed spring retainer and housing and tighten the two bolts.
Fig. 6 - Location of Shims and Stops
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Engine Tune-Up
Fig. 7 - Adjusting Idle Speed
Full-Load Speed
Stops
Solid
1
1
0
1200-2100
2100-2500
2500-2800
Shims*
Split
1
0
0
As Required
As Required
As Required
*Maximum amount of shims .325"
5.
TABLE 1
Connect the booster spring and the stop lever spring. Start the engine and recheck the maximum no-load speed.
6.
If required, add shims to obtain the necessary operating speed. For each .001 1"in shims added, the operating
speed will increase approximately 2 rpm.
IMPORTANT: If the maximum no-load speed is raised or lowered more than 50 rpm by the installation or removal
of shims, recheck the governor gap. If readjustment of the governor gap is required, the position of the injector
racks must be rechecked.
NOTE: Governor stops are used to limit the compression of the governor spring, which determines the maximum
speed of the engine.
Adjust Idle Speed
With the maximum no-load speed properly adjusted, adjust the idle speed as follows:
1.
Place the stop lever in the run position and the speed control lever in the idle position.
Fig. 8 - Adjusting Buffer Screw
2.
With the engine running at normal operating temperature, back out the buffer screw to avoid contact with the
differential lever.
3.
Loosen the lock nut and turn the idle speed adjusting screw (Fig. 7) until the engine is operating at approximately
15 rpm below the recommended idle speed. The recommended idle speed is 550 rpm, but may vary with special engine
applications.
4.
Hold the idle speed adjusting screw and tighten the lock nut.
Adjust Buffer Screw
1.
With the engine running at normal operating temperature, turn the buffer screw in (Fig. 8) so that it contacts the
differential lever as lightly as possible and still eliminates engine roll.
NOTE: Do not raise the engine idle speed more than 15 rpm with the buffer screw.
2.
Hold the buffer screw and tighten the lock nut.
Adjust Booster Spring
With the idle speed adjusted, adjust the booster spring as follows:
1.
Move the speed control lever to the idle speed position.
2.
Refer to Fig. 9 and loosen the booster spring
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Engine Tune-Up
Fig. 9 - Adjusting Booster Spring
retaining nut on the speed control lever. Loosen the lock nuts on the eye bolt at the opposite end of the booster spring.
3.
Move the spring retaining bolt in the slot of the speed control lever until the center of the bolt is on or slightly over
center (toward the idle speed position) of an imaginary line through the bolt, lever shaft and eye bolt. Hold the bolt and
tighten the lock nut.
4.
Start the engine and move the speed control lever to the maximum speed position and release it. The speed
control lever should return to the idle position. If it does not, reduce the tension on the booster spring. If the lever does
return to the idle position, continue to increase the spring tension until the point is reached that it will not return to idle.
Then reduce the tension until it does return to idle and tighten the lock nut on the eye bolt. This setting will result in the
minimum force required to operate the speed control lever.
5.
Connect the linkage to the governor levers.
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Engine Tune-Up
SUPPLEMENTARY GOVERNING DEVICE ADJUSTMENT
ENGINE LOAD LIMIT DEVICE
Engines with mechanical governors may be equipped with a load limit device (Fig. 1) to reduce the maximum
horsepower.
This device consists of a load limit screw threaded into a plate mounted between two adjacent rocker arm shaft brackets
and a load limit lever clamped to the injector control tube.
The load limit device is located between the No. 2 and No. 3 cylinders of a three or four cylinder engine or between the
No. 1 and No. 2 cylinders of each cylinder head on a V-type engine. However, when valve rocker covers with a breather
are used, the load limit device is installed between the No. 1 and No. 2 cylinders on in-line engines and between the No.
2 and No. 3 cylinders on V-type engines to avoid interference with the rocker cover baffles.
When properly adjusted for the maximum horsepower desired, this device limits the travel of the injector control racks
and thereby the fuel output of the injectors.
Fig. 1 - Engine Load Limit Device
Adjustment
After the engine tune-up is completed, make sure the load limit device is properly installed as shown in Fig. 1. Make
sure the counterbores in the adjusting screw plate are up. The rocker arm shaft bracket bolts which fasten the adjusting
screw plate to the brackets are tightened to 50-55 lb-ft (68-75 Nm) torque. Then adjust the load limit device, on each
cylinder head, as follows:
1.
Loosen the load limit screw lock nut and remove the screw.
2.
Loosen the load limit lever clamp bolts so the lever is free to turn on the injector rack control tube.
3.
With the screw out of the plate, adjust the load limit screw lock nut so the bottom of the lock nut is 7/8" from the
bottom of the load limit screw (Fig. 1) for the initial setting.
4.
Loosen the load limit lever clamp bolts so the lever is free to turn on the injector rack control tube.
4.
Thread the load limit screw into the adjusting screw plate until the lock nut bottoms against the top of the plate.
5.
Hold the injector rack control tube in the full-fuel position and place the load limit lever against the bottom of the
load limit screw. Then tighten the load limit lever clamp bolts.
6.
Check to ensure that the injector racks will just go into the full-fuel position -- readjust the load limit lever if
necessary.
7.
Hold the load limit screw to keep it from turning, then set the lock nut until the distance between the bottom of the
lock nut and the top of the adjusting screw plate corresponds to the dimension (or number of turns) stamped on the plate.
Each full turn of the screw equals .042", or .007" for each flat on the hexagon head.
NOTE: If the plate is not stamped, adjust the load limit screw while operating the engine on a dynamometer test
stand and note the number of turns required to obtain the desired horsepower. Then stamp the plate accordingly.
8.
Thread the load limit screw into the plate until the lock nut bottoms against the top of the plate. Be sure the nut
turns with the screw.
9
Hold the load limit screw to keep it from turning, then tighten the lock nut to secure the setting.
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Engine Tune-Up
The throttle delay mechanism is used to retard full-fuel injection when the engine is accelerated. This reduces exhaust
smoke and also helps to improve fuel economy.
The throttle delay mechanism (Fig. 2) is installed between the No. I and No. 2 cylinders on three cylinder engines,
between the No. 2 and No. 3 cylinders on four cylinder engines, or between the No. 1 and No. 2 cylinders on the rightbank cylinder head of V-type engines. It consists of a special rocker arm shaft bracket (which incorporates the throttle
delay cylinder), a piston, throttle delay lever, connecting link, oil supply plug, ball check valve and U-bolt.
A yield lever and spring assembly replaces the standard lever and pin assembly on the rear end of the injector control
tube on In-line engines (Fig. 3). A yield lever replaces the standard operating lever in the governor of the 6V-53 engine
(Fig. 4).
Operation
Oil is supplied to a reservoir above the throttle delay cylinder through a special plug in the drilled oil passage in the
rocker arm shaft bracket (Fig. 2). As the injector racks are moved toward the no-fuel position, free movement of the
throttle delay piston is assured by air drawn into the cylinder through the ball check valve. Further movement of the
piston uncovers an opening which permits oil from the reservoir to enter the cylinder and displace the air. When the
Fig. 2 - Throttle Delay Cylinder
Fig. 3 - Throttle Delay Yield Lever (In-Line Engine)
engine is accelerated, movement of the injector racks toward the full-fuel position is momentarily retarded while the
piston expels the oil from the cylinder through a .016" orifice. To permit full accelerator travel, regardless of the retarded
injector rack position, a spring loaded yield lever or link assembly replaces the standard operating lever connecting link to
the governor.
Inspection
When inspecting the throttle delay hydraulic cylinder, it is important that the check valve be inspected for wear. Replace
the check valve if necessary.
Fig. 4 - Throttle Delay Yield Lever (6V Engine)
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Engine Tune-Up
Fig. 5 - Adjusting Throttle Delay Cylinder
To inspect the check valve, fill the throttle delay cylinder with diesel fuel oil and watch for check valve leakage while
moving the engine throttle from the idle position to the full fuel position.
Adjustment
Whenever the injector rack control levers are adjusted, disconnect the throttle delay mechanism by loosening the U-bolt
which clamps the lever to the injector control tube. After the injector rack control levers have been positioned, the
throttle delay mechanism must be re-adjusted. With the engine stopped, proceed as follows:
1. Refer to Fig. 5 and insert gage J 23190 (.454" setting) between the injector body and the shoulder on the injector
rack. Then exert a light pressure on the injector control tube in the direction of full fuel.
2. Align the throttle delay piston so it is flush with the edge of the throttle delay cylinder.
3. Tighten the U-bolt on the injector control tube and remove the gage.
4. Move the injector rack from the no-fuel to full-fuel to make sure it does not bind.
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Engine Tune-Up
ADJUSTMENT OF MECHANICAL GOVERNOR SHUTDOWN SOLENOID
Fig. 6 - Typical Speed Governor Lever
Position
Fig. 7 - Typical Limiting Speed Governor Lever
Position
When a governor shutdown solenoid is used on an engine equipped with a mechanical governor, the governor stop lever
must be properly adjusted to match the shutdown solenoid plunger travel.
The solenoid plunger can be properly aligned to the governor stop lever as follows:
1. Remove the bolt connecting the rod end eye (variable speed governor), or the right angle clip (limiting speed
governor) to the stop lever (Figs. 6 and 7). Align and clamp the lever to the shutdown shaft in such a way that, at its
mid-travel position, it is perpendicular to the solenoid plunger. This assures that the linkage will travel as straight as
possible. The solenoid plunger has available 1/2" travel which is more than adequate to move the injector control racks
from the full-fuel to the complete no-fuel position and shutdown will occur prior to attaining complete travel.
2. With the stop lever in the run position, adjust the rod end eye or right angle clip for minimum engagement on the
solenoid plunger when the connecting bolt is installed. The oversize hole in the eye or clip will thereby permit the
solenoid to start closing the air gap, with a resultant build-up of pull-in force prior to initiating stop lever movement.
3. The bolt through the rod end eye or the right angle clip should be locked to the stop lever and adjusted to a height that
will permit the eye or clip to float vertically. The clearance above and below the eye or clip and the bolt head should be
approximately 1/32 " minimum.
NOTE: The lock nut can be either on top of or below the stop lever.
4. Move the lever to the stop position and observe the plunger for any possible bind. If necessary, loosen the mounting
bolts and realign the solenoid to provide free plunger motion.
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Engine Tune-Up
HYDRAULIC GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT
The hydraulic governor is mounted on the 3 and 4-33 engines as shown in Fig. 1. The terminal lever return spring and
the fuel rod are attached to an external terminal shaft lever. The maximum fuel position of the governor load limit is
determined by the internal governor terminal lever striking against a boss that projects from the governor cover.
Adjust engines having a hydraulic governor assembly after adjusting the exhaust valve clearance and timing the fuel
injectors.
Adjust Fuel Rod and Injector Rack Control Levers
1. Adjust the inner and outer adjusting screws (Fig. 2) on the rear injector rack control lever until both screws are equal
in height and tight on the control tube. Check the clearance between the fuel rod and the cylinder head casting (below
the bolt) for at least 1/16" clearance when the injector rack is in the full-fuel position and the rack adjusting screws are
tight. If the fuel rod contacts the bolt or cylinder head casting, readjust the screws to obtain the 1/16" clearance.
NOTE: Overtightening the injector rack control lever adjusting screws during installation or
adjustment can result in damage to the injector control tube. The recommended torque of the
adjusting screws is 24-36 in-lbs (3-4 Nm).
2. Remove the governor terminal lever return spring.
3. Remove the fuel rod end bearing or ball joint from the terminal shaft lever and the terminal lever from the terminal
shaft.
4. Place the terminal lever on the terminal shaft so that the hole for attaching the fuel rod end bearing or ball joint is in
line vertically above the terminal lever shaft at one half the arc of travel. Do not tighten the clamping bolt.
5. Hold the injector rack control tube and the terminal lever in the full-fuel position and adjust the length of the fuel rod
until the end bearing or ball joint will slide freely into the hole of the terminal lever as shown in Fig. 3. Tighten the lock
nut to retain the ball
Fig. 1-Hydraulic Governor mounted on Engine
Fig. 2-Adjusting Height of Rack Control
Lever Adjusting Screws.
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Engine Tune-Up
Fig. 3 - Adjusting Length of Fuel Rod
Fig. 4 - Adjusting Droop Bracket
joint or end bearing and the terminal lever clamping bolt securely.
NOTE: It will be necessary to slide the terminal lever partially off of the shaft to attach the fuel rod end
bearing or ball joint to the terminal lever.
6. Hold the terminal lever in the full-fuel position and loosen the inner adjusting screw 1/8 of a turn and tighten the outer
adjusting screw 1/8 of a turn to retain the adjustment. This is done to prevent the governor from bottoming the injector
racks, since there is no load limit screw on this governor.
7. Remove the clevis pin between the fuel rod and the injector control tube lever.
NOTE: Cover the cylinder head oil drain back hole, located under the control lever, when removing the
fuel rod clevis pin to prevent its loss and possible damage to the engine.
8. Manually hold the rear injector in the full-fuel position and turn down the inner rack control lever adjusting screw of the
adjacent injector until the injector rack of the adjacent injector has moved into the full-fuel position and the inner adjusting
screw is bottomed on the injector control tube. Turn the outer adjusting screw down until it bottoms lightly on the Fig. 4 Adjusting Droop Bracket injector control tube. Then alternately tighten both the inner and outer rack control lever
adjusting screws.
9. Recheck the rear injector fuel rack to be sure that it has remained snug on the ball end of the rack control lever while
adjusting the adjacent injector. If the rack of the rear injector has become loose, back off slightly on the inner adjusting
screw on the adjacent injector rack control lever. Tighten the outer adjusting screw. When the settings are correct, the
racks of both injectors must be snug on the ball end of their respective rack control levers.
10. Position the remaining rack control levers as outlined in Steps 8 and 9.
11. Insert the clevis pin between the fuel rod and the injector control tube lever.
12. Install the terminal lever return spring.
Adjust Speed Droop
The purpose of adjusting the speed droop is to establish a definite engine speed at no load with a given speed at rated
full load.
The governor droop is set at the factory and further adjustment should be unnecessary. However, if the governor has
had major repairs, the speed droop should be readjusted.
The best method of determining the engine speed is with an accurate hand tachometer.
Page 110
Engine Tune-Up
Full Load
50 cycles 1000 rpm
60 cycles 1200 rpm
50 cycles 1500 rpm
60 cycles 1800 rpm
TABLE 1
No-Load
52.5 cycles 1050 rpm
62.5 cycles 1250 rpm
52.5 cycles 1575 rpm
62.5 cycles 1875 rpm
If a full-rated load can be established on the engine
and the fuel rod, injector rack control levers and load
limit have been adjusted, the speed droop may be
adjusted as follows:
I. Start the engine and run it at approximately onehalf the rated no-load speed until the lubricating oil
temperature stabilizes.
NOTE: When the engine lubricating oil is cold,
the governor regulation may be erratic. The
regulation should become increasingly stable as
the temperature of the lubricating oil increases.
Figure 5 - Adjusting Maximum Engine Speed
2. Stop the engine and remove the governor cover. Discard the gasket.
3. Loosen the lock nut and back off the maximum speed adjusting screw (Fig. 5) approximately 5/8"
4. Refer to Fig. 4 and loosen the droop adjusting bolt. Move the droop bracket so that the bolt is midway between the
ends of the slot in the bracket. Tighten the bolt.
5. With the throttle in the run position, adjust the engine speed until the engine is operating at 3% to 5%
above the recommended full-load speed.
6. Apply the full-rated load on the engine and readjust the engine speed to the correct full-load speed.
7. Remove the rated load and note the engine speed after the speed stabilizes under no-load. If the speed droop is
correct, the engine speed will be approximately 3% to 5% higher than the full-load speed.
If the speed droop is too high, stop the engine and again loosen the droop bracket retaining bolt and move the droop
adjusting bracket in toward the engine. Tighten the bolt. To increase the speed droop, move the droop adjusting bracket
out, away from the engine.
The speed droop in governors which control engines driving generators in parallel must be identical, otherwise, the
electrical load will not be equally divided.
Adjust the speed droop bracket in each engine governor to obtain the desired variation between the engine no-load and
full-load speeds shown in Table 1.
The recommended speed droop of generator sets operating in parallel is 50 rpm (2-1/2 cycles) for units operating at 1000
and 1200 rpm and 75 rpm (2-1/2 cycles) for units operating at 1500 rpm and 1800 rpm full load. This speed droop
recommendation may be varied to suit the individual application.
Adjust Maximum No- Load Speed
With the speed droop properly adjusted, set the maximum no-load speed as follows:
1. Loosen the maximum speed adjusting screw lock nut and back out the maximum speed adjusting screw three turns.
2. With the engine operating at no-load, adjust the engine speed until the engine is operating at approximately 8%
higher than the rated full-load speed.
3. Turn the maximum speed adjusting screw (Fig. 5) in lightly until contact is felt with the linkage in the governor.
4. Hold the maximum speed adjusting screw and tighten the lock nut.
5. Use a new gasket and install the governor cover.
Page 111
Engine Tune-Up
HYDRAULIC GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT
6V-53 Engine
Fig. 1 - Hydraulic Governor Mounting
Fig. 2 - Hydraulic Governor Controls
The hydraulic governor Is mounted between the blower and the rear end plate as shown in Fig. 1. The vertical control
link assembly is attached .to the governor operating lever and the bell crank lever on the governor drive housing (Fig. 2).
After adjusting the exhaust valves and timing the fuel injectors, adjust the governor as follows:
1. Disconnect the vertical control link assembly from the governor operating lever.
2. Loosen all of the injector rack control lever adjusting screws.
3. While holding the bell crank lever (on the governor drive housing) in a horizontal position (full-fuel), set the No. 3
injector rack control levers on each bank to full-fuel.
4. Position the remaining rack control levers to the No. 3 control levers.
5. Remove the governor cover. Discard the gasket.
6. To determine the full-fuel position of the terminal lever, adjust the load limit screw to obtain a distance of 2" from the
outside face of the boss on the governor sub-cap to the end of the screw.
7. Adjust the operating lever (on the governor) so that it is horizontal, or slightly below (as close as the serrations on the
shaft will permit) when the shaft is rotated to the full-fuel position, or clockwise when viewed from the front of the engine.
8. Loosen the lock nut and adjust the length of the vertical link assembly, attached to the bell crank lever, to match the
full-fuel position of the governor operating lever and the injector rack control levers. This length should be
approximately 6-5/16". Tighten the lock nut.
9. With the governor operating lever held in the full-fuel position, turn the load limit screw ((Fig. 1) inward until the
injector racks just loosen on the ball end of the control levers, to prevent the injector racks from bottoming.
10. Release the governor operating lever and hold the adjusting screw while tightening the lock nut.
11. Use new gaskets and install the governor cover and the valve rocker covers.
Page 112
STORAGE
PREPARING ENGINE FOR STORAGE
When an engine is to be stored or removed from operation for a period of time, special precautions should be taken to
protect the interior and exterior of the engine, transmission and other parts from rust accumulation and corrosion. The
parts requiring attention and the recommended preparations are given below.
It will be necessary to remove all rust or corrosion completely from any exposed part before applying a rust preventive
compound. Therefore, it is recommended that the engine be processed for storage as soon as possible after removal
from operation.
The engine should be stored in a building which is dry and can be heated during the winter months. Moisture absorbing
chemicals are available commercially for use when excessive dampness prevails in the storage area.
To protect an engine for a temporary period of time, proceed as follows:
1. Drain the engine crankcase.
2. Fill the crankcase to the proper level with the recommended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade of fuel oil. Operate the engine for two minutes at 1200 rpm and no
load.
NOTE: Do not drain the fuel system or the crankcase after this run.
4. Check the air cleaner and service it, if necessary, as outlined under Air System.
5. If freezing weather is expected during the storage period, add a high boiling point type antifreeze solution in,
accordance with the manufacturer's recommendations. Drain the raw water system and leave the drain cocks open.
6. Clean the entire exterior of the engine (except the electrical system) with fuel oil and dry it with air.
7. Seal all of the engine openings. The material used for this purpose must be waterproof, vaporproof and possess
sufficient physical strength to resist puncture and damage from the expansion of entrapped air.
An engine prepared in this manner can be returned to service in a short time by removing the seals at the engine
openings, checking the engine coolant, fuel oil, lubricating oil, transmission, and priming the raw water pump, if used.
When an engine is to be removed from operation for an extended period of time, prepare it as follows:
1. Drain and thoroughly flush the cooling system with clean, soft water.
2. Refill the cooling system with clean, soft water.
3. Add a rust inhibitor to the cooling system (refer to Corrosion Inhibitor under Cooling System).
4. Remove, check and recondition the injectors, if necessary, to make sure they will be ready to operate when the
engine is restored to service.
5. Reinstall the injectors in the engine, time them, and adjust the valve clearance.
6. Circulate the coolant through the entire system by operating the engine until normal operating temperature is reached
(160-185 F or 71-85 °C).
7. Stop the engine.
8. Remove the drain plug and completely drain the engine crankcase. Reinstall and tighten the drain plug. Install new
lubricating oil filter elements and gaskets.
9. Fill the crankcase to the proper level with a 30-weight preservative lubricating oil MIL-L-21260, Grade 2 (P10), or
equivalent.
10. Drain the engine fuel tank.
11. Refill the fuel tank with enough rust preventive fuel oil such as American Oil Diesel Run-In Fuel (LF
Page 113
Storage
4089), Mobil 4Y17, or equivalent, to enable the engine to operate 10 minutes.
12. Drain the fuel filter and strainer. Remove the retaining bolts, shells and elements. Discard the used elements and
gaskets. Wash the shells in clean fuel oil and insert new elements. Fill the cavity between the element and shell about
two-thirds full of the same rust preventive compound as used in the fuel tank and reinstall the shell.
13. Operate the engine for 10 minutes to circulate the rust preventive throughout the engine.
14. Refer to Air System and service the air cleaner.
15. MARINE GEAR
a. Drain the oil completely and refill with clean oil of the proper viscosity and grade as is recommended.
Remove, clean or replace the strainer and replace the filter element.
b. Start and run the engine at 600 rpm for 5 minutes so that clean oil can coat all of the internal parts of the
marine gear. Engage the clutches alternately to circulate clean oil through all of the moving parts.
16. TORQMATIC CONVERTER
a. Start the engine and operate it until the temperature of the converter oil reaches 150°F (66 0 C).
b. Remove the drain plug and drain the converter.
c. Remove the filter element.
d. Start the engine and stall the converter for twenty seconds at 1000 rpm to scavenge the oil from the
converter. Due to lack of lubrication, do not exceed the 20 second limit.
e. Install the drain plug and a new filter element.
f. Fill the converter to the proper operating level with a commercial preservative oil which meets Government
specifications MIL-L-2 1260, Grade 1. Oil of this type is available from the major oil companies.
g. Start the engine and operate the converter for at least 10 minutes at a minimum of 1000 rpm. Engage the
clutch; then stall the converter to raise the oil temperature to 225 0 F (107 °C).
CAUTION: Do not allow the oil temperature to exceed 225 F (107°C). If the unit does not have a
temperature gage, do not stall the converter for more than thirty seconds.
h. Stop the engine and permit the converter to cool to a temperature suitable to touch.
i. Seal all of the exposed openings and the breather with moisture proof tape.
j. Coat all exposed, unpainted surfaces with preservative grease. Position all of the controls for minimum
exposure and coat them with grease. The external shafts, flanges and seals should also be coated with
grease.
17. POWER TAKE-OFF
a. With an all purpose grease such as Shell Alvania No. 2, or equivalent, lubricate the clutch throwout bearing,
clutch pilot bearing, drive shaft main bearing, clutch release shaft, and the outboard bearings (if so
equipped).
b. Remove the inspection hole cover on the clutch housing and lubricate the clutch release lever and link pins
with a hand oiler. Avoid getting oil on the clutch facing.
c. If the unit is equipped with a reduction gear, drain and flush the gear box with light engine oil. If the unit is
equipped with a filter, clean the shell and replace the filter element. Refill the gear box to the proper level
with the oil grade indicated on the name plate.
18. TURBOCHARGER
The turbocharger bearings are lubricated by pressure through the external oil line leading from the engine cylinder block
while performing the previous operations above and no further attention is required. However, the turbocharger air inlet
and turbine outlet connections should be sealed off with moisture-resistant tape.
19. HYDROSTARTER SYSTEM
Refer to Hydraulic Starting System in the section on Engine Equipment for the lubrication and preventive maintenance
procedure.
20. Apply a non-friction rust preventive compound, to all exposed parts. If it is convenient, apply the rust preventive
compound to the engine flywheel. If not, disengage the clutch mechanism to prevent the clutch disc from sticking to the
flywheel.
Page 114
Storage
CAUTION: Do not apply oil, grease or any wax base compound to the flywheel. The cast iron will absorb
these substances which can "sweat" out during operation and cause the clutch to slip.
21. Drain the engine cooling system.
22. The oil may be drained from the engine crankcase if so desired. If the oil is drained, reinstall and tighten the drain
plug.
23. Remove and clean the battery and battery cables with a baking soda solution and rinse them with fresh water. Do
not allow the soda solution to enter the battery. Add distilled water to the electrolyte, if necessary, and fully charge the
battery. Store the battery in a cool (never below 32 °F or 0°C) dry place. Keep the battery fully charged and check the
level and the specific gravity of the electrolyte regularly.
24. Insert heavy paper strips between the pulleys and belts to prevent sticking.
25. Seal all of the openings in the engine, including the exhaust outlet, with moisture resistant tape. Use cardboard,
plywood or metal covers where practical.
26. Clean and dry the exterior painted surfaces of the engine. Spray the surfaces with a suitable liquid automobile body
wax, a synthetic resin varnish or a rust preventive compound.
27. Cover the engine with a good weather-resistant tarpaulin or other cover if it must be stored outdoors. A clear plastic
cover is recommended for indoor storage. The stored engine should be inspected periodically. If there are any
indications of rust or corrosion, corrective steps must be taken to prevent damage to the engine parts. Perform a
complete inspection at the end of one year and apply additional treatment as required.
PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN IN EXTENDED STORAGE
1. Remove the covers and tape from all of the openings of the engine, fuel tank, and electrical equipment. Do not
overlook the exhaust outlet.
2. Wash the exterior of the engine with fuel oil to remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pulleys and the belts.
5. Remove the drain plug and drain the preservative oil from the crankcase. Re-install the drain plug. Then refer to
Lubrication System in the Operating Instructions and fill the crankcase to the proper level with the recommended grade of
lubricating oil.
6. Fill the fuel tank with the fuel specified under Diesel Fuel Oil Specifications.
7. Close all of the drain cocks and fill the engine cooling system with clean soft water and a rust inhibitor. If the engine
is to be exposed to freezing temperatures, add a high boiling point type antifreeze solution to the cooling system (the
antifreeze contains a rust inhibitor).
8. Install and connect the battery.
9. Service the air cleaner as outlined under Air System.
10. POWER GENERATOR
Prepare the generator for starting as outlined under Operating Instructions.
11. MARINE GEAR
Check the Marine gear; refill it to the proper level, as necessary, with the correct grade of lubricating oil.
12. TORQMATIC CONVERTER
a. Remove the tape from the breather and all of the openings.
b. Remove all of the preservative grease with a suitable solvent.
c. Start the engine and operate the unit until the temperature reaches 150°F (66°C). Drain the preservative oil
and remove the filter. Start the engine and stall the converter for twenty seconds at 1000 rpm to scavenge
the oil from the converter.
CAUTION: A Torqmatic converter containing preservative oil should only be operated enough to bring the
oil temperature up to 150°F (66 0 C).
d. Install the drain plug and a new filter element.
Page 115
Storage
e. Refill the converter with the oil that is recommended
Maintenance.
under
Lubrication
and
Preventive
13. POWER TAKE-OFF
Remove the inspection hole cover and inspect the clutch release lever and link pins and the bearing ends of the clutch
release shaft. Apply engine oil sparingly, if necessary, to these areas.
14. HYDROSTARTER
a. Open the relief valve on the side of the hand pump and release the pressure in the system.
b. Refer to the filling and' purging procedures outlined in Hydraulic Starting System. Then, drain, refill and
purge the hydrostarter system.
15. TURBOCHARGER
Remove the covers from the turbocharger air inlet and turbine outlet connections. Refer to the lubricating procedure
outlined in Preparation for Starting Engine First Time.
16. After all of the preparations have been completed, start the engine. The small amount of rust preventive compound
which remains in the fuel system will cause a smoky exhaust for a few minutes.
NOTE: Before subjecting the engine to a load or high speed, it is advisable to check the engine tune-up.
Page 116
Page 117
Built-in Parts Book
Progress in industry comes at a rapid pace. In order for the engine manufacturer
to keep pace with progress he needs a versatile product for the many models and
arrangements of accessories and mounting parts needed to suit a variety of
equipment. In addition, engine refinements and improvements are constantly
being introduced. All of this dynamic action must be documented so that the
equipment can be serviced if and when it's needed. It is fully documented in the
manufacturer's plant and in dealer Parts Departments with Master Files and
adequate supporting records. But, what about YOU the user of this equipment?
You have neither the time nor the inclination to ferret out specific part number
data. What is the answer?-It is Detroit Diesel's exclusive BUILT-IN PARTS BOOK
which is furnished with each engine. It takes the form of an "Option Plate"
mounted on the rocker cover of the engine. With it, ordering parts becomes as
simple as A, B, C. You have merely to provide the Dealer with ...
A. The "Model" number
B. The "UNIT" number C. The "TYPE" number
From that much information, the dealer with his complete records on all engine
models, can completely interpret your parts requirements.
Page 118
Built-In Parts Book
What is this "built-in" book? It is a photo etched aluminum plate that fits into
a holding channel on the engine rocker cover.
ON THE RIGHT SIDE of the plate is shown the model number,
number and the related governor setting.
Page 119
serial
Built-In Parts Book
All engine components are divided into groups of functionally related parts. A complete listing of the twelve major
groups and their many sub-groups is shown below.
Page 120
Built-In Parts Book
Within each of these sub-groups, various designs of similar equipment are
categorized as "Types" and identified by a Type Number.
The Distributor/Dealer has an Index for each engine model. The Index lists all
of the "Standard" and "Standard Option" equipment for that model.
NOTE The Distributor/Dealer uses his model index to interpret the standard
equipment. The plate, therefore, lists only
the non-standard or choice items.
So, from the plate, give the dealer the
A-Model No.
B-Unit No.
*C-Type No.
*(If not shown, indicate "NONE". The dealer knows the
"standard" for the model).
Page 121
Built-In Parts Book
FOR READY REFERENCE, Transfer the information on the Option Plate to this record.
OTHER USEFUL INFORMATION:
Each fuel and lube oil filter on your engine has a decal giving the service package part
number for the element. It is advisable to have your own personal record of these part
numbers by filling in the chart provided below:
AIR CLEANER
If dry-type, indicate make and number of filter element:
Wet type, indicate capacity
qts.
Page 122
Built-In Parts Book
CYLINDER HEAD
P 628
Page 123
Built-In Parts Book
CONNECTING ROD, PISTON AND LINEAR
CAMSHAFT AND GEAR (V-ENGINE)
P 629
IDLER GEAR
Page 124
Built-In Parts Book
ACCESSORY DRIVE FOR BELT DRIVEN ACCESSORY (DRIVE HUB TYPE)
ACCESSORY DRIVE FOR DIRECT DRIVEN ACCESSORY (CAMSHAFT GEAR)
Page 125
Built-In Parts Book
Page 127
Built-In Parts Book
Page 128
Built-In Parts Book
Page 129
Built-In Parts Book
Page 130
Built-In Parts Book
OIL PUMP AND REGULATOR
Page 131
Built-In Parts Book
OIL FILTER
OIL COOLER
P 637
Page 132
Built-In Parts Books
Page 133
Built-In Parts Book
FRESH WATER PUMP
THERMOSTAT (6V-53
P 639
Page 134
Built-In Parts Book
Page 135
Built-In Parts Book
FAN MOUNT
HEAT EXCHANGER
P 641
Page 136
Built-In Parts Book
Page 137
Built-In Parts Book
Page 138
Built-In Parts Books
Page 139
Owner Assistance
OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Detroit Diesel engines are of primary concern to the Detroit Diesel Allison
Division, its distributors and their dealers.
As an owner of a Detroit Diesel engine, you have a complete network of over 2300 Detroit Diesel Allison Distributors and
Dealers in the U.S. and Canada, plus many outlets worldwide that are prepared and anxious to meet your parts and
service needs:
Expert service by trained personnel.
Emergency service 24 hours a day.
Complete parts support, including reliabilt components.
Sales teams to help determine your power requirements.
Product information and literature.
We recognize, however, that despite the best intentions of everyone concerned, misunderstandings may occur.
Normally, any such situation that arises in connection with the sale, operation or service of your engine will be handled by
the distributor or dealer in your area (check the Yellow Pages for the Detroit Diesel Allison Service Outlet nearest you).
To further assure your complete satisfaction, we have developed the following three-step procedure to be followed
in the event you have a problem that has not been handled satisfactorily.
Step One - Discuss your problem with a member of management from the distributorship or dealership.
Frequently, complaints are the result of a breakdown in communication and can quickly be resolved by a member of
management. If you have already discussed the problem with the Sales or Service Manager, contact the General
Manager. If your problem originates with a dealer, explain the matter to a management member of the distributorship
with whom the dealer has his service agreement.
Step Two - When it appears that your problem cannot readily be resolved at the distributor level without additional
assistance, contact the Detroit Diesel Allison Regional Office nearest you listed below:
Eastern Region
Suite 202
10 Parsonage Road
Edison, New Jersey 08817
Phone: (201) 246-5074
Regional Manager: S. F. Zappia
Service Manager: D. P. Friedrich
Southeastern Region
5730 Glenridge Drive, N.E.
Atlanta, Georgia 30328
Phone: (404) 252-3310
Regional Manager: L. R. Kirby
Service Manager: B. D. Robison, Jr.
Great Lakes Region
Garrison Place
19855 Outer Drive
Dearborn, Michigan 48124
Phone: (313) 565-0411
Regional Manager: A. W. Christy
Service Manager: R. Schwaller
Midwestern Region
Suite 618
2021 Spring Road
Oak Brook, Illinois 60521
Phone: (312) 654-6619
Regional Manager: C. O. Zimmerman
Service Manager: T. F. Chope
Southwestern Region
Suite 130
2655 Villa Creek Drive
Dallas, Texas 75234
Phone: (214) 241-7721
Regional Manager: F. A. Skells
Service Manager: W. C. Kaphengst
Northwestern Region
Suite 250
20380 Town Center Lane
Cupertino, California 95014
Phone: (408) 255-7700
Regional Manager: W. C. Edwards
Service Manager: J. P. Miles
Page 141
Owner Assistance
Western Region
Suite 823
Crocker Bank Building
15760 Ventura Blvd.
Encino, California 91436
Phone: (213) 981-7300
Regional Manager: G. J. Dunneback
Service Manager: W. K. Clark, Jr.
Prior to this call, have the following information available:
Name and location of distributor or dealer.
Type and make of equipment.
Engine model and serial number.
Engine delivery date and accumulated
miles or hours of operation.
Nature of problem.
Chronological summary of unit's history.
Step Three - If you are still not satisfied, present the entire matter in writing or by phone to the Home Office:
Diesel Operations - J. E. Fisher, Manager Customer Services, Detroit Diesel Allison, 13400 W. Outer Drive,
Detroit, Michigan 48228, Phone (313) 592-5608.
Canada Operations - E. A. Kobe, Manager of Product Service, Diesel Division, General Motors of Canada, Ltd.,
P.O. Box 5990, 847 Highbury Avenue, London, Ontario N6A 4L6, Phone (519) 455-7110.
If at this point your problem is still not resolved to your satisfaction, call or write J. P. Lewis, Manager, Diesel
Engine Service, Diesel Operations (313) 592-7279; D. F. Downham, Sales Manager, Diesel Operations
(313) 592-7276.
When contacting the Regional or Home Office, please keep in mind that ultimately your problem will likely be
resolved at the distributorship or dealership utilizing their facilities, equipment and personnel. Therefore, it is
suggested that you follow the above steps in sequence when experiencing a problem.
Page 142
ALPHABETICAL INDEX
Subject
Page
Subject
Page
A
Accessory Drive ..................................................
Adjustments: .......................................................
Injector Timing ................................................
Mechanical Governor Shutdown Solenoid..
Power Take-Off..........................................
Valve Clearance ........................ ............... ..
Air Compressor .................................. ..........
Air System:
Air Box Drains ...........................................
Air Cleaners ...............................................
Air Silencer ................................................
Crankcase Ventilation ..................... .........
Alarm System .......................... ....................
Assistance--Owner ......................... ..............
E
125
80
108
44
78
139
Engine Coolant ....................................
Engine Cross-Section Views ...... .........
Engine Model Description Chart ..........
Engine out of Fuel ..............................
Engine Protective Systems..................
Electrical Starting System....................
F
71
10
6
16
33,128
37
21
17
21
21
36
141
Fan Mounting .......... ...........................
Filters:
Fuel Oil ..........................................
Lubricating Oil ................................
Fuel Oil Specifications ........................
135
15,127
22,132
66
Fuel System:
Injector............................................
Pump..............................................
Strainer and Filter ...........................
13
15, 126
15, 127
B
Blower Assembly and Drive...........................
129
Breathers ................................. ....................
133
Built-In Parts Book...................... .................. 9, 117
G
C
Camshaft and Gears .....................................
Cold Weather Starting Aids ..........................
Connecting Rod .................... ......................
Cooling System:
General Description ........... .................
General Specifications ........................
Governors ...........................................
124
41
124
Antifreeze ....................................................
74
Coolant Filter ................................................
72
Cooling System Capacity ........................
27
Corrosion Inhibitor .................... ...............
71
Flushing ..... .............................................
28
Heat Exchanger Cooling........................... 25, 136
Radiator Cooling ........................................
25
Radiator Cooling.......................................
25
Raw Water Pump .....................................
29
Crankshaft ....................................................
123
Cylinder Head ...............................................
123
D
Description, General ....................................
Description, Model ........................................
5
6
5
8
44
H
Heat Exchanger...................................
Hydraulic Pump ....................... ...........
Hydraulic Starting System ....................
136
139
38
I
Idler Gear ...........................................
Injector and Controls ..............................
Instruments and Controls .....................
124
127
31
L
Liner ................................................ ...
Lubricating Oil Specifications ..............
Lubrication and Preventive Maintenance
Lubrication Chart.....................................
Lubricating System ..............................
Page 143
124
67
55
56
22
Index
ALPHABETICAL INDEX
Subject
Page
M
Maintenance, Preventive...............................
Marine Gear..................................................
Model and Serial Number..............................
Subject
Page
Storage:
Preparation.......................................
Restoration.......................................
113
115
55
46
9
T
O
Oil Cooler .....................................................
132
Oil Filter ........................................ ...............
132
Oil Pump and Regulator................................
131
Operating Instructions: ..................................
Cold Weather Starting .............................
41
Engine .....................................................
47
Power Generator Set ................................
51
Preparation for First Start ................................. 47
Owner Assistance .........................................
141
P
Piston ...........................................................
Power Take-Off ............................................
Preventive Maintenance................................
Principles of Operation..................................
124
44
55
4
S
Shutdown Systems .......................................
Specifications:
Fuel Oil ............................... ....................
General ....................................................
Lubrication Oil ..........................................
Starting Systems:
Electrical ............................. ....................
Hydraulic............................................. .....
Tachometer Drive ...............................
Thermostat ............... ..........................
Torqmatic Converter ..........................
Transmissions ........................................
Tune-Up Procedures:
Engine..............................................
Exhaust Valve Clearance Adjustment
Hydraulic Governor:
Line Engine ......................................
6V Engine ........................................
Mechanical Governor:
Limiting Speed (In-Line Engine) .......
Limiting Speed (6V Engine) . ..................
Variable Speed (Open Linkage)........
Variable Speed (Enclosed Linkage) ..
Variable Speed (6V Engine) .............
Supplementary Governing Device .......
Engine Load Limit................................
Governor Shutdown Solenoid ..............
Throttle Delay Mechanism ........................
Timing Fuel Injector.............................
138
134
45
44
Valve Operating Mechanism................
126
77
78
109
112
81
86
91
95
100
105
105
108
106
80
33,137
66
8
67
37
38
W
Water Pump ......................................
Page 144
29,134
PART II. PARTS LISTING FOR DETROIT
Diesel Series 53 Engine
GENERAL INFORMATION
General Information
All engine components are divided into twelve major groups of functionary related parts. A list of the groups appears in
the index of this manual.
Within each group different design of similar equipment are shown, each group uses a type number. The type number in
one group has no relationship to the type number of another group.
All optional material type numbers are shown on the engine Option Plate. The plate is shown in the illustration below.
The names and type numbers of optional equipment built into the unit at the factory are listed on, this plate, along with
the unit model, serial number and custom specification (if any). Material not listed on the Option Plate is standard
equipment. (Copies of the information, on the Option Plate Work Sheet, are furnished to distributors for their files.)
To locate a part establish the group where the part is used (see index page). Turn to the page listed for that group.
Locate the part on the illustration. Locate the item number in the parts list and the part number will be listed along with an
item description. The quantity column is the number of times the part is used in the assembly shown.
YOUR PARTS ORDER WILL BE HANDLED MORE EFFICIENTLY IF:
1. The following information is provided for the item ordered:
A. Group in the parts book in which it is listed
B. Quantity desired
C. Item part number
D. Complete item description
E. Complete unit model identification and serial number
2. "TYPE" rather than "WRITE" the above information
MISCELLANEOUS
Unless otherwise specified, standard bolts in the parts list are hexagon head. Other standard parts are described in detail.
The information and illustrations in this publication are based on the information in effect at the time of printing.
ENGINE OPTION PLATE
I
TABLE OF CONTENTS
GROUP NAME
GROUP
NO.
1.1000
1.1OOOA
1.2000
1.2000A
1.3000
1.3000A
1.3000C
1.3000D
1.4000A
1.5000A
1.6000
1.7000
1.7000B
1.8000
1.800OA
2.1000A
2.2000
2.3000A
2.4000
2.5000A
2.8000A
2.9000
3.1O00A
3.3000A
3.4000
4.1000A
4.1000B
4.1000C
4.2000A
4.4000A
4.6000A
4.7000A
5.1000
5.2000A
5.2000B
5.2000C
5.3000A
5.3000B
5.4000A
6.100A
6.2000A
7.3000A
11.1000A
Cylinder Block
Air Box Drains
Cylinder Head
Engine Lifter Bracket
Crankshaft
Crankshaft Front Cover
Crankshaft Pulley
Crankshaft Pulley Belt
Flywheel
Flywheel Housing (SAE #3)
Connecting Rod and Piston
Camshaft and Gear Train
Accessory Drive (Hydraulic Pump)
Valve Operating Mechanism
Rocker Cover
Fuel Injector (N-45)
Fuel Pump
Fuel Filter
Fuel Manifold Connections
Fuel Lines
Governor Hydraulic
Injector Controls
Air Cleaner Adaptor
Air Inlet Housing
Blower
Oil Pump
Oil Distribution System
Oil Pressure Regulator
Oil Filter
Oil Cooler
Dipstick
Oil Pan
Fresh Water Pump
Water Outlet Elbow
Thermostat
Water By-Pass Tube
Radiator
Water Connections
Fan
Exhaust Manifold
Exhaust Muffler Flange
Starting Motor
Engine Mount
II
TYPE
29
63
23
190
20
119
111
176
327
349
61
31
203
30
38
76
180
157
48
360
1002
279
211
140
114
49
235
9
226
230
253
584
145
67
72
318
64
135
290
217
234
174
510
PAGE
NO.
2
3
5
6
8
10
8
3
12
12
13
15
16
18
19
20
21
23
25
25
27
29
30
32
34
36
37
36
39
40
41
42
43
45
45
45
46
47
48
50
50
51
52
DETROIT DIESAL ENGINE
MODEL 353
FRONT, LEFT HAND VIEW
REAR, RIGHT HAND VIEW
III
CYLINDER BLOCK
(GROUP NO. 1.1000)
(FIG. NO. 1)
1
CYLINDER BLOCK
(GROUP NO. 1.1000)
FIG/ITEM
1-1
3-1
8-1
3-2
*
*
1-12
1-2
*
3-4
*
*
*
1-14
1-15
1-16
1-17
1-3
1-4
1-5
1-6
1-7
1-8
1-9
1-10
1-11
PART NO.
DESCRIPTION
5196490
5116142
5198209
5116199
5146437
3231135
141346
5146900
114981
5145009
5121182
5150131
5121316
5121366
5121459
454813
103321
5116354
5116373
180120
103321
5116380
5150023
186618
103320
5116357
Block Assy.
Cap, Main Bearing
Bearing Set, Camshaft
Bolt, Main Bearing Cap
Elbow, Air Box Drain Tee
Tee, 1/4" Inv. Fl.
Pin, 3/16" x 1/2" Dowel
Pin, 3/8" x 1-1/8" Dowel
Draincock, 1/8"
Plug, 1/8" Pipe
Plug, 1/4" Pipe
Plug, 7/16" Cup
Plug, 5/8" x 13/32"
Plate Assy.
Nut, Plug 3/8" - 24
Bolt, 3/8" - 16 x 7/8"
Lockwasher, 3/8"
Gasket
Cover
Bolt, 3/8" - 16 x 3/4"
Lockwasher, 3/8"
Gasket
Cover (Plain)
Bolt, 5/16" - 18 x 5/8"
Lockwasher, 5/16"
Gasket
* Not Shown
2
QTY.
1
3
1
6
1
1
4
4
1
7
1
2
2
1
8
13
AR
1
1
6
6
1
1
2
2
1
AIR BOX DRAINS
(GROUP 1.1000A)
FIG/ITEM
*
*
*
PART NO.
DESCRIPTION
5132286
137421
137397
Tube
Elbow, 1/4" Inv. Fl. Tube 90 Deg.
Nut, 1/4" Inv. Fl. Tube
QTY.
1
1
1
* Not Shown
CRANKSHAFT PULLEY BELT
(GROUP NO. 1.3000D)
FIG/ITEM
*
PART NO.
DFSCRIPTIDN
5131395
Belt Set (2 Belts) (41.00" L., .500" W.)
* Not Shown
3
QTY.
1
CYLINDER HEAD
(GROUP NO. 1.2000)
(FIG. NO. 2)
4
CYLINDER HEAD
(GROUP NO. 1.2000)
FIG/ITEM
22-2
2-2
2-2
2-12
*
*
*
*
*
*
*
10-1
*
2-9
2-8
2-11
2-11
2-11
2-11
2-3
2-3
2-4
2-5
2-6
PART NO
5198203
5198655
5154453
5145009
5199527
5116361
5131961
5121182
5151449
5144425
5116262
5121252
5111467
5139997
5119293
5121254
5116290
5121207
5116122
5116292
5121263
5136610
179839
103321
5116242
DESCRIPTION
Head Assy.
Plug, Fuse
Plug, 3/8" - 16 Special
Plug, 1/8" Pipe
Tube Kit (Includes Ring 5160037)
Insert, Exhaust Valve
Guide, Exhaust Valve
Plug, 1/4" Pipe
Plug, 13/16" Cup Special
Adaptor, Fuse Plug (Outside of Head Assy.)
Adaptor, Cylinder Head Governor Control Link
Adaptor, Cylinder Head Governor Control Link
Seat, Exhaust Valve Spring
Plug, 7/8" Dia. Cup Stn. Stl.
Nozzle
Gasket
Ring, Seal (End Water Hole)
Ring, Seal (Center Water Hole)
Ring, Seal (Oil Hole)
Ring, Seal
Bolt, 5/8" - 11 x 6-1/4" (12 Pt. Hd.)
Cover (Use 3/8" - 16 x 1" Bolt)
Bolt, 3/8" - 16 x 1"
Lockwasher, 3/8"
Gasket
* Not Shown
5
QTY.
1
1
4
2
3
12
12
6
3
1
1
1
12
3
4
3
4
4
2
1
8
1
2
2
1
ENGINE LIFTER BRACKET
(GROUP NO. 1.2000A)
FIG/ITEM
*
*
*
-1
*
*
*
PART NO.
5100428
5164294
179839
5119379
9409028
103341
103321
DESCRIPTION
Bracket (Front R.H.)
Spacer, 1/8" Thick
Bolt, 3/8" - 16 x 1" AA Lock
Bracket (Also Fig 5 Item 2) (Rear)
Bolt, 3/8" - 16 x 1"
Washer, 318" Flat
Washer, 3/8" Lock
*Not Shown
6
QTY.
1
2
3
1
2
2
3
(FIG. NO. 3)
(FIG. NO. 4)
7
CRANKSHAFT
(GROUP NO. 1.3000)
FIG/ITEM
PART NO.
33-4
3-5
4-2
4-2
4-3
6-4
3-6
3-6
3-6
5116447
444687
5116224
5198503
5148314
5198502
5116224
5116229
5128917
5196852
3-65
199477
*
3-7
3-7
3-7
3-7
3-8
3-8
3-8
3-3
3-3
3-1
3-2
3-9
3-10
5196851
5195928
5196660
5196661
5196662
5116197
5196755
5196756
141346
5149149
5195935
5116199
5116195
127559
DESCRIPTION
Crankshaft Assy.
Plug, 1/8" Pipe
Seal
Seal, Single Lip O.S. - Use with 5198502 Sleeve
Seal
Sleeve (Use with 5198503 Seal)
Seal
Seal (Single Lip, Standard)
Seal (Double Lip, Standard)
Seal (Single Lip, O.S., Use with 519685
Sleeve)
Seal (Double Lip, O.S., Use with 519685
Sleeve)
Sleeve (With O.S. Oil Seal)
Shell Set (Std.)
Shell Set (.002" U.S.)
Shell Set (.010" U.S.)
Shell Set (.020" U.S.)
Washer
Washer (.005" O.S.)
Washer (.010" O.S.)
Pin, 3/16" x 1/2" Dowel (Std.)
Pin, 7/32" x 1/2" Dowel (O.S.)
Cap (Std.)
Bolt
Gear
Key, 1/4" x 3/4" Woodruff
QTY.
1
3
1
1
1
1
1
1
1
1
AR
1
AR
AR
4
4
4
4
4
AR
AR
4
AR
4
8
1
1
* Not Shown
CRANKSHAFT PULLEY
(GROUP NO. 1.3000C)
FIG/ITEM
3-13
3-11
3-12
PART NO.
DESCRIPTION
5116484
5180291
5180629
Pulley (5.38" Dia., 2 Grooves)
Retainer (Washer)
Bolt, 3/8" - 16 x 1-3/4" L.
8
QTY.
1
1
1
CRANKSHAFT FRONT COVER
(GROUP NO. 1.3000A)
(FIG. NO. 5)
(FIG. NO. 5)
9
CRANKSHAFT FRONT COVER
(GROUP NO. 1.3000A)
FIG/ITEM
5*
5-1
5-1
*
5-2
6*
*
6-1
6-2
5-3
6-3
6-4
PART NO.
5101347
5146900
186622
179844
9414322
103321
5197415
5145009
5146648
186282
103321
5121082
5116386
5116224
DESCRIPTION
QTY.
Cover Assy., Engine Front Upper
Pin, 3/8" x 1-1/8" Dowel
Bolt, 3/8" - 16 x 1-1/4"
Bolt, 3/8" - 16 x 1-5/8"
Washer, 3/8" I.D. x .744 O.D. x .63 Thick
Lockwasher, 3/8"
Cover Assy., Engine Front Lower
Plug, 1/8 Pipe
Plug, 1/2 Pipe
Bolt, 3/8" - 16 x 3-1/4"
Lockwasher, 3/8"
Gasket, Upper
Gasket, Lower
Seal
1
2
9
4
13
13
1
1
7
7
7
1
1
1
* Not Shown
10
FLYWHEEL HOUSING (SAE #3)
(GROUP NO. 1.5000A)
(FIG. NO. 7)
11
FLYWHEEL
(GROUP NO. 1.4000A)
FIG/ITEM
PART NO.
7-
5119495
7-2
7-1
7-15
9412018
5116301
5126671
DESCRIPTION
Flywheel Assy. (Sae #3, Non-Chamfered)
Includes 5116301 Gear
Bolt, Lock (2-1/4" L.)
Gear (Sae #3-126 Teeth)
Plate, Scuff
QTY.
1
6
1
1
FLYWHEEL HOUSING (SAE #3)
(GROUP NO. 1.5000A)
FIG/ITEM
7-3
*
*
7-4
7-4
7-4
7-4
7-4
7-5
7-16
7-6
7-7
7-8
7-8
*
7-9
7-10
7-11
7-12
7-13
7-14
*
PART NO.
DESCRIPTION
5132260
5145011
5145012
9409126
5101779
9414215
427588
5170489
103321
5123802
5121334
5122281
179857
122408
5150568
103323
5117061
5116411
186625
103320
5116391
5130995
Housing, (Sae #3) (Also Fig 5 Item 3)
Plug, 3/8" Pipe
Plug, 1/2" Pipe
Bolt, 5/16 - 18 x 2-1/2
Bolt, 3/8" - 16 x 7/8"
Bolt, 3/8 - 16 x 2-1/2
Bolt, 3/8" - 16 x 2-1/2
Bolt, 3/8 - 24 x 3 9-16 Lock
Lockwasher, 3/8"
Shim, Flywheel (Hsg. to End Plate)
Gasket
Cover
Bolt, 7/16" - 14 x 7/8"
Bolt, 1/2" - 13 x l"
Washer, (7/16" Copper)
Lockwasher, 1/2"
Gasket
Cover
Bolt, 5/16" - 18 x 7/8"
Lockwasher, 5/16"
Gasket
Gasket
* Not Shown
12
QTY.
1
1
1
2
1
4
6
3
AR
1
1
2
2
8
2
8
2
2
4
4
2
1
CONNECTING ROD & PISTON
(GROUP NO. 1.6000)
FIG/ITEM
PART NO.
-1
5122262
-2
-3
-4
-5
-6
5197852
839103
5150140
5116181
5195929
-6
-6
-6
-7
5196664
5196665
5196666
5198877
-8
-11
-12
-13
-14
-14
-15
5198822
5116189
5116181
5180250
5132803
5101016
5121256
DESCRIPTION
Rod Assy. (Includes Cap and Orifice Not Sold
Separately)
Bolt, 3/8" - 24 x 2.76" L.
Nut (3/8" - 24 Hex.)
Nozzle
Bushing
Shell Set (Standard) (Shell Sets Have (1)
Upper and (1) Lower Shell)
Shell Set (.002" U,S.)
Shell Set (.010" U.S.)
Shell Set (.020" U.S.)
Piston Assy. (Contains (1) 5116181 Bushing and
(1) 5180250 Retainer (Series "N")
Ring Set (Sufficient Rings for One Cylinder)
Pin
Bushing
Retainer
Liner (Standard)
Liner (.010" O.S., O.D.)
Seal
13
QTY.
3
6
3
3
6
3
3
3
3
3
3
3
6
6
3
AR
1
CAMSHAFT & GEAR TRAIN
(GROUP NO. 1.7000)
(FIG. NO. 8)
(FIG. NO. 9)
14
CAMSHAFT & GEAR TRAIN
(GROUP NO. 1.7000)
FIG/ITEM
8-2
8-3
8-1
8-1
8-1
8-1
8-4
8-5
8-6
8-7
8-8
8-9
8-10
8-11
8-12
8-13
8-14
8-15
8-16
8-17
8-18
8-19
8-20
8-21
8-22
99-1
9-2
9-3
9-4
PART NO.
5126929
5151277
5198209
5198980
5198470
5198471
3116198
9409028
5106223
5134388
5121071
5121073
5121108
218217
5150087
5119277
9409028
5133387
5133388
218217
5150087
5121077
5172734
181360
103321
5135227
5196793
5132504
5124458
5157244
DESCRIPTION
QTY.
Camshaft Assy.
Plug (1/2" Drive)
Bearing Set Std.
Bearing Set (Std. I.D., .010" O.S. O.D.)
Bearing Set (.010" U.S., I.D., Std. O.D.)
Bearing Set (.020" U.S., I.D., Std. O.D.)
Washer
Bolt, 3/8" - 16 x 1"
Seal, Oil (Front)
Slinger
Spacer
Shaft
Pulley
Key, 3/16 x 5/8" Woodruff
Nut
Weight
Bolt, 3/8" - 16 x 1" Lock
Gear (R.H. Helix)
Gear (L.H. Helix)
Key, 3/16" x 5/8" Woodruff
Nut
Spacer
Retainer
Bolt, 3/8" - 24 x 3/4"
Lockwasher, 3/8"
Gear Assy., Idler
Bearing
Washer (Thrust)
Hub
Bolt
1
2
1
AR
AR
AR
2
4
2
2
2
1
2
2
2
2
4
1
1
2
2
1
2
4
4
1
1
2
1
1
15
ACCESSORY DRIVE (HYDRAULIC PUMP)
(GROUP NO. 1.7000B)
FIG/ITEM
-1
-2
-3
-4
-5
-6
-7
*
-8
-9
-10
-11
-12
-13
-14
PART NO.
DESCRIPTION
QTY.
5123814
179839
103321
5168852
5170450
5140814
5143616
103375
5188848
5117061
5145091
122408
103323
179858
103322
Adapter, Hydraulic Pump
Bolt, 3/8" - 16 x 1"
Washer, 3/8" Lock
Gasket, Hyd. Pump to Adapter
Plate
Spacer
Coupling
Pin, 3/32" x 1-1/4"
Gear, Hyd. Pump Drive
Gasket
Bolt, Special
Bolt, 1/2" - 13 x 1"
Washer, 1/2" Lock
Bolt, 7/16" - 14 x 1"
Washer, 7/16" Lock
1
6
6
1
1
1
1
1
1
1
4
4
4
1
1
* Not Shown
16
VALVE OPERATING MECHANISM
(GROUP NO. 1.8000)
(FIG. NO, 10)
(FIG. NO. 11)
17
VALVE OPERATING MECHANISM
(GROUP NO. 1.8000)
FIG/ITEM
PART NO.
DESCRIPTION
QTY.
11-1
11-1
11-2
11-3
11-4
11-5
11-6
11-7
11-7
11-8
11-8
11-9
11-10
11-11
11-12
11-13
11-14
11-15
11-16
11-17
*
5135268
5135267
5179954
5150318
5150311
5150312
5123700
5150314
5123711
5116072
5151272
5116128
5119198
5128640
5151601
5108918
5108919
5123250
5150303
5115087
5195220
3
3
3
3
3
9
15
9
6
3
3
6
6
9
9
9
9
9
9
9
11-18
11-19
11-20
10-2
10-3
*
10-4
*
10-5
10-5
10-6
10-7
10-8
*
10-9
5116125
443603
103319
5199323
5131961
5198529
5131973
5199912
5116361
5196752
5144019
5135262
5123330
5125922
5116341
Arm Assy., Rocker Exhaust R.H.
Arm Assy., Rocker Exhaust L.H.
Arm Assy., Rocker Injector
Bushing
Bushing
Clevis
Bushing
Pin (Clevis End)
Pin (Bridge End)
Shaft Assy.
Plug
Bracket
Bolt
Rod, Push
Locknut
Spring
Seat (Valve and Injector)
Seat
Retainer (Snap Ring)
Follower Assy. (Includes Roller Set)
Roller Set (Standard)
(Includes Roller W/Bushing and Pin)
Guide
Bolt, 1/4" - 20 x 3/4"
Lockwasher, 1/4"
Valve
Guide
Kit, Valve Guide and Seal
Seal, Valve Guide (Use with 5131961)
Installer, Exhaust Valve Seal
Insert (Standard)
Insert (.010" Oversize on O.D.)
Spring (Red and Green Stripe)
Bridge
Cap
Seat (.150" Thick)
Lock (Halves)
* Not Shown
18
9
3
6
6
12
12
12
12
AR
12
AR
12
6
12
12
24
ROCKER COVER
(GROUP NO. 1.8000A)
FIG/ITEM
-1
-2
-3
-4
PART NO.
18C001
5147994
5100104
1528732
DESCRIPTION
Cover (IMCO Special)
Gasket
Screw Assy
Cap - Oil Filler & Breather
19
QTY.
1
1
4
1
FUEL INJECTOR (N-45)
(GROUP NO. 2.1000A)
FIG/ITEM
PART NO.
DESCRIPTION
-1
5228773
-5
5229649
-2
-3
-4
5121259
5150250
180130
Injector Assy. (Includes P.N. 5229649 thru
5228594)
Service Kit: (1) Seal Ring, (2) AR Filter Cap
Gaskets, (2) Filter Elements & (2) Shipping
Caps
Clamp
Washer
Bolt, 3/8" - 16 x 2"
20
QTY.
3
AR
1
1
1
FUEL PUMP
(GROUP NO. 2.2000)
FIG/ITEM
-1
-2
-3
-4
-5
-6
-7
-8
-9
-10
-11
-12
-13
-14
-15
-16
-17
-18
PART NO.
5146341
5146337
141195
5134560
3719219
5230007
5174975
147481
5181747
5181746
5174973
103709
5184530
5174971
5161003
5131685
5195078
5150193
5154216
DESCRIPTION
Pump Assy. No Serviced; Use Part No. 5199560
Body
Pin, 1/4" x 5/8" Dowel
Cover
Bolt, i/4" - 20 x 3/4" (With Lockwasher)
Seal
Gear
Ball, 1/8" Dia. Steel
Shaft Assy. (Includes Gear)
Shaft Assy. (Includes Gear and Ball)
Valve
Pin, 5/32" x 1" Straight
Spring
Plug
Gasket
Bolt, 5/16" - 18 x 3/4" (With Nyloc Insert)
Overhaul Kit, Fuel Pump (Includes Items 17, 6,
8, 10, 9, 11, 12, 13, 15
Gasket
Coupling
21
QTY.
1
1
2
1
8
2
1
1
1
1
1
1
1
1
1
3
AR
1
1
FUEL FILTER
(GROUP NO. 2.3000A)
(FIG. NO. 12)
(FIG. NO. 13)
22
FUEL FILTER
(GROUP NO. 2.3000A)
FIG/ITEM
12-1
12-2
12-2A
12-3
12-4
12-4
12-5
12-6
*
*
*
*
**
1313-1
13-2
13-3
13-4
13-5
13-6
13-7
13-9
13-10
13-11
13-12
13-13
PART NO.
DESCRIPTION
AC-T-60
5574961
5574161
103647
5121182
5145011
6435793
6435794
5575197
444692
186619
133341
103321
AC-T-58
5573261
5574123
5574126
5574120
5574124
5574122
5574125
5574161
5574118
1503537
5121182
103647
Strainer Assy. (Fuel)
Element (6", Felt Sock Type)(AC-T-553)
Gasket Only
Draincock, 1.4"
Plug, 1/4" Pipe
Plug, 3/8" Pipe
Bolt
Gasket
Decal (With AC-T-60 Strainer)
Plug, 1/4"
Bolt, 3/8" - 16 x 1-1/2"
Washer, 3/8" Flat
Lockwasher, 3/8"
Filter Assy. (4")
Element (4")(AC-TP-509)
Seat
Seal
Retainer (Ring)
Spring
Seat, Spring (Washer)
Shell Assy.
Gasket
Screw
Gasket
Plug, 1/4" Pipe
Draincock, 1/4"
* Not Shown
23
QTY.
1
1
1
1
2
2
1
1
1
2
2
2
2
1
1
1
1
1
1
1
1
1
1
1
2
1
(FIG. NO. 14)
24
FUEL MANIFOLD CONNECTIONS
(GROUP NO. 2.4000)
FIG/ITEM
PART NO.
DESCRIPTION
14-1
5116204
14-2
5152138
*
5152148
Pipe Assy. (Inlet & Outlet) (Qty. is two times
Cylinder Count)
Connector (Quantity is two times Cylinder
Count)
Washer (Quantity is two time Cylinder Count)
QTY.
6
6
6
* Not Shown
FUEL LINES
(GROUP NO. 2.5000A)
FIG/ITEM
14-3
14-4
14-5
14-6
*
*
14-7
14-9
14-8
14-10
*
*
*
14-11
14-12
14-13
14-14
PART NO.
DESCRIPTION
5121149
442323
143338
5177623
5160388
3224539
5134897
442323
193004
5112241
110502
120217
110633
5129623
442323
193004
5127911
Tube Assy. (Dev. L. 39.76")
Connector, 3/8" Inv. Fl. Tube
Elbow, 3/8" Inv. Fl. Tube 45 Deg.
Clip, 3/8" Tube
Clip, 3/8" Tube 1-3/8" Long
Clip, 3/8" Tube
Tube Assy. (Dev. L. 36.90")
Connector, 3/8" Inv. Fl. Tube
Elbow, 3/8" Inv. Fl. Tube 90 Deg.
Clamp
Bolt, #10 - 24 x 3/4"
Lockwasher, #10 Med
Nut, #10 - 24 Hex.
Tube (Dev. L. 12.68")
Connector, 3/8" Inv. Fl. Tube
Elbow, 3/8" Inv. Fl. Tube 90 Deg.
Elbow, Restricted (.070")
* Not Shown
25
QTY.
1
1
1
2
1
1
1
1
1
6
3
3
3
1
1
2
1
GOVERNOR HYDRAULIC
(GROUP NO. 2.8000A)
(FIG. NO. 15)
26
GOVERNOR HYDRAULIC
(GROUP NO. 2.8000A)
FIG/ITEM
15
15-1
15-2
15-3
*
*
15-4
15-4
15-5
*
15-6
15-7
15-8
*
*
*
15-9
15-9
15-9
15-9
5-10
15-10
15-11
15-12
15-13
15-14
15-15
15-16
15-17
15-18
15-19
15-20
15-21
15-21
15-22
15-22
15-22
15-23
15-24
15-25
15-26
PART NO.
DESCRIPTION
5136998
5199864
5197603
3249110
192484
114492
5197105
444687
5197052
5197066
5197080
5197846
5197065
5197059
5197078
5197060
5197013
5199196
5194069
5194495
5197015
5197016
5197014
5197046
100659
446142
5198332
137171
5197045
5197084
5197065
5197060
5197019
5197062
3304053
5194070
120614
5198398
5198397
5197010
5157328
Governor Assembly
Cover
Screw #10 - 32 x 1" W/Lock Washer
Gasket'
Screw, 1/4" - 28 x 1-1/4"
Nut, 1/4" - 28 Hex (Thin)
Housing Assembly
Plug 1/8" Pipe, Hex Soc. Hd.
Plug
Gasket
Shaft
Pin, Roll
Seal
Bushing 1-7/8" L.
Bushing 1-1/2" L.
Plug, Cup
Lever
Stop
Washer, 1/4" Copper
Nut 1/4" - 28 Hex Stop
Lever
Clip, Spring
Fork
Bracket, Droop (Includes Pin)
Screw #10 - 32 x 3/8"
Washer #10 Flat
Plate, Lever Support
Pin, 3/32" x 1" Cotter
Shaft 1-11/32" L.
Shaft 2-3/8" L.
Seal
Plug, Cup
Piston
Pin, Piston 2-1/4" L.
Screw #10 - 32 x 1-1/4"
Washer #10 Copper
Nut, #10 - 32 Hex
Spring
Ball Head Assembly
Plunger
Bearing
- Continued -
27
QTY.
1
1
3
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
GOVERNOR HYDRAULIC
(GROUP NO. 2.8000A)
2.8000 A (Continued)
FIG/ITEM
15-27
15-28
15-29
*
*
*
15-30
15-30
15-30
15-31
15-32
15-33
15-34
*
PART NO.
DESCRIPTION
274271
5198627
5197066
5197068
5197067
5197056
5192760
5197847
132188
3307753
3249119
3249118
5197058
3249147
Ring, Retaining
Plunger Kit
Gasket
Spring (Inner)
Spring (Outer)
Plug 11/16" - 16
Base
Pin #2 x 5/8" Tapper Dowel
Screw #12 - 24 x 1/2"
Ring
Gear
Gear (Includes Bushing)
Bushing
Stud
* Not Shown
28
QTY.
1
1
1
1
1
1
1
2
3
1
1
1
2
1
INJECTOR CONTROLS
(GROUP NO. 2.9000)
FIG/ITEM
-6
-7
-8
-9
-10
-11
-12
-13
-14
-15
*
*
*
*
*
*
PART NO.
DESCRIPTION
5195968
5116264
9422203
5150259
5116267
142486
5116266
5116265
5115322
5176228
2090519
213546
120380
5146554
5129913
114493
Tube Assy.
Bracket
Bolt, 1/4" - 20 x 5/8" (12 Pt. Hd.)
Shaft (1-1/16" L.)
Lever
Pin, 1/8" x 3/4" Groove
Spacer
Spring
Lever
Screw
Arm
Bolt, 1/4" - 20 x 1"
Lockwasher, 1/4"
Plate
Screw
Nut, 5/16" - 24 Hex. Lock
* Not Shown
29
QTY.
1
2
4
1
1
1
1
1
3
6
1
2
2
1
1
1
AIR CLEANER ADAPTOR
(GROUP NO. 3.1000A)
FIG/ITEM
-1
-2
-3
-4
PART NO.
DESCRIPTION
5122195
186625
103320
5124405
Adaptor
Bolt, 5/16" - 18 x 7/8"
Washer, 5/16" Lock
Gasket
30
QTY.
1
4
4
1
AIR INLET HOUSING
(GROUP NO. 3.3000A)
(FIG. NO. 16)
31
AIR INLET HOUSING
(GROUP NO. 3.3000A)
FIG/ITEM
16
16-1
16-1
16-1
16-1
16-1
16-2
16-3
16-4
16-5
16-6
16-7
16-8
16-9
16-10
16-11
16-12
16-13
16-14
16-15
16-16
16-17
16-18
*
16 -19
16-19
16-19
16-19
16-20
16-21
16-22
16-23
16-24
16 -25
PART NO.
DESCRIPTION
5121181
5157244
179847
179851
103341
103321
5116383
5121182
5124405
5116456
273436
5116444
103341
273436
5182977
5111904
5112787
5114727
5143836
179803
120380
5114974
5122623
5146239
3796374
140855
110730
124925
5186687
3290569
123298
120380
121902
5196053
Housing Assembly
Bolt, 3/8" - 16 x 1-3/4"
Bolt, 3/8" - 16 x 2"
Bolt, 3/8" - 16 x 3"
Washer, 3/8" Flat
Washer, 3/8" Lock
Housing
Plug, 1/4" Pipe
Gasket
Valve
Pin, 1/8" x 11/16" Roll
Shaft
Washer, 3/8" Flat
Pin, 1/8" x 11/16" Roll
Seal Ring
Spring (Valve, Internal)
Spring (Latch, R.H. Helix)
Latch
Bushing - Eccentric
Bolt, 1/4" - 20 x 1-3/4"
Washer, 1/4" Lock
Handle
Cam
Wire, Assembly (90" L.)
Guide
Screw, #8 - 32 x 5/16" Hex, Socket
Washer, 3/8" Lock
Nut, 3/8" - 24 Hex
Plate, Instruction
Clip
Bolt, 1/4" - 28 x 3/8"
Washer, 1/4" Lock
Nut, 1/4" - 28 Hex
Screen
* Not Shown
32
QTY.
1
4
1
1
6
6
1
1
1
1
2
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
BLOWER
(GROUP NO. 3.4000)
(FIG. NO. 17)
33
BLOWER
(GROUP NO. 3.4000)
FIG/ITEM
1717-1
17-2
17-3
17-4
17-5
17-6
17-7
17-8
17-9
17-10
*
*
17-12
17-12
17-12
17-12
17-13
17-14
17-15
17-28
*
17-17
17-18
*
17-20
17-21
*
*
17-22
17-23
17-24
17-25
17-26
17-27
PART NO.
DESCRIPTION
5139305
5119391
141242
5139297
5134179
5116170
9409062
5127077
9409034
5119194
5119195
9409018
5121403
5116164
5116165
5116166
5116167
5116168
5134914
5139299
5145009
117297
5142266
9433110
5121464
5116150
5131913
5198041
5198684
5119433
5116295
5119429
5119394
5119395
5119433
Blower Asm.
Housing (Includes Pins)
Pin, 3/8" x 7/8" Dowel
Rotor Assy.
Plate
Spacer
Bolt, 1/4" - 20 x 1"
Washer, 25/64 I.D.
Bolt, 3/8" - 24 x 7/8"
Gear (R.H. Helix)
Gear (L.H. Helix)
Bolt, 5/16" - 24 x 7/8"
Washer, 21/64" x 1" x 3/16"
Shim (.002")
Shim (.003")
Shim (.004")
Shim (.005")
Spacer
Plate, Front
Plate, Rear
Plug, 1/8" Pipe
Screw, 5/16" - 18 x 1-3/4" Fil. Hd.
Seal (Lip Type)
Bolt, 7/16 - 14 x 6-11/16"
Bolt (10-3/16" L.)
Bolt (10-11/16" L.)
Washer (7/16") (Flat)
Blower Installation Kit
Repair Kit Not Serviced, Use 5198683 Kit
Gasket (To End Plate)
Gasket (To Block)
Cover
Plate, Reinforcement (Large)
Plate, Reinforcement (Small)
Gasket
* Not Shown
34
QTY.
1
1
4
2
1
3
3
2
2
1
1
2
2
AR
AR
AR
AR
2
1
1
2
4
4
4
2
4
4
AR
AR
1
1
1
2
2
1
(FIG. NO. 18)
35
OIL PUMP
(GROUP NO. 4.1000A)
FIG/ITEM
1818-1
18-2
18-3
18-4
18-5
PART NO.
DESCRIPTION
5116110
193942
5195714
5195685
145067
5144375
Pump Assy.
Bolt, 5/16" - 18 x 1-5/8" (AA Lock)
Rotor Set (Includes Inner and Outer Rotors)
Cover
Screw, #6 x 3/8" Drive
Gear
QTY.
1
6
1
1
2
1
OIL PRESSURE REGULATOR
(GROUP NO. 4.1000C)
FIG/ITEM
18-6
18-7
18-8
18-9
PART NO.
DESCRIPTION
5126436
5177777
5113657
5177773
Spring
Valve
Plug
Gasket
QTY.
2
2
2
2
36
OIL DISTRIBUTION SYSTEM
(GROUP NO. 4.1000B)
FIG/ITEM
PART NO.
DESCRIPTION
-1
5126211
-2
-3
-4
-5
-6
-7
-8
5119425
5127175
179816
103320
5126456
5152385
274558
Pipe (Includes Support 5125947
Not Serviced Separately)
Flange
Seal Ring
Bolt, 5/16" - 18 x 3/4"
Lockwasher, 5/16"
Screen Assy.
Screen
Nut, 5/16" - 24 Hex, Lock
37
QTY.
1
1
1
4
4
1
1
2
OIL FILTER
(GROUP NO. 4.2000A)
(FIG. NO. 19)
38
OIL FILTER
(GROUP NO. 4.2000A)
FIG/ITEM
PART NO.
DESCRIPTION
19-
5134393
19-1
19-2
19-3
19-4
19-5
19-6
19-7
19-8
*
19-9
19-10
19-10
19-11
19-12
*
19-13
19-14
*
*
*
19-17
19-18
*
19-19
19-20
5574978
5574906
5570480
5100818
4544557
5573711
5187308
5187309
5120602
122366
5187310
6437298
5154538
5130740
5198303
5133431
5134477
5134456
450865
5134920
5575213
454906
103341
103321
5121205
Filter Assy. Not Serviced; For Replacement
Use Assembly (5100 757)
Element (6") (AC-PF-147)
Shell (Includes Plug)
Plug
Adapter
Plug, 1/4" Pipe
Gasket
Spring
Retainer
Retainer (Snap Ring)
Nut, 5/8" - 18 Hex.
Gasket, Retainer
Gasket
Washer
Stud
Valve Kit
Valve
Spring
Retainer
Screw Rnd. Hd.
Gasket
Decal
Bolt, 3/8" - 16 x 1-1/2"
Washer, 3/8" Flat
Lockwasher, 3/8"
Gasket
* Not Shown
39
QTY.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
4
4
4
1
OIL COOLER
(GROUP NO. 4.4000A)
FIG/ITEM
-1
-2
-3
-4
-5
-6
*
-7
-8
-9
-10
-11
-12
-13
PART NO.
DESCRIPTION
8501328
5150155
5154215
5119451
103647
179830
186270
103320
5123413
186622
179847
103321
5152904
5119286
Core Assy. (6 Plate)
Gasket, Inner
Gasket, Outer
Housing
Draincock, 1/4"
Bolt, 5/16" - 18 x 3"
Bolt, 5/16" - 18 x 3-1/2"
Lockwasher, 5/16"
Adaptor
Bolt, 3/8" - 16 x 1-1/4"
Bolt, 3/8" - 16 x 2"
Lockwasher, 3/8"
Gasket (Ring)
Gasket (Strip)
40
QTY.
1
1
1
1
1
7
1
8
1
4
2
AR
3
1
DIPSTICK
(GROUP NO. 4.6000A)
FIG/ITEM
PART NO.
DESCRIPTION
-1
5109253
-2
-3
-4
5121062
5109621
137401
Dipstick (X-12", Y-.94", Z-10.54")
Not Svcd. Use 5146680
Guide (1-1/8" L.)
Adaptor (8.50" L.) (Also Fig 5 Item 6)
Nut, 1/2 Inv. Fl. Tube
41
QTY.
1
1
1
1
OIL PAN
(GROUP NO. 4.7000A)
FIG/ITEM
-1
-2
-3
*
-4
PART NO.
DESCRIPTION
5146360
5148437
5116256
5145012
5142549
Pan
Bolt, 5/16" - 18 x 1"
Gasket
Plug, 1/2" - 14 Hex. Skt.
Plug, 3/4" Pipe Sq. Skt.
* Not Shown
42
QTY.
1
20
1
3
1
FRESH WATER PUMP
(GROUP NO. 5.1000)
FIG/ITEM
-1
-2
-3
-4
-5
-6
-7
-8
-9
-10
-11
-12
*
PART NO.
DESCRIPTION
5144685
5144688
5145009
5119283
5148436
5119282
904827
5113800
5130959
5144503
186625
103320
5133107
5197279
Pump Assy. (Also Fig 5 Item 4)
Body
Plug, 1/8" Pipe
Cover
Bolt, 5/16" - 18 x 3/4"
Gasket
Shaft Assy.
Impeller
Seal
Pulley
Bolt, 5/16" - 18 x 7/8"
Lockwasher, 5/16"
Gasket
Replacement Kit, Impeller Insert
*Not Shown
43
QTY.
1
1
1
1
7
1
1
1
1
1
5
5
1
AR
(FIG. NO. 20)
44
WATER OUTLET ELBOW
(GROUP NO. 5.2000A)
FIG/ITEM
20-1
20-2
20-3
20-4
PART NO.
DESCRIPTION
5116409
186619
103321
5116092
Flange, (2-1/2" L.)
Bolt, 3/8" - 16 x 1-1/8"
Lockwasher, 3/8"
Gasket
QTY.
1
2
2
1
THERMOSTAT
(GROUP NO. 5.2000B),
FIG/ITEM
PART NO.
DESCRIPTION
2020-18
*
*
*
*
20-5
20-6
20-7
20-8
20-9
33041379
5123247
5145014
5115214
108608
103321
5116242
5119426
186618
103320
5128139
Thermostat Assy.
Housing
Plug, 3/8" Pipe
Plug, 1/2" Pipe
Bolt, 3/8" - 16 x 2-1/8"
Lockwasher, 3/8"
Gasket
Flange
Bolt, 5/16" - 18 x 5/8"
Lockwasher, 5/16"
Gasket
QTY.
1
1
2
2
2
AR
1
1
2
AR
1
* Not Shown
WATER BY-PASS TUBE
(GROUP NO. 5.2000C)
FIG/ITEM
PART NO,
DESCRIPTION
20-10
20-11
20-12
20-13
*
20-14
20-15
20-16
5108944
5119425
5144702
5184301
5142549
186625
103320
5169721
20-17
5186840
Tube
Flange
Connector
Seal Ring
Plug, 3/4" Pipe
Bolt, 5/16" - 18 x 7/8"
Lockwasher, 5/16"
Hose, 7/8" I.D. x 1.74" L. Std. Length Hose;
Cut to Length Shown
Clamp, 1" Dia. Hose
* Not Shown
45
QTY.
1
1
1
1
1
2
2
1
2
RADIATOR
(GROUP NO. 5.3000A)
FIG/ITEM!
PART NO.
DESCRIPTION
*
*
*
*
*
*
*
*
5122879
103647
5145010
181360
103321
5135963
5126065
5126064
*
*
5126066
5131200
*
5126062
*
*
*
*
*
*
*
5126061
181360
186627
103341
103321
117049
5197822
Radiator Assembly
Draincock
Plug, 1/4" Pipe
Bolt, 3/3" - 24 x 3/4"
Washer, 3/8" Lock
Shell Assembly
Support, Radiator Shell (Upper, Blower Side)
Support, Radiator Shell (Upper, Exhaust
Side)
Support, Radiator Shell (Upper, Blower Side)
Support, Radiator Shell (Upper, Exhaust
Side)
Support, Radiator Shell (Lower, Exhaust
Side)
Support, Radiator Shell (Lower, Blower Side) 1
Bolt, 3/8" - 24 x 3/4"
Bolt, 3/8" - 24 x 1"
Washer, 3/8" Flat
Washer, 3/8" Lock
Nut, 3/8" - 24 Hex
Cap
* Not Shown
46
QTY.
1
1
1
8
8
1
1
1
1
1
1
7
2
6
AR
9
1
WATER CONNECTIONS
(GROUP NO. 5.3000B)
FIG/ITEM
PART NO.
DESCRIPTION
*
5119026
*
*
*
*
179819
103320
5116357
5199777
*
5186841
Elbow, Not Serviced, Use 5138275 Plus
(2) 5145014.
Bolt, 5/16" - 18 x 1-1/8"
Lockwasher, 5/16"
Gasket
Hose (17/8" I.D. x 4-3/4") Std. Length Hose,
Cut to Length Shown
Clamp, 1-9/16" - 2-1/2" Dia. Hose
* Not Shown
47
QTY.
1
2
2
1
1
2
FAN
(GROUP NO. 5.4000A)
FIG/ITEM
-1
-2
-3
-4
-5
-6
-7
-8
-9
-9
-10
-11
-12
-13
PART NO.
DESCRIPTION
5162837
179824
103320
5122869
5116477
905619
5148420
126868
186619
186282
103321
186612
103341
5125022
Blade, 22-5 Blade, Suction
Bolt, 5/16" - 18 x 1-3/4"
Lockwasher, 5/16"
Pulley Assy.
Bracket
Shaft Assy.
Pulley (4.30”Dia.)
Support
Bolt, 3/8" - 16 x 1-1/8"
Bolt, 3/8" - 16 x 3-1/4"
Lockwasher, 3/8"
Bolt, 3/8" - 16 x 1-3/8"
Washer, 3/8" Flat
Cap & Spacer Assy. (Includes Cap P, N. 5125021)
48
QTY.
1
4
4
1
1
1
1
1
2
2
7
3
3
1
(FIG. NO. 21)
49
EXHAUST MANIFOLD
(GROUP NO. 6.1000A)
FIG/ITEM
21-1
21-2
21-3
21-4
21-5
21-6
PART NO.
DESCRIPTION
5130330
113175
5188273
127855
5116205
5112899
Manifold
Plug, 1/8" Pipe
Washer (Dished, 1-1/4" O.D.)
Nut, 7/16" - 20
Gasket
Stud, 7/16" x 2-3/32" L.
OTY.
1
1
4
4
1
4
EXHAUST MUFFLER FLANGE
(GROUP NO. 6.2000A)
FIG/ITEM
*
21-11
*
*
*
PART NO.
DESCRIPTION
51108632
5108377
103321
1145447
5109158
Flange (Customer Furnished)
Gasket
Lock Wash 3/8
Nut 3/8" - 24 Hex (Brass)
Stud 3/8 - 16-3/8 - 24 x 1-1/2" L.
* Not Shown
50
QTY.
1
1
4
4
4
STARTING MOTOR
(GROUP NO. 7.3000A)
FIG/ITEM
-1
-2
-2
-3
PART NO.
DESCRIPTION
1113216
9418228
223435
103325
Motor Assy., 12 V., C.W., Grd. Sprag
Bolt, 5/8" - 11 x 1-3/4", 12 Pt.
Bolt, 5/8" - 11 x 1-3/4"
Lockwasher, 5/8"
51
QTY.
1
1
2
3
ENGINE MOUNT
(GROUP NO. 11.1000A)
FIG/ITEM
-1
*
*
*
*
PART NO.
DESCRIPTION
5123945
186283
454933
103321
103322
Support
Bolt, 3/8" - 16 x 3-1/2"
Bolt, 7/16" - 14 x 1-1/8"
Washer, 3/8" Lock
Washer, 7/16" Lock
* Not Shown
52
QTY.
1
4
4
4
4
PART III. EQUIPMENT OPERATION
AND MAINTENANCE INSTRUCTIONS
PAVING MACHINE
SECTION 1
TABLE OF CONTENTS
Subject
Page
Section 2 - General Information
Inspection on arrival ....................................................................................................................
Instructions for moving paver ......................................................................................................
Dimensions and specifications ............................................... .....................................................
Loading and unloading paver .......................................... ...........................................................
Paver function and application .......................................... ..........................................................
3
3
5&6
5
7
Section 3 - Tractor and Drives
Engine data ............................................................... .................................................................
Paver instruments .......................................................................................................................
Engine controls ........................................................... ................................................................
Main clutch ........................................ .........................................................................................
Transmission........................................ .......................................................................................
Brakes .......................................................................................................................................
Feed clutches .............................................................................................................................
9
9
10
12 & 14
13 & 14
15
15
Section 4 - Electrical System
Generator -120 Volt AC system ...................................................................................................
17
Generator -12 Volt DC system .................................................................................................... 18, 21 & 22
Main panel components .............................................................................................................
19
Trouble Shooting - general ..........................................................................................................
23
Trouble Shooting - 12 VDC systems ........................................................................................... 23 - 26
Trouble Shooting - 120 VDC systems ..........................................................................................
27
Wiring Diagrams - paver systems .............................................................................................. 29 & 30
Section 5 - Hydraulic System.. ........................................................................................................
31 - 46
Section 6 - Material Feed System
Hopper wings ...............................................................................................................................
Feed clutches .............................................................. ...............................................................
Slat conveyors and spreader screws .......................................... ................................................
Manual and automatic controlling.................................................................................................
Hopper gate adjustment...............................................................................................................
47
47
48
50
51
(Continued on following page)
Page 1
TABLE OF CONTENTS
(Continued)
Subject
Page
Section 7 - Screed System
Raising and lowering screed ................................................. ........................................................
53
Mat thickness control .....................................................................................................................
54
Crown adjustment .........................................................................................................................
56
Attachments (for reduced or extra width paving) ........................................................................... 57 - 59
Pull arms ................................................................. ..................................................................... 59 & 60
Strike-off plates ........................................................... ................................................................. 60 - 62
Procedure for assembling and attaching screed extensions ....................... ................................... 62 - 66
Screed heater - general information .............................................................................................. 67 & 68
Screed heater - operation & trouble shooting .................................. .............................................. 69 & 70
Vibrators (compaction) ..................................................... ............................................................
71
Quick-change bottom surface ................................................ .......................................................
71
Section 8 - Operating the Paver
Operator's control switches .........................................................................................................
Pre-start check (daily requirement) ........................................... ..................................................
Starting - traveling - stopping .............................................. . ....................................................
Parking and hauling paver .................................................. ........................................................
Engine angularity restrictions ................................................ ......................................................
Reversing slat conveyor to release jammed object .............................. .......................................
Operating vibrators when paver is stopped ..................................... ............................................
Burnishing electric clutch & brake facing to improve operation ....................................................
73 & 74
75
75
76
76
77
77
78
Section 9 - Paving Technique
Planning the paving job ....................................... ..................................................................
Paving procedure ........................................................................................................................
Conditions encountered ..................................................... .........................................................
Asphaltic materials data ..............................................................................................................
Trouble shooting chart - paving .................................................................................................
79
79 - 84
84 - 86
86 - 88
89
Section 10 - Cleaning and Lubricating
Cleaning paver ...........................................................................................................................
Lubrication ..................................................................................................................................
91
92 - 96
Section 11- Mechanical Maintenance
(Refer to separate Table of Contents) ......................................... ................................................
97 & 98
Section 12 - Purchased Component Vendor Instructions ......................... ...................................
133
Page 2
SECTION II
GENERAL INFORMATION
Identification Of Paver Components
Figure 1
INSPECTION UPON ARRIVAL
1. As soon as the paver arrives it should be
thoroughly inspected for visible damage.
2. Check the freight bill or packing list against all
parts packed in boxes shipped with the paver.
3. Install all parts which were removed for shipment.
Some of these will be found inside the paver tool box.
(See Figure 1)
INSTRUCTIONS FOR MOVING PAVER
Explicit instructions covering the proper procedure for
moving the paver under it's own power are printed inside
the protective cover for the operator's console. These
instructions should be studied before any attempt is made
to start the engine and move the paver in either direction.
Page 3
Paver Serial Number Location
Figure 2
Identification Of Paver Components
Figure 3
Diesel Fuel Tank - LH Side of Paver
Hydraulic Fluid Reservoir - RH Side
Figure 4
Figure 5
Page 4
DIMENSIONS AND SPECIFICATIONS
Capacities:
Mat Width ..........................................................................................................................6'to 10' standard
Mat Width ......................................................................................................................... 10' to 20'optional
(For paving widths over 20' - consult factory)
Mat Thickness.................................................................................................................................... to 10"
Paving Speeds............................................................................................................. 11 FPM to 132 FPM
Travel Speed ....................................................................................................................... Up to 3.8 MPH
Hopper Capacity .............................................................................................................................10 Tons
Weight:
Standard width paver (diesel engine) . 24,000 lbs.
Extensions to 20' paving widths..................................................................................................... 2225 lbs.
Overall Dimensions: (Also see page 8)
Length ............................................................................................................................................... 16'-5"
Width (without extension)................................................................................................................... 10'-3"
Height (to top of engine)................................................................................................................... 8'-1½ /"
Ground Clearance to Screws.............................................................................................................. 4 5/8"
Supply Tank Capacities:
Engine Fuel ................................................................................................................................ 33 gallons
Hydraulic System Oil .................................................................................................................. 10 gallons
Screed Heater Fuel (Oil) .......................................................................................................... 12.5 gallons
Figure 6 - Correct Lifting Points (Four)
LOADING AND UNLOADING PAVER
The self-propelled paver can be loaded or unloaded by constructing a ramp or by using a dock or a platform.
CAUTION! Be sure all support methods used will safely carry the full weight of the paver. The Diesel driven unit
weights 24,000 lbs.
If a crane with 30,000 lbs. lifting capacity is available it can be used to load or unload the paver. Attach lifting
cables at the four points shown in Figure 6.
SHIPPING BRACE & FASTENER REMOVAL
Important! Before attempting to move the paver either by hoisting or driving be sure all shipping blocks,
cables, braces, and other fasteners have been completely removed.
CLEARANCE FOR UNLOADING & TRAVEL
The clearance from ground level of the paver to the bottom of its spreader screws is 45/8". All loading and
unloading ramps must be built so that the spreader screws will not drag and be damaged at any point. In traveling, care
must be taken not to bring the screws into contact with any firm object.
IMPORTANT! Before attempting to start the paver engine and to move it under its own power, read and
comply with all instructions given under "Pre-Start Check" in Section 8 - Operation.
Instructions for moving the paver are also printed inside the protective cover of the operator's console.
SCREED ELEVATION FOR UNLOADING AND TRAVEL
(For explanation of the term "Screed" read following page.)
The screed must always be raised for unloading or travel. Normally it will be suspended by two safety cables for
this type of paver movement. (Refer to Screen Section 7 for details.) When the paver is to be loaded and transported a
lengthy distance, provide smooth wood blocks for three point support on the truck bed. Lower the screed to these blocks,
located at each end and at the center. Important! Never rest the screed bottom on bolts, rivets, nails, etc. which could
scratch and gouge the bottom surface.
TRAVEL SPEED
The paver has a top travel speed of approximately 3.8 MPH. It can be driven from one paving location to another
when practical. If considerable traveling is done the track rollers should be lubricated properly at least twice daily. (See
Lubrication Instructions, Section 10.)
Page 5
MODEL BSF-400 ASPHALT PAVER DIMENSIONS
TOP VIEW-FIGURE 7
SIDE VIEW-FIGURE 8
Page 6
Figure 9. Material Flow Diagram
FUNCTION AND APPLICATION
The Cedarapids crawler mounted paver is designed to lay a uniform high density mat of asphalt material on
highways, roadways, airport-runways, parking lots and driveways. It is cap able of performing jobs having strict control
specifications and high production requirements. The paver will level and compact asphalt material up to 10 inches in
depth, with mat widths varying from 6 to 20 feet. Mat depth and width variations are accomplished by adjustment of feed
controls and by arrangement and adjustment of the finishing and compacting device called the "Screed."
OPERATING PRINCIPLE
The uniformly mixed, hot asphalt material is dumped by truck loads onto the hopper of the paver at a rate suitable
for spreading and finishing. During this unloading process the paver contacts the rear wheels of the truck and pushes the
vehicle ahead with it's own power as the paving progresses.
The hot material from the hopper is metered by two separate slat conveyors to the two spreading screws which are
at the rear of the tractor unit and ahead of the screed. The feed of material may be either manually or automatically
regulated to obtain a properly proportioned distribution. The attached "screed" assembly which is a full floating unit drawn
by the tractor, "rides up" on the asphalt to the degree set on the adjustable controls and in so doing varies the thickness
and contour of the mat deposited beneath it. The screed controls can be adjusted either manually or automatically to
create a new surface which is minus the undesirable irregularities of the old. The screed unit which performs the "ironing"
job on the asphalt is equipped with electric vibrators which assist in the initial compaction and smoothing of the high
density mat.
Final compaction of the newly laid asphalt mat is accomplished by separate rolling equipment according to
established compaction specifications.
The paver screed can be fitted with special attachments for paving of highway shoulders which are not simple
extensions of the roadway. Numerous cut-off and beveling attachments meet the need for varying width and contour
requirements.
The screed is equipped with an oil or gas fired heater which is operated prior to paving in order to bring the screed
temperature up to the temperature of the asphalt, so that no sticking and dragging will occur.
The raising and lowering of the full floating screed for either paving or travel is done hydraulically by toggle switch
control.
Page 7
SECTION III
Tractor and Drives
Figure 1. Instrument Panel - (Protective Cover In Unlocked Position)
ENGINE DATA
The paver engine is a GMC Model 3-53N Diesel with 4 Valve Head, Specification No. 5033-7201, Rating: 74 HP @
2000 RPM, Compression Ratio: 21 to 1, Injectors: N-45, Governor Setting: 2100 RPM-Full Load, 2200 RPM Max. Hi Idle,
500 RPM Lo Idle, with selected custom features. This engine complete with custom features is supplied by Hicklin GM
Diesel Corporation, Des Moines, Iowa per Iowa Manufacturing Company Specification No. 45924-008-02.
ENGINE SPEED
The GM 3-53 diesel engine is equipped with a speed governor which should be set at 2000 RPM when the engine
is at full throttle. Important! Engine speed should not vary more than 3% regardless of load.
Engine speed is directly proportional to the output of the Frequency Meter (Figure I above) which indicates the
speed of the 120 VAC belt driven generator unit (Section IV). At the 2000 RPM engine speed, the generator will produce
a 61 cycle reading on the Frequency Meter. When the meter is at 61 cycles the engine speed (at full throttle and no
load) may be considered correct.
PAVER INSTRUMENTS
All paver instruments are mounted in the lockable enclosure on top of the engine housing. (Figure 1) A description
of the instrument functions follows.
A. Oil Pressure Gauge: Indicates engine oil pressure (Refer to engine manufacturers manual for details).
B. Engine Fuel Level Gauge: Indicates level of Diesel fuel in the 33 gallon supply tank. Gauge markings are in
quarter-tank increments. Gauge sensor in tank is shown in Figure 3, page 18.
C. Water Temperature: Indicates temperature of coolant flowing through engine block and radiator.
D. Ammeter: Verifies proper function of the 12 VDC battery charging circuit. Power is supplied by the belt driven
generator unit on the side of the engine (See Section IV). At full throttle the ammeter reading should be positive,
indicating a charging of the battery.
E. Voltmeter: Indicates voltage output of belt driven AC generator unit which as 120 VAC rating. (See Section IV).
With Engine at full throttle voltage must not be less than 120 V. nor more than 135 V.
F. Frequency Meter: Indicates speed (in cycles
per second) of 120 VAC generator. When the engine is at full throttle the meter should show no less than
59 CPS nor more than 61 CPS.
G. Hour-tachometer: Indicates engine speed on dial and registers the number of engine operating hours
accumulated (on counter) since paver left factory. This combination tachometer and time recording instrument operates
whenever oil pressure developed by engine operation closes a pressure switch. (See wiring diagram in Section IV).
Page 9
ENGINE CONTROLS
1. Control Key Switch: The three-position key-operated control switch (See Figure 1) located on the engine
housing instrument panel is a master switch which makes all other engine and paver control switches operative. At the
ON position (vertical) the engine starter solenoid switch and control switches for brakes, lights flashers, feed clutches and
hydraulic solenoids are operative. At the OFF position, nothing electrical is operative except the indicating meters on the
instrument panel. It does not stop engine operation!
The switch is spring loaded for the START position and must be held in that' position to start the engine, in the
manner of automobile engine starting.
2. Fuel Cut-off Lever
This lever stops the flow of fuel to the engine
injectors to stop operation. It is
located on the side of the engine housing (See
Figure 2).
Figure 2. Diesel Engine - Left Side
3. Emergency Stop Lever
This lever trips an air shutter to the Closed position, thereby cutting off all air flow to the engine fuel system which
brings engine operation to a positive stop. It is located on the side of the engine housing (See Figure 2). IMPORTANT!
When ever the Emergency Stop Lever is used it is necessary that the spring loaded air shutter be reset manually,
otherwise the engine cannot be restarted. The louvered engine cover on the left side must be raised to reach the reset
point. (See Figure 2). If at anytime the engine cannot be started, be sure to see that the air shutter is properly
reset for operation, as the air shutter may have been tripped without the knowledge of the operator.
4. Speed Governor: An adjustable speed governor located on the side of the engine maintains the correct operating
speed at the full throttle setting. (See Figure 3) Correct engine speed is 2000 RPM.
5. Engine Throttle Solenoid: An electric solenoid unit mounted on the engine moves the throttle. mechanism from
Idle to Full Throttle setting. (See Figure 3)
The solenoid is actuated by
a toggle switch on the operator's console.
A spring returns the throttle
to Idle when the solenoid is not energized.
(Refer to the Soft Start
information in the paragraphs covering the
Control Console in Section
8).
Figure 3. Diesel Engine - Right Side
Page 10
Figure 4. Travel & Conveyor Drive Arrangements
Page 11
Figure 5. Friction Clutch- Main Drive
Figure 6. Dual Throw-Out Control For Main Drive Clutch
Page 12
Figure 7. 24 Speed Transmission-Manual Shifts
TRANSMISSION
The paver transmission will permit movement in either forward or reverse directions at 24 different speeds ranging
from 11 to 336 feet per minute. The four highest speeds (153 thru 336 FPM) are for travel only, not for paving! The top
travel speed at full throttle is 4 miles per hour (aprox.) All movement is accomplished with the engine either at IDLE
speed or FULL throttle (2000 RPM). -There is no other engine speed adjustment.
The transmission has three shift levers (See Figure 7)..
1. Direction Lever Two positions: Forward, Reverse
2. Range Lever Four positions: 1st (Low Speed), 2nd, 3rd, 4th (High Speed)
3. Speed Lever Six Positions: 1st (Low Speed), 2nd, 3rd, 4th, 5th, 6th (High Speed)
By selecting combinations of shift lever positions as shown on the Speed Selection Plate (Figure 8) the paver
speed is determined by the operator. The Selection Plate decal is located on. The top surface of the engine cover for
convenient reference.
An electrical system limit switch is operated by a shaft extension from the Direction Lever gearbox. When the
direction lever is shifted into REVERSE, the switch contacts are opened so that the material feed conveyors and the
screed vibrator units cannot operate when the paver is moving in reverse.
WARNING! Do not stand in the hopper to shift the paver transmission levers.
This is dangerous, due to the possibility of slat conveyor movement.
Page 13
Figure 10. Location
Gauge & Limit Switch
Of
Controls,
Figure 8. 24-Speed Transmission
Selection Plate
(This plate is located on the top of the
engine cover)
MAIN CLUTCH
A main clutch, which is part of the engine assembly, is
manually engaged and disengaged by means of the levers on the
side of the engine (See Figure 9). The clutch lever shaft extends
through the engine housing so that one of the levers is accessible on
each side, for operator convenience.
TRANSMISSION OIL FLOW GAUGE
Indicates that oil is flowing from pump unit to spray nozzle in
the top of the transmission case. Gauge glass will appear clear when
engine is stopped and dark when engine is running and oil is flowing.
(See Figure 10)
Figure 9. Detroit Diesel Engine (Cover
TO SHIFT TRANSMISSION
Removed)
With Engine running:
1. Disengage main clutch. IMPORTANT! The transmission is not synchro mesh. If easy engagement cannot be
achieved, momentarily engage clutch to change gear tooth alignment then disengage clutch and try shifting again.
Never force a shift lever!
2. Check the TRAVEL toggle switches on the operator's console to be sure they are in the BRAKE position.
3. Shift the Direction Lever.
4. Shift the Range Lever.
5. Shift the Speed Lever.
6. Just before moving the paver, engage the Main Clutch.
PAVER TRACK CLUTCHES
The electro magnetic clutch for each of the two track drives is operated by toggle switch from the paver console.
These switches are labeled "L.H. Track" and "R.H. Track". When a switch is moved to the "Travel" position the clutch
discs (Figure 11) for that track are magnetically engaged and that side of the paver moves. When both clutches are
engaged the paver travels in a straight line. An electrical interconnection of clutch and throttle solenoid circuits is used to
produce a "Soft Start" movement of the paver for a smooth take-off after each stop. Complete instructions covering the
care and adjustment of the electric clutches are contained in Mechanical Maintenance Section 11.
Page 14
Figure 11. Location Of Clutch For RH Track
PAVER BRAKES
The electro-released brake for each of the two tracks is operated by toggle switch from the paver console. These
switches are labeled "L.H. Track" and "R.H. Track". When a switch is moved to the "Brake" position, the armature plate
on the input shaft of the track gear case is magnetically attracted to the stationary friction plate on the gear case. This
locks the shaft so that no movement of the track can occur. Each track brake operates independent of the other. (See
Figure 12).
Figure 12. Location Of Brake For LH Track
Depending upon the condition of the 12 VDC Battery, the electric brakes can be released whenever the control key
switch is in the ON position. When all power is OFF, both brakes are locked ON. Complete instructions covering the
care, clearance checking, and repair of the electric brake are contained in the Mechanical Maintenance Section 11.
ASPHALT FEED CLUTCHES (Slat and Screw Conveyors)
The two slat conveyors and the two screw conveyors which combine functions to move asphalt from the hopper to
the area ahead of the trailing screed, are operated by means of two electromagnetic clutches. Each clutch starts or stops
the movement of one side of the feed system (Right hand or Left hand). By chain and sprocket connection, one slat
conveyor and one screw conveyor operate
simultaneously to feed one side. (See
Figure 13) Each clutch is operated by means
of a toggle switch on the operator's
console.
Complete information on the care and
adjustment of electric clutches is
contained in the Mechanical Maintenance
Section 11)
Figure 13. Electric Clutches For Material Conveyors
Page 15
SECTION IV
Electrical System
Figure 1. 12 VDC & 120 VAC Generators Detroit Diesel Engine
GENERATOR - 120 VOLT AC
Two belt driven electrical power producing units are used on the paver, one for 12 volt DC current and one for 120
volt AC current. (See Figure 1) The 120 volt AC generator is capable of supplying 26 amperes when the paver engine is
at full throttle. This power is used for the screed vibrators and the plug-in electric service outlet. There is no power output
unless the Throttle switch on the console is at Full or Soft Start position.
'When the paver is under load, the voltmeter should read not less than 115 volts. During no-load operation it
should read no more than 130 volts. The cycle readings on the frequency meter should be no less than 59 or more than
61. If cycles and voltage are not within this range, first check V-belt tension, clutch slippage, and then adjust governor to
increase or decrease RPM if necessary. (See engine speed paragraph in Section 2.)
120 VOLT AC PLUG-IN OUTLET
A plug-in type power supply outlet (receptacle) is provided on the paver for convenient availability of 120 Volt AC
current. This makes possible the use of small power tools such as drills and grinders for maintenance or repair work, and
provides a power source for extra lighting with plug-in extension cord, etc.
Figure 2. Main Panel - L.H. Side Of Engine Housing
The outlet is located inside the engine housing enclosure. It is necessary to remove the L.H. engine housing panel
to make the plug-in connection. (See Figure 2) CIRCUIT BREAKER FOR 120 VOLT AC SYSTEM
A circuit breaker for the 120 volt AC electrical system is located in the main power panel on the left side of the engine
housing. (See Figure 2) It must be manually reset.
12 VOLT STORAGE BATTERY
The paver battery is an Electric Storage Battery Co. No. 6TN-23, Military Part No. MS-35000-3. It is rated as
follows: Ampere hour capacity (20 hour rate) 100 AH Cold cranking (300 Ampere discharge @ 400 F), 5 Sec. Voltage 7.20 volts, Minutes run to 6V-1.25 minutes.
The battery is contained in a wood-lined metal box in the LH sub-deck area of the tractor. (See Figure 3)
Page 17
GENERATOR: (12 VDC) - See Figure 1
The generator, driven by pulley and V-belt arrangement from the engine's electrical accessory drive shaft, is
dependent upon correct engine speed to produce the required voltage. This unit supplies 12 Volt DC current for the paver
Control System and battery charging. In standard automobile fashion the battery supplies current for engine starter,
ignition, lights, horn, screed heater, etc. It also supplies current to release the paver brakes (magnetic). It is therefore
vitally important that the battery be kept in top efficiency condition at all times so that a full 12 volts are
delivered to all control circuits! A battery with bad cells will draw so much generator current and lower its available
voltage so much that clutch coils and solenoid coils will not "pull in" properly. This allows clutches to slip and burn rapidly.
IMPORTANT! Do not start a paver by jumping an unsatisfactory battery! Replace the battery with one in top condition so
that when the engine is idling the electric clutches and brakes work properly.
CAUTION! The generator is equipped with a voltage regulator which includes
rectifier and isolation diodes. When charging or installing a battery be sure
proper polarity is observed. Ground polarity of the battery and ground polarity of
the generator must be the same. Reversal of polarity will destroy the diodes
in the generator voltage regulator!
Figure 3. 12 Volt Battery Location - LH
Walkway Removed
Figure 4. Location Of 12 VDC Circuit Breakers
CIRCUIT BREAKERS FOR 12 VOLT DC SYSTEM
There are eight circuit breakers for the 12 volt DC electrical system. Four of them require manual reset after
overload cut-off. Four are automatic reset units. These automatic breakers have no overload indicator to show their
status. The circuit breaking function simply repeats until the overload situation in that circuit is corrected. The circuit,
rating and location of each breaker is as follows:
Circuit
Rating
Reset
Location
Throttle Solenoid ....................................................... 15A ...........................................................Manual.......................................................Instru. Panel
Travel Clutches ......................................................... 15A ...........................................................Manual.......................................................Instr. Panel
Feed Clutches ........................................................... 15A ...........................................................Manual.......................................................Instr. Panel
Screed Burner ........................................................... 30A ...........................................................Manual.......................................................Instr. Panel
Gauge Lights............................................................. IOA............................................................Auto...........................................................Instr. Box
Front Flood Lights ..................................................... 15A ...........................................................Auto...........................................................Instr. Box
Conveyor Flood Lights............................................... 15A ...........................................................Auto...........................................................Instr. Box
Rear Flood Lights ...................................................... 5SA ...........................................................Auto...........................................................Instr. Box
RE-SETTING CIRCUIT BREAKERS
IMPORTANT! Whenever a circuit breaker is tripped by an overload do not reset the breaker until a thorough
check has been made to locate the cause of the overload. The tell-tale odor of over-heated electrical equipment and
discolored or melted wire insulation often help to locate a trouble source. It is best that someone with good electrical
system knowledge perform this trouble check and reset the breaker.
Page 18
Item No.
1
2
3
4
5
6
7
8
9
10
11
12
18
Item No.
13
14
15
16
17
18
MAIN ELECTRIC PANEL COMPONENTS
Figure 5
12 Volt D.C. Systems
Description
Terminal Strips - 12 VDC Systems
Spare Relay
RH Track Clutch Relay - R7
LH Track Clutch Relay - R6
Engine Throttle Solenoid Relay - R4
Horn Relay - R3
RH Brake Relay - R8
LH Brake Relay- R5
LH Conveyor Clutch Relay - R12
RH Conveyor Clutch Relay - R13
Bleeder for Conveyor Clutch Circuits
Bleeder for Track Clutch and Brake Circuits
Ground Terminal
12 Volt A.C. Systems
Description
Duomatic Screed Control Relay - R10
(Wired only when option is purchased)
Screed Vibrator System Relay- R 11
Plug-in Outlet
Circuit Breaker (Manual Reset)
Terminal Strip - 120 VAC Systems
Ground Terminal
Page 19
Electrical Details - RH Side Of Frame
Figure 6
120 VAC Outlet - LH Side Of Engine Compartment
Figure 8
Adjustment Of Brake Release Current
Figure 7
Screed Burner Solenoid Valves & Switch
Figure 9
Page 20
Top View of Screed Junction Box
Figure 10
Wiring Color Code For Pulsator
Figure 12
Rear View Of Screed Junction Box - RH
Figure 11
Screen Cable Disconnect & Lights
Figure 13
VOLTAGE REGULATOR FOR 12 VDC GENERATOR
The Motorola Model RA Generator which supplies current for the 12 volt D.C. control system, track clutches, brake
release, hydraulic solenoids, lights and horn is equipped with a special type 8RF2011A voltage regulator which has a
high voltage supression feature. Motorola Type R3-1 and Type R3-2 Regulators cannot be used on paver generators as
they will not last in this application.
Page 21
ATTACHMENT OF A.C. TAP TO D.C. GENERATOR
The hourmeter-tachometer on the instrument panel which indicates engine speed and records the
number of hours of engine operation derives its tachometer function from an alternating current (A.C.) tap
on the 12 V.D.C. generator. The A.C. tap must be applied to a diode lead on the 12 V.D.C. generator,
using an effective heat sink to prevent destruction of the diode.
In the event that a new 12 V.D.C. generator is installed, transfer the A.C. tap kit from the old unit to the
new in the following manner.
1.
Form tight loop on stripped end of cable assembly and slip over lead of diode as shown in Figure 14.
2.
Solder-cable assembly to diode lead.
CAUTION
Use long nose pliers as heat sink to prevent damage to diode. (See Figure 14)
3. Remove all nuts and washers (and connectingwires, if generator is already installed) from
insulating fiber washer on terminal.
4. Mount terminal insulator to REGULATOR TERMINAL and secure with nut, lockwasher and flat washer
(supplied in Kit). Align terminal insulator as shown in Figure 16. Reconnect all connecting wires to terminal.
5. Connect terminal of newly soldered cable assembly to A.C.
lockwasher and nut provided.
6.
tap on terminal insulator and secure with
Use keps nut removed from generator on REGULATOR TERMINAL of generator. Leave A.C. tap.
Figure 14
Figure 16
Figure 15
Figure 17
Page 22
ELECTRICAL TROUBLESHOOTING
To ease troubleshooting and repair of electrical problems, it is necessary to have a reliable AC-DC volt-ohm meter
and to have a thorough understanding of the meter and how the paver electrical system operates. Instructions on proper
use of the volt-ohm meter are usually furnished with the instrument and should be read carefully before first use.
Improper use can quickly render the meter inoperative.
The paver electrical system is made up basically of two different voltage supplies: 12 volts DC and 120 volts AC.
The 12 VDC circuit is powered by a 12 volt battery. It is recharged by a Motorola generator with built-in voltage
regulator. (IMPORTANT: Regulator must be an R3-3 or 8RF201 IA with high voltage suppression feature.)
The 120 volt AC circuit supplies power for the screed vibrators and the AC convenience outlet. Output of the AC
generator should be 130 volts - 61 hz with no load applied. Double check the frequency by "taching" the generator shaft.
Speed should be 3660 RPM.
TROUBLESHOOTING METHOD
When the following troubleshooting guide is used, check out the possibility of a defective unit listed by substituting
a spare or by interchanging two identical units to see what change in operation (if any) occurs.
Refer to the schematic diagram when making voltage checks listed in the following charts. Wire numbers referred
to are shown on the schematic. All voltages should be 12 volts DC, unless otherwise specified. A voltage at one point,
but not at the following point indicates that there is difficulty in that area. The numbers listed will suggest the area of
remedy such as loose connections, broken wire, switch in wrong position, relay missing, dirty contacts, etc.
When taking a voltage reading, the first number listed in the chart is for the positive meter lead, and the second
number listed is for the negative meter lead.
For example: Check 17 to 3
Positive meter lead on 17
Negative meter lead on 3
IMPORTANT FIRST STEP!
DC POWER
To begin checks, make sure there is 12 VDC from I to 3. Turn DC power switch to ON and check for 12 VDC from
17 to 3. All circuit breakers are to be ON and 12 VDC should be present on load side of breakers. If not, check for a
faulty breaker.
TROUBLESHOOTING STARTING CIRCUIT
DC power switch held in start position. Track switches in brake position.
Engine does not start
Voltage check:
(1) 13 to 3 - defective start-stop switch
(2) 2 to 3 - defective R2 relay - voltage present indicates faulty starter or starter solenoid
Page 23
TROUBLESHOOTING THROTTLE CIRCUIT
Engine does not throttle up in full throttle position
Voltage checks:
(1) 48 to 3 - defective throttle switch or open wire 48 to relay R4
(2) 4 to 3 - defective throttle breaker or breaker tripped - if tripped, check for bind in throttle linkage
(3) 5 to 3 - defective R4 relay or relay socket - if voltage is present on throttle solenoid, check for faulty solenoid
Throttle works in full but not in soft-start
One or both track switches in travel FWD-REV limit switch in FWD.
Voltage checks:
(1) 46 to 3 - defective FWD-REV limit switch
(2) 47 to 3 - defective R6 and/or R7 relay or relay socket
(3) 48 to 3 - defective soft-start side of throttle switch
TROUBLESHOOTING TRAVEL CIRCUIT
Brakes do not release
Track switches in neutral position.
Voltage checks: (LH side)
(1) 35 to 3 - if present, LH track switch is defective or 35 is shorted to 12 VDC
(2) 25 to 3 - defective R5 relay or relay socket
(3) Check for approximately 6 VDC from 26 to 27 - if not, adjust 5 ohm resistor until 6 VDC is present or release
begins
(4) Check for 6 VDC from 26 to 27 on brake coil - if present, check for defective brake coil - coil should have 3
ohms resistance
Voltage check: (RH side)
(1) 38 to 3 - if present, RH track switch is defective or 38 shorted to 12 VDC
(2) 31 to 3 - defective R8 relay or relay socket
(3) Check for approximately 6 VDC from 32 to 30 - if not, adjust 5 ohm resistor until 6 VDC is present or release
begins
(4) Check for 6 VDC from 32 to 30 on brake coil - if present, check for defective brake coil - coil should have 3
ohms resistance
Brakes do not energize
Track switches in brake position
Voltage checks: (LH side)
(1) 35 to 3 - defective LH track switch
(2) 27 to 3 - defective R5 relay or relay socket
(3) Check for 6 VDC from 27 to 26 - defective or misadjusted 5 ohm resistor
(4) Turn travel circuit breaker OFF to see if permanent magnet in brake works
(1)
(2)
(3)
(4)
Voltage checks: (RH side)
38 to 3 - defective RH track switch
30 to 3 - defective R8 relay or relay socket
Check for 6 VDC from 27 to 26 - defective or misadjusted 5 ohm resistor
Turn travel circuit breaker OFF to see if permanent magnet in brake works.
(CONTINUED)
Page 24
TRAVEL CIRCUIT - Continued
Clutches do not pull in
Track switches in travel position.
Voltage checks: (LH side)
(1) 36 to 3 - defective LH travel switch
(2) Relay R6 should be energized - if not, check for bad relay coil or socket, or lack of continuity from 39 to 3.
(3) 21 to 3 - defective R6 relay contact or socket
(4) Check for defective clutch coil - should have 3.5 ohm resistance for standard torque and 1 ohm resistance for
hi-torque
(1)
(2)
(3)
(4)
Voltage checks: (RH side)
37 to 3 - defective RH travel switch
Relay R7 should be energized - if not, check for faulty relay, socket, or lack of continuity from 39 to 3
23 to 3 - defective R7 relay contact or socket
Check for defective clutch coil - should have 3.5 ohm resistance
TROUBLESHOOTING FEED CIRCUIT
LH Feed Conveyor does not run
LH feed conveyor switch in MANUAL. FWD-REV limit switch in FORWARD.
Voltage checks:
(1) 46 to 3 - defective FWD-REV limit switch
(2) 52 to 3 - defective LH conveyor switch
(3) Relay R12 should be energized - if not, check for defective R12 relay coil or socket
(4) 56 to 3 - defective R12 relay contact
(5) If voltage present - check for defective clutch coil
LH Feed Conveyor runs in MANUAL but not in AUTO.
FWD-REV limit switch in FORWARD. One or both track switches in travel.
Voltage checks:
(1) 47 to 3 - defective R6 and/or R7 relay contact
(2) 51 to 3 - defective LH conveyor switch or defective diode
(3) 52 to 3 - defective or tripped LH feed limit switch
RH Feed Conveyor does not run
RH feed conveyor switch in MA NUA L. FWD- REV limit switch in FOR WA RD.
Voltage checks:
(1) 46 to 3 - defective travel switch
(2) 54 to 3 - defective RH conveyor switch
(3) Relay R13 should be energized - if not, check for defective R13 relay coil or socket
(4) 58 to 3 - defective R13 relay contact
(5) If voltage present - check for defective clutch coil
RH Feed Conveyor runs in MANUAL but not in AUTO.
FWD-REV limit switch in FORWARD. One or both track switches in travel.
Voltage checks:
(1) 47 to 3 - defective R6 and/or R7 relay contact
(2) 53 to 3 - defective RH conveyor switch or defective diode
(3) 54 to 3 - defective or tripped RH feed limit switch
Page 25
TROUBLESHOOTING HYDRAULIC SOLENOIDS
Should be 12 VDC from 45 to 3.
Screed does not go up
Screed lift switch held in UP position
Voltage checks:
(1) 63 to 3 - defective switch
(2) 63 to 3 at solenoid - open wire to solenoid - if present, check for defective solenoid coil
Screed does not go down
Screed lift switch held in DOWN position
Voltage checks:
(1) 64 to 3 - defective switch
(2) 64 to 3 at solenoid - open wire to solenoid - if present, check for defective solenoid coil
Hopper Wings do not go up
Hopper wing switch in UP position
Voltage checks:
(1) 65 to 3 - defective switch
(2) 65 to 3 at solenoid - open wire to solenoid - if present, check for defective solenoid coil
Hopper Wings do not go down
Hopper wing switch held in DOWN position.
Voltage checks:
(1) 66 to 3 - defective switch
(2) 66 to 3 at solenoid - open wire to solenoid - if present, check for defective solenoid coil
TROUBLESHOOTING DC BURNER ON SCREED
Burner Motor and Pulsator do not run
Burner breaker ON. Burner-spray down switch in BURNER position.
Voltage checks:
(1) 115 to 3 - defective burner breaker or wiring from meter box
(2) 116 to 3 - defective burner switch
(3) Check for good ground on entire system
Burner motor checkout (motor does not run)
Voltage checks:
(a) 116 to 3 at motor - open motor cable
(b) Check for defective burner motor
Pulsator checkout (No spark across ignitor points)
Points adjusted properly. High tension lead from coil to one point in place.
Voltage checks:
(a) 118 to 3 - defective burner switch
(b) 119 to 3 - if the same as 118 to 3 - pulsator is not working. If no voltage is present - check coil
resistance (1.5 ohm)-if coil is okay, make sure wire 119is not grounded. If not - replace pulsator.
No fuel at nozzle of burner
Check for 12 VDC at fuel oil solenoid (Wire #118). If present, check for defective solenoid. If solenoid is working
check for defective fuel pump.
Page 26
TROUBLESHOOTING VIBRATOR CIRCUIT
Disengage main clutch. FWD-REVY limit switch in FOR WARD, one or both track switches in TRAVEL, engine at
FULL throttle, vibrator switch ON, AC main breaker ON.
Vibrators do not work
DC Control Section Voltage checks: (If relay R 11 does not pull in)
(1) 46 to 3 - defective FWD-REV limit switch
(2) 47 to 3 - defective R6 and/or R7 relay contact or socket
(3) 50 to 3 - defective vibrator switch
(4) Check wire #3 on relay R 11 coil for good ground - if so, defective relay coil
AC Power Section Voltage checks: (Relay RI I does pull in)
On following checks, voltage is to be 120 VAC
(1) 200 to 3 - see AC generator section
(2) 201 to 3 - defective AC main breaker
(3) 210 to 3 - defective RI 1 relay contact
(4) 210 to 3 in both screed junction boxes - open wiring from meter box
One Vibrator does not operate - all others are normal
120 VAC Voltage checks: (Vibrator 1 used as an example)
(1) 210 to 3 at Pin 1 on Vibrator 1 autotransformer - open 210 wire from terminal block
(2) Make sure Pin 4 of Vibrator 1 autotransformer has a good connection to ground (Wire #4)
(3) 211 to 3 (while rotating knob from 0 to max.) - voltage should go from 0 VAC to 120 VAC - if not, output
autotransformer is bad
(4) 211 to 3 at vibrator (vibrator has good ground) - open wiring
(5) Check for bad vibrator coil
Page 27
Operator’s Console
Figure 18
Instrument Panel
Figure 19
Page 28
Page 29
Page 30
SECTION V
Hydraulic System
(FOR OPERATION OF SCREED LIFT & HOPPER WINGS)
TABLE OF CONTENTS
Paragraph
Subject
Page
(1)
Hydraulic System - General Description .............................................................33
(2)
Fluid Level .........................................................................................................33
(3)
Inspection For Leakage ......................................................................................34
(4)
Filter Element Change .......................................................................................34
(5)
Filter Condition Gauge .......................................................................................34
(6)
Hydraulic Fluid Change ......................................................................................34
(7)
Hydraulic Pump..................................................................................................34
(8)
Toggle Switches and Electrical Connections ......................................................35
(9)
Solenoid Valves - General..................................................................................36
(10)
Solenoid Coil Testing By Substitution.................................................................36
(11)
Manual Testing Of Solenoid Valve .....................................................................37
(12)
Preparation For Dismantling Valve Bank............................................................38
(13)
Dismantling Valve Bank .....................................................................................38
(14)
Dismantling Solenoid Valve ...............................................................................38
(15)
Hydraulic Holding Valve .....................................................................................40
(16)
Pressure Relief Valve.........................................................................................40
(17)
Throttle Valve ....................................................................................................41
(18)
Hydraulic Cylinders ............................................................................................41
(19)
Screed Lift Cables..............................................................................................43
(20)
Hose and Tube Id6ntification..............................................................................43
(21)
Hose Assembly ..................................................................................................43
(22)
Hose Couplings..................................................................................................44
Hydraulic Throttle Shooting Chart...................................................................44 & 45
Schematic Diagram - Paver Hydraulic System ...................................................46
Page 31
Representative Drawing of Hydraulic System Components
Figure 1
Top View of Valve Bank
Figure 2
Page 32
HYDRAULIC SYSTEM - General (Figures 1 & 2)
(1) The hydraulic pump which maintains the flow of hydraulic fluid through the paver system is a direct driven
unit. The engine must be at full throttle in order to develop the pump speed required for satisfactory fluid delivery. The
pump draws fluid from the reservoir and circulates it through the solenoid bank and filter unit back to the reservoir.
The solenoid operated hydraulic valves which make up the valve bank are controlled by toggle switches on the
operator's console. These spool type valves direct the flow to and from the various hydraulic cylinders which operate the
Screed Lift and Hopper Wings. When a spool is shifted to direct flow to a cylinder, pressure builds in that system
sufficient to move the cylinder piston and operate the assembly.
A pressure relief valve attached to the reservoir limits the build-up of system pressure to approximately 1500
P.S.I. any time the free return of fluid is restricted by diversion to a cylinder.
A holding valve in the screed lift system locks the screed hydraulically at any degree of elevation so that it cannot
creep downward due to its weight. Pump pressure is required to unlock this valve and the screed should be lowered with
the engine running fast enough to prevent a jerky descent of the screed due to intermittent "unlocking" of the holding
valve.
A throttle valve in the screed lift system limits the speed of screed descent to a safe rate.
A filter condition gauge on the filter unit in the fluid return line to the reservoir gives a visible indication of the
renewable element's condition. This gauge indicates the relative pressure required to force returning fluid through the 10
micron element. The gauge is only intended for this purpose and does not show paver system operating pressures. (For
recommended gauge readings see "Filter Gauge Readings" paragraph, Item 5) A by-pass feature is included in the filter
assembly so that a clogged element cannot stop the return flow of hydraulic fluid to the reservoir and interrupt system
operation. Important! The paver should not be operated with a clogged filter as an accelerated wearing of vital working
parts may occur and their service life will be shortened.
RH Sub-deck Area - (Walkway Removed)
Figure 3
The components which make up the hydraulic system will perform efficiently and have a long service life if the
following basic service requirements are consistently met.
(2) Fluid Level Check - (Figure 5) Maintain hydraulic fluid supply in reservoir at sight glass level. Fluid capacity
with all lines, components, and reservoir properly filled is approximately 10 gallons.
Use Texamatic Type F automatic transmission fluid only! Do not substitute other fluids. IMPORTANT - All fluid
being added to the reservoir must be completely free of foreign particles and contaminants. All maintenance work
performed on the system must be accomplished without introducing any solid particles which can find their way into
vital operating components.
RH Sub-deck Area - (Walkway Removed)
Figure 4
Page 33
(3) Inspection For Leakage. - During each day's run the operator should take the time to make a visual check of
the exposed parts of the system for evidence of fluid leakage. Early detection of a leak will prevent extensive loss of
fluid and unnecessary down-time.
Figure 5 - Line Filter & Filter Condition Gauge
(4) Filter Element Change - (Figure 5.) The 10 micron filter element on the side of the fluid reservoir should be
changed after the first month of operation or when gauge reading indicates a filtering restriction as explained in
Paragraph (5). Subsequent element changes should be made each 250 engine hours to assure good fluid passage.
(5) Filter Gauge Readings - A new filter element produces a reading of less than 5 when the engine is at full
throttle, the hydraulic fluid is hot (150° F or above) and no hydraulic component is being operated. As the element
becomes restricted by contaminants from hours of normal paver operation the gauge reading will rise. When the
reading stays above 15 at all times during operation, with the same conditions as listed above, the filter element
is badly restricted and should be changed! Do not take a gauge reading when any of the hydraulic cylinders are
being operated.
(6) Hydraulic Fluid Change - The fluid reservoir should be drained completely, flushed clean and re-filled with
fresh fluid at least once a year. When the reservoir is empty the fill screen and the large 100 mesh suction strainer which
are both attached to the cover should also be cleaned. Back-flush the strainer by forcing cleaning solvent thru the
suction pipe in the cover. (See Figure 6.) Use clean hydraulic fluid to rinse all components after they are cleaned with
solvent.
Figure 6 - Reservoir - Exploded View
(7) Hydraulic Pump - The hydraulic pump is capable of delivering 10 to 12 G.P.M. of hydraulic fluid to the valve
bank at the required pressure when the paver engine speed is 2000 r.p.m. At slower speeds the pump output flow rate
and pressure capability is reduced.
The pump requires no adjustment, however, V-belt driven units will lose efficiency if belt tension is not correct and
slippage around the pulleys occurs. Belt tension should be checked at regular intervals.
The pump must be able to build 1,200 PSI pressure on a test gauge installed in the pressure line to the valve bank
when engine is at full throttle and screed switch is held in "UP" position. (Pressure relief valve must be working properly).
Replace or repair a pump which cannot maintain this pressure.
Page 34
(8) Toggle Switches and Electrical Connections - A common cause of hydraulic system problems is electrical
failure due to a broken wire, loose connection, or an inoperative toggle switch. When a single hydraulic function fails to
occur while another works normally it is wise to check the wiring and switch details first before performing more complex
troubleshooting work.
Figure 7 - Paver Control Console
The recommended way to make a fast accurate check of the hydraulic system electrical components and the valve
units they control is as follows:
A - With paver engine stopped, set Control Key Switch to ON.
B - Using a small probe such as an Allen wrench (See Figure 8) exert finger pressure on the manual operating pin
of the solenoid valve for the troublesome system. (Refer to Figure 2 for correct coil location). Have the correct switch
toggle moved back and forth through all positions and feel for the "throw" of the valve plunger and spool. If a definite
back and forth movement is felt it is unlikely that any electrical or solenoid trouble is causing the problem. If no
movement can be felt in that solenoid, but can be felt in other solenoids you test, proceed as follows:
The entire solenoid valve control system is 12 Volt D.C. and can be worked on safely. When a suspected system
has been checked out as described in paragraph above and found to be bad, make the following elementary checks of
the wiring in order to restore a troublesome system to normal operation.
With the paver engine stopped and the Control Key Switch ON,
1 - Disconnect the hot wire from the coil at the quick connector.
2 - With the console toggle switch set to operate the troublesome function of the system, make a quick, light,
brushing contact of the hot wire with the ground wire screw to which the ground wire of the coil is connected. There
should be a visible sparking if electrical current is flowing to the end of the wire.
Figure 8 - Method Of Probe Testing Solenoid Valves
CAUTION: If a firm steady grounding contact is made the control system
overload protector will function and will have to be re-set.
(a) If there is a spark, check the ground wire connection of the coil for a break or loose connection.
(b) If there is no spark, proceed with Step 3.
3 - If the hot wire does not spark when tested as described in Step 2 above, loosen the four screws in console switch
panel and carefully tilt the panel to make the switch terminals and wiring accessible. Using a short piece of single
conductor insulated wire with ends bared, jumper from the center terminal to each of the outer terminals of the switch
which operates the troublesome unit. As this is done a second person should be making the spark test with the loose hot
wire at the solenoid.
(a) If there is a spark at the solenoid hot wire when one combination of switch terminals is jumpered the toggle
switch is defective and should be replaced.
(b) If there still is no spark at the solenoid hot wire despite the switch terminal jumpering, proceed with Step 4.
4 - If no sparking occurs at the solenoid hot wire when the switch terminals are jumpered, carefully touch the short
jumper wire to the center terminal of the switch and make a quick, light, brushing contact of the wire with a bare area of
the console case.
(a) If sparking occurs at the console case the cause of unit failure is probably an "open" or break
Page 35
in the wiring from the operator's console to the junction box or from the junction box to the solenoid valve. If a visual
check of the junction box does not disclose any broken wire, consult a qualified electrician. (Use paver electrical manual)
(b) If no sparking occurs at the console case, the problem is more complex and a qualified electrician should be
consulted.
Figure 9 - Solenoid Valve - Cross Section
(9) Solenoid Valves - All of the 4-way solenoid operated directional valves used on the paver are identical units
(See Figures 9 and 10). They are double acting valves with spring return of the spool to the neutral position. The
operation of each valve is controlled by a double throw toggle switch on the operator's console. When one of the switch
contacts is closed, a 12 V.D.C. valve coil is energized and the spool position is shifted by the plunger to connect internal
porting so that hydraulic fluid under pressure flows to one end of the hydraulic cylinder(s). Fluid displaced by the moving
cylinder piston flows through aligned ports of the same solenoid valve to the reservoir. When the toggle switch is moved
to the opposite position, the opposite coil is energized and the spool is shifted to reverse the pressure and return flow
ports so that the cylinder moves in an opposite direction. When the switch is at the central "OFF" position the spool is
centered in the valve body by coil spring action and all ports connected to cylinders are closed so that no flow to or from
the cylinders can occur.
(10) Solenoid Coil Testing by Substitution - If a coil is suspected to be the cause of a hydraulic system's
failure, exchange the questionable coil with an adjacent coil which is known to be functioning properly.
METHOD: (See Figure 10)
A - Remove Nut (1) and Sleeve (2) from each coil.
B - Grasp Coil (3) and twist gently back and forth while pulling unit away from valve body.
C - When both coils are clear of their tubes (6) slip the good coil onto the tube of the inoperative system and the
questionable coil onto the tube of the functioning system. Install the sleeves and nuts.
D - Do not change the wiring connections. Operate the toggle switches with the exchange of coils in mind.
Example: If the screed lift was inoperative and the hopper wing coil is substituted, operate the Hopper Wing
toggle switch to test the screed lift system (and vice versa). If the substitute coil will not operate the screed lift system,
but the coil removed from it will operate the hopper wing system, then the screed lift valve may be jammed internally so
that it cannot be operated electrically. Put coils back in original locations and make a manual actuation test as outlined
in Paragraph (11).
If the substitute coil operates the troublesome system properly, interchange only the hot wire of each coil (quick
disconnect type). See if the substitute coil will still operate the valve when connected to the troublesome system's wiring
circuit. If the system again works properly, the suspected coil is truly defective and should be replaced. If the system
fails to work with the original wiring or if the suspected coil operates the other system, a bad toggle switch or a broken
wire are the actual cause of the failure. Refer to Paragraph (8).
Page 36
Figure 10 - 4 Way Solenoid Operated Hydraulic Valve - Exploded View
(11) Manual Test Operation of Solenoid Valve - If a properly tested substitute coil and electrical wiring system
fails to operate a valve, a means is provided for manual shifting of the spool which may be temporarily jammed. (See
Figures 9 & 11).
METHOD:
Use a ¼ ” diam. X 1 ½ ” long steel pin or similar tool which will enter the bore of the valve tube. With the paver engine at
full throttle, and all hydraulic system toggle switches in the OFF of center position, depress the pin in the bore of the
valve tube so that it contacts and moves the plunger, pin, and spool toward the opposite end of the valve. The first 1/8”
movement will require nearly 25 pounds of force. As long as the valve is held manually depressed the cylinder operated
by the valve receives hydraulic fluid. If the spool has been jammed by dirt particles the flushing action of flow through
the valve may permanently correct the problem and normal operation can be resumed. Do not use unreasonable
pressure for manual shifting! If the spool cannot be manually shifted or fails to return by spring action to the OFF
position, the valve should be completely dismantled, inspected, cleaned, and test operated. (See following paragraph) If
manual shifting succeeds in operating the system, try electrical operation again to see whether the coil’s magnetic force
is strong enough to consistently move and hold the plunger.
Figure 11 - Manual Operation of Solenoid Valve
Page 37
(12) Preparation For Dismantling Valve Bank - When it is necessary to detach and dismantle any of the valves
which make up the Valve Bank Assembly (Figure 12) it is necessary that the bank be disconnected from hydraulic hoses,
unbolted from the mounting brackets and moved to a totally clean work bench area free of wind borne particles and
surface dirt. The detached unit should also be plugged and washed clean externally before any dismantling is started.
Always support screed before uncoupling.
METHOD:
A - Remove electric coils according to Paragraph (10). If no coil exchange is to be made mark each coil and each
valve tube assembly from which it is taken so that a correct return will be assured. Remove the coils and lay them in a
safe area leaving the hot wires connected. If a coil change is to be made mark the hot wire number on the valve tube to
assure correct connection of the new coil.
B - Mark each hose and it's companion fitting on the valve bank with a code that will assure correct re-coupling
when the bank is installed. It is possible to accidentally connect hoses improperly if they are not marked. (Should
marking be forgotten or erased, refer to system diagrams Figures 1 and 2 for correct connection details.)
C - Disconnect hoses properly as described in Paragraph (22). As each hose is loosened plug the exposed end
with a clean plastic plug or wrap with a clean cloth cover and fasten securely. Do the same to the open fitting on the
valve bank. Do not leave any open hydraulic connector unprotected against wind borne particles.
D - Unbolt and remove the valve bank. Important! Scrub and rinse the exposed surfaces of the entire valve bank
to remove all dirt particles before the assembly is placed on a clean working surface and dismantled.
(13) Dismantling Valve Bank - The dismantling job must be performed in a clean area with tools that are free of
loose dirt particles. As the internal valve parts are removed they should be placed on a lint and particle free surface.
METHOD. (See Figure 12)
A - If a Throttle Valve (20) is to be inspected or cleaned unscrew it from the Holding Valve (19). Be sure to retain
O Ring (22).
B - If Holding Valve (19) is to be inspected or cleaned remove Cap Screws (24) and Lockwashers (28).
C - Remove Tie Bolt (25) and separate the valves. Be sure to retain all O Rings (23) which seal the bodies against
leakage.
D - See individual valve dismantling details, Paragraphs (14), (15), (16), and (17).
IMPORTANT - When assembling valve bank, tighten screws alternately,
evenly, and with not more than 150 inch pounds of torque. It is
important that the machined contact surfaces and O rings make a leakfree contact without excessive screw tightness which can warp bodies
and cause binding of the spool.
(14) Dismantling Solenoid Valve (See Figure 10).
A - Unscrew and remove Hex Nut (1).
B - Remove Sleeve (2).
C - Carefully pull Coil (3) off tube Assembly (6). Never use a pry tool against the plastic wire protector.
D - Place housing (14) in a vise exerting only slight jaw pressure on the rough sides of the body casting to keep it
from turning when tube is unscrewed. Have the tube assemblies (6) horizontal so that loose parts will not fall out.
E - Using the special spanner wrench (15) provided in the paver tool box carefully unscrew the tube (6) from the
body (14). Note: It may be necessary to remove the paint and some metal from the spanner wrench pins to make them
fit the tube holes.
F - When the tube is removed, the loose parts; plug (9), pin (10), and plunger (8), can be emptied from the tube
interior.
G - Push pin (5) out of tube.
H - Remove spring (11) from housing.
I - If spool (13) is to be removed, both coil and tube assemblies should be removed first. Then pull out the retainer
(12) from each end of the spool and work spool (13) carefully out of housing (14). Important! The matched spool and
housing are precision parts which fit together with very little clearance. When removing or installing spool, gently work it
in or out with the fingers by small increments being careful not to bind it. Never use force other than a gentle tap with the
plunger (8).
Clean all parts except electric coils in a good solvent being certain to flush all particles out of the housing, spool,
tube, etc. Re-lubricate parts with clean hydraulic fluid. Re-use O Ring seals only if they are in near new condition,
otherwise a steady loss of hydraulic fluid will occur. Spool (inside the body) should be free of binding when moved
laterally. Free movement should not be affected by a 360°rotation of the spool while it is being moved laterally. If spool
movement is not free a replacement valve is recommended.
Page 38
Figure 12 - Exploded View Of Valve Bank
Ref. No.
17
19
20
21
22
23
24
25
26
27
28
33
Part Description
4-Way Solenoid
Holding Valve
Valve Throttle
Plug, Banking
O-Ring
O-Ring
Capscrew
Bolt, Tie
Capscrew
Nut
Lockwasher
Bracket
Quantity
2
1
1
2
3
6
4
3
4
2
4
2
Figure 13 - Hydraulic Valve Bank Assembled
Page 39
(15) Holding Valve - (See Figure 14)
The holding valve is a double acting check valve assembly with a floating piston for power unseating of the two spring
loaded check valves. When pressure is applied to one of the actuating ports the spring loaded check valve on the
pressure side of the housing is unseated and fluid passes to the hydraulic cylinder. The piston is moved by the same
pressure to mechanically lift the opposite check valve off its seat, permitting the return flow from the cylinder to pass
through the valve to the reservoir. When there is no pressure applied to either actuating port, both check valves are
seated and no flow to or from the cylinder can occur. The cylinder piston is therefore locked in position and the unit it is
powering is "held."
The holding valve can be dismantled and checked internally or repaired as follows:
A - Unscrew and remove Plugs (4).
B - Remove Springs (2) and Check Valves (9).
IMPORTANT! Each Check Valve (9) must be reassembled in its match fit Cage (8).
Keep these parts separated from the duplicate set on the opposite side of the valve so
that no accidental interchange can occur.
C - Using a short length of rod small enough in diameter to pass through the bore of one of the Cages (8) carefully
drive the Floating Piston (5) against the opposite Cage to force it out of the housing. The piston will follow the cage out
of the housing.
D - Carefully re-install the piston in its bore, with the opposite cage downward. Use the rod again to drive the
piston against the cage until it is also clear of the body.
Inspect the piston and the bore of the housing for scratches, score marks, or particles which may have caused a
binding or jamming of the piston. Test the piston in the bore for completely free movement, turning it through several
revolutions slowly as it is drawn back and forth. There should be no indication of binding.
Inspect check valves and cages at the contact area for nicks, scratches, and fluid erosion grooves which can permit fluid
passage. Do NOT attempt to re-machine these parts. Obtain replacements.
IMPORTANT! When replacing cages be sure to use reliable O Rings (3) and Back Up
Rings (7) and arrange them in the proper order as shown in Figure (14).
IMPORTANT! When re-attaching the assembled valve to the valve bank, tighten
mounting screw evenly and use not more than 150 inch pounds of tightening force.
Uneven or excessive tightening can distort the housing and bind the piston in its bore
making the valve erratic or inoperative.
(16) Pressure Relief Valve (See Figure 15)
The system pressure relief valve is a spring loaded ball type assembly which is externally adjustable. A new valve
is adjusted by the manufacturer to limit system pressure to approximately 1200 PSI.
Dis-assembly: The valve can be dismantled for inspection, cleaning and part replacement. (Refer to Figure 15)
(1) Unscrew and remove CAP (A).
(2) Loosen and remove LOCKNUT (B).
(3) Unscrew and remove ADJUSTING SCREW (C).
(4) Unscrew and remove HOUSING (E) from BODY (F).
(5) Push out SPRING (D), GUIDE (G) and BALL (H).
Page 40
Figure 15 - Pressure Relief Valve - Cross Section
(6) Inspect all parts for wear, burrs, etc. Be sure all gaskets and seals are in good condition. Replace if questionable.
(7) Before re-assembling, clean all parts thoroughly so that no foreign particles are introduced into the valve and
hydraulic system.
Re-setting Relief Pressure
IMPORTANT!
To re-set the valve for 1500 PSI relief, proceed as follows:
(a) Back-off (counterclockwise) adjusting screw (C) so that the valve will by-pass fluid at low pressure.
(b) Install an accurate pressure gauge in the gauge port at the rear corner of the engine radiator shroud.
(c) Run engine at Full speed.
(d) Hold hopper wing switch at UP position and turn valve adjusting screw (C) inward (clockwise) to slowly raise
gauge pressure to 1500 PSI. Hold screw (C) and tighten locknut (B). Re-check gauge for 1500 PSI after tightening
locknut.
(e) Hold hopper wing switch at DOWN position to re-check relief setting. Repeat test several times.
(f) Install valve cap (A).
(17) Throttle Valve - (See Figure 16) - Throttle valves are used in the "down" phase of the screed lift system and
in both phases of the optional truck hook system. The throttle valve in a two directional line allows unrestricted flow in
one direction and metered or restricted flow in the opposite direction. In the case of the screed lift, the flow in the RAISE
direction is unrestricted while the return flow in the LOWER direction is restricted by a 3/32" DIAM. orifice. This permits
the screed to raise at moderate speed but to descend at a slower safe rate. A drilled poppet is the only moving part. The
valve can be easily disconnected for examination of the orifice for presence of foreign matter. The orifice can be probed
clear using a piece of 1/16" diam. wire. If probing succeeds in clearing a blockage the valve should then be removed
from the line and flushed clean of particles.
Figure 16 - Throttle Valve - Cross Section
(18) Hydraulic Cylinders - (See Figures 17 & 18) The hydraulic cylinders used on Cedarapids pavers are
selected for efficient service and maximum durability. Very little trouble is normally experienced unless the hydraulic
fluid is contaminated by foreign particles which find their way into cylinders and cause rapid seal wear. Heavy duty wiper
type seals for the exposed rods help to minimize contamination. These parts should be maintained in top condition.
If severe contamination of the hydraulic fluid has occurred and it is likely that a large quantity of particles has reached the
cylinders, it is wise to flush them thoroughly with a suitable solvent. Replace seals when worn so that leakage is not a
threat to efficient system operation.
A worn piston seal will permit leakage of fluid around the seal from the pressure to the discharge side of the
cylinder. The result is sluggish movement of the piston rod or a failure to maintain rod position. Seal replacement is the
only solution.
Page 41
Figure 17
Figure 18
Item
1
2
3
4
5
6
7
8
9
10
Description
Piston
Piston
Tube, 2nd Stage
Tube, 1st Stage
Case
Head
Head
*Piston Ring
*Piston Ring
*O-Ring
Quantity
Item
Description
Quantity
1
11
*O-Ring
1
1
12
*O-Ring
1
1
13
*Back Up Washer
1
1
14
*O-Ring
1
1
15
*Back Up Washer
1
1
16
*U-Cup and Load O-Ring 1
1
17
*U-Cup and Load O-Ring 1
1
18
*Seal, Wiper
1
1
19
*Seal, Wiper
1
1
*NOTE: These Parts Purchased as a Repair Kit
Page 42
Figure 19 - Tilting Hopper Wings
Figure 20 - Screed Lift Cylinder - Cut-away View
(19) Screed Lift Cables - Raising and lowering of the heavy screed assembly is accomplished through an
arrangement of hydraulic cylinders, flexible cables, and pulleys. (See Figure 20). Because of the mechanical portion of
the system which is for the most part hidden from the operator's view, it is wise to examine the cylinder operated pulley
through the under side opening in any event of uneven screed movement. This will eliminate unnecessary hydraulic
system trouble-shooting in the event the actual cause is the binding or jamming of a cable.
(20) Hose and Tube Identification - Each hose and tube is identified with a tag on one end as shown in Figure
21. The number shown 38-34 corresponds with the last four numbers of the hose or tube assembly part number 5032201-38-34.
Figure 21
(21) Hose Assembly - The rubber-covered wire braid hoses used throughout the hydraulic system will give
trouble-free service and long life if properly maintained.
Periodically check hose position to make sure they are not rubbing against moving parts or supported on sharp
steel edges.
The hose end fittings are (no skive) re-usable hose fittings, to make it possible to repair the hose on the job site.
Replace rubber-covered hose as follows:
(1) Disassemble fitting nipple by turning it out of hose socket.
(2) Disassemble hose socket by turning it off the rubber hose.
(3) Clean steel socket and nipple.
(4) Dip ends of new hose into hoze-oil lubricant and then thread the socket onto the rubber hose.
Do not cut inner or outer covering for assembly.
(5) Thread nipple to socket.
(6) Clean fitting and interior of hose. CAUTION: Flush hose with solvent before installing into system.
Page 43
(22) Hose Couplings - The swivel nut at the end of each hose assembly is a free turning part which holds the
nipple tightly against the companion fitting. There will be some binding as the nut bears tight against the flare of the
nipple. Always hold the Hex Collar of the nipple stationary as the swivel nut is tightened or loosened. This prevents
damage to the hose.
Figure 22 - Hose Assembly
HOW TO USE THE TROUBLE SHOOTING GUIDE ON
PAGE 45
1. In the "Troubles" listed across the top of the following
page, find the symptom which most closely describes the
actual problem with the paver hydraulic system.
2. Follow the guide line downward from that problem to
the circled No. . Then follow the guide line to the right
hand column where a probable cause and remedy is listed.
The cause shown for No.
will be the most common
occurrence and the remedy will often require the easier
checking and corrective work. A remedy may be given
outright, or may be a reference to manual pages and
paragraphs which give complete details on function,
maintenance, test, or repair of the component part
suspected of malfunction.
3. If the No. cause is not the actual problem proceed
to the No.
on that same vertical guide line and-make the
check or correction suggested. If that also fails to produce
the solution proceed to No. etc.
As the circled number of a cause and remedy goes
higher, the work required for making the check and
correction usually increases.
The higher numbered
possibilities are also less common in occurrence. For these
reasons it is wise to start with and progress numerically.
Page 44
TROUBLE-SHOOTING GUIDE FOR BSF-400 PAVER HYDRAULIC SYSTEM
Page 45
Schematic Diagram-BSF-400 Paver Hydraulic System
Figure 23
Page 46
SECTION VI
Asphalt Spreading System (Feed)
MATERIAL FEED SYSTEM
The feed system is arranged to give the operator
good control of material movement and distribution.
From his seat almost directly over the spread-screws,
the operator has an unobstructed view of material
distribution ahead of the screed.
Electric Clutches - R.H. Walkway Removed
Figure 3
Material Flow Diagram
Figure 1
HOPPER WINGS
The two hinged hopper wings which can be raised and
lowered hydraulically to permit complete emptying of
the large hopper should be operated after each supply
truck has pulled away and cleared the hopper area.
They should never be raised when a truck is at the
paver. (See Figure 2)
The hydraulic cylinders which raise each of the
hopper wings are powered from the same hydraulic
pressure line and one will normally preceed the other
in reaching the fully raised and fully lowered attitude.
Tilting Hopper Wings
Figure 2
Page 47
Electric Clutches - L.H. Walkway Removed
Figure 4
ASPHALT FEED CLUTCHES (Slat and Screw
Conveyors)
The two slat conveyors and the two screw conveyors
which combine functions to move asphalt from the
hopper to the area ahead of the trailing screed, are
operated by means of two electromagnetic clutches.
Each clutch starts or stops the movement of one side of
the feed system (Right hand or Left hand). By chain and
sprocket connection, one slat conveyor and one screw
conveyor operate simultaneously to feed one side.
(See Figures 3 and 4) Each clutch is operated by
means of a toggle switch on the operator's console, or
by an auxiliary switch on the paver deck beneath the
operator's seat.
(The auxiliary switch is for the
convenience of the screed man when he chooses to
control the feed manually for some special
requirement).
Complete information on the care and adjustment of
electric clutches is contained in the Mechanical
Maintenance Section 11)
Slat Conveyors and Spreading Screws
(Screed Removed)
Figure 5
SLAT CONVEYORS
IMPORTANT! The slat conveyors are
Two slat conveyors move material from the bottom of
built to run in only one direction. When
the receiving hopper through parallel tunnel areas to each
the paver is shifted into Reverse gear for
of the two spreading screws which operate in conjunction
backing, a micro switch at the gear box is
with the slat conveyors. The depth of material moved is
actuated to open the conveyor clutch
varied by manual adjustment of fixed gates located at the
circuits so that no reverse movement of
head end of each tunnel. (See Figure 5)
the slats can occur. This limit switch
Slat speed is fixed, unless an optional two-speed
(Section 8, Figure 4) must always be
transmission unit is purchased to permit a 30% speed
kept in adjustment!
shift when required. With the fixed speed arrangement
the drive may be either the high or the low range.
SPREADING SCREWS
Each slat conveyor and its companion spreading screw
The two spreading screws which operate in conjunction
are controlled by electric clutch action. The clutches can
with the slat conveyors receive material as it is brought
be engaged manually by toggle switch movement at the
through the tunnel areas near the center of the tractor
operators console, or can be controlled automatically by a
unit. The opposing pitch of the screw blades forces the
material depth feeler if the console toggle switch is set at
material outward toward the ends of the screed. A set of
AUTO. (See details of automatic operation in following
special blades on each spreader screw at its inner end
paragraphs covering conveyors).
has a reverse slant which assures placement of adequate
material in the center area. Agitators at the outer end of
each screw perform a stirring function to prevent material
compaction by the screws against the retaining blades.
Spreader screws are offered in two diameters for
different feeding rates; 12" diameter for lower volume
feeding and 14" diameter for higher volume feeding.
Whenever extreme wear reduces the diameter of a screw
by ½ the tips should be built up or the blades refaced to
the original O.D. (See Maintenance Section 11).
When less than 10 ft. wide paving is done, the end
flight of the screw on the cut-off side is uncoupled by
sliding a key outward. When uncoupled the outer flight no
longer moves material. (See Figure 5).
Bottom View of Tractor Assembly
Figure 6
Page 48
When extra wide paving is done, the spreader screws
must be extended to match the extensions added to the
screed. Screw extensions are 12" Long (See Figure 7)
and each includes a drive shaft extension for coupling
purposes.
Retaining Plate used with Screed Extension
Figure 9
Screw Conveyor Extensions (Uncoupled)
Figure 7
EXTENDING SPREADER SCREWS
When screed extensions are added and screws
are to be extended, proceed as follows:
1. Remove nut and bolt which holds agitator section
and slide agitator off the shaft.
2. Assemble as many screw extensions as needed.
(See Figures 7 and 8).
3. Slide the socket end of the new assembly onto the
drive shaft and install the bolt and nut. Always use
hardened bolts which have maximum shear strength.
4. Install the agitator on the end of the outer extension
shaft.
Paving with Extensions - No Retaining Plate
Figure 10
MATERIAL RETAINING PLATE
When screed extensions are added a Retaining Plate
should be attached to the pull arm to prevent material
from spilling forward. With the retaining plate placed as
close to the screw as possible, material moves outward to
the end of the screw and the material depth sensor works
more effectively to keep just the right amount of material
ahead of the screed. (See Figure 9).
Paving with Extensions and Retaining Plate
Figure 11
Page 49
MANUAL OPERATION OF MATERIAL FEED
The two parallel but separate material feed systems
are controlled by toggle switches on the operators
console. These switches engage and disengage electric
clutches. (See Figures 3 and 4). The switches are three
position; MANUAL-OFF-AUTO. When the paver is in
Forward gear with engine running each feed system
combination of one slat conveyor and one screw conveyor
will operate whenever the toggle switch is set to
MANUAL. The operator must observe the feed and
operate the switch to keep material ahead of the screed
but not flowing over the mold board.
AUTOMATIC OPERATION OF MATERIAL FEED
The depth feeler assembly can be quickly set for
automatic operation as follows: (See Fig. 12 & 13)
1. Loosen the control arm clamp so that it is loose on
the switch shaft.
2. Lower the arm to within A" of the positive stop which
keeps it from swinging farther downward. (A spacer can
be used to hold the 1/16 setting).
3. Turn the switch shaft until an audible click indicates
that the internal contacts have closed, then while holding
that setting, tighten the clamp on the control arm.
4. Start engine and move feed switch on the console to
AUTO.
5. Manually raise and lower control arm to make sure
switch starts and stops conveyor at the point set.
6. To set the depth of material desired, move the
Extension which is clamped to the Control Arm. When
the extension is moved closer to the switch a higher
level of material at that point will
Adjustable Material Depth Control Switch
with Feeler Arm - RH Assembly Shown
Figure 12
Recommended Setting Of Control Assemblies
Figure 13
Page 50
be maintained. When the Extension is moved farther
from the switch a lower level of material will be
maintained.
IMPORTANT! This adjustment should be made
during an actual paving run so that the
efficiency of the setting can be tested. Different
materials will require different settings of the
Extension, as there is a great variation in the
way materials move. WARNING! Do not set
extensions unless the Console Feed Switch is in
the OFF position.
Adjusting RH Hopper Gate Height
Figure 15
Schematic Side View Of Material Feed System
Figure 16
Range of Depth Feeler Switch Location
Figure 14
TO ADJUST HOPPER GATES
A hopper gate for each half of the material conveying
system regulates the depth of material moved from the
hopper to the spreader screw. The height of each gate is
adjusted separately by manual turning of the gate shaft
which operates a pinion gear to drive the rack attached to
the gate (See Figure 15).
Correct adjustment of the gates is important to good
paving. Best paving results are achieved when the
material level is approximately even with, or slightly
below the tops of the spreader screws. If material is deep
near the center of the screed and there is very little near
the ends, the gates are too high. If material is deep at
the ends of the screed and there is very little near the
center, the gates are too low. This tell-tale "material
profile" is the best way for an operator to judge the gate
settings. (See Figure 17). Usually a lower gate setting will
produce a smoother run than too high a gate setting.
Comparison Of Gate Height To Material Feed
Figure 17
Page 51
SECTION VII
Screed System
pre-heated, asphalt does not stick to the metal as the first
strike-off and smoothing begins.
The flat screed bottom can be bent at its midpoint so that
the single plane becomes two connected planes which
can be adjusted into a slight V-shape or into a slight
inverted-V (^) shape.
Such adjustment produces a
positive (^) or a negative (V) crowning contour on the mat
for the specified water drainage requirement. The contour
adjustment linkage is called the crown adjustment. (See
Figure 9)
Floating Screed Assembly
Figure 1
SCREED PRINCIPAL
The screed is a free floating attachment to the paver
which strikes-off and smooths the fresh asphalt after it is
spread by the screws. It is attached to the tractor unit by
means of two pull arms which are free to pivot at the pull
points located close to the forward end of the tractor.
(See Figure 1).
The height of the two pull-points for the screed, and the
angle of the screed bottom in relation to the pull arms, are
the factors which control the amount of asphalt deposited
on a roadway. The handwheels at the ends of the screed
which change the angle of "screed bottom to pull arm,"
are the operator's means of making adjustments of
asphalt deposit (mat thickness) whenever necessary.
Cross-section thru Screed and Material
Figure 2
The screed is equipped with electric vibrators which
help to obtain the initial compaction of the fresh mat. It is
also equipped with a heater which is capable of bringing
the temperature of the screed up to the temperature of
the asphalt supply prior to paving start-up. When the
screed is
Cut-away View - L.H. Screed Lift Cylinder
Figure 3
RAISING AND LOWERING SCREED
The raising and lowering of the screed is accomplished
by two double acting hydraulic cylinders connected to the
screed by cable and pulley arrangement (See Figure 3).
Cylinder movement is controlled by a toggle switch on the
console which operates a hydraulic system flow control
valve.
When the engine is at full throttle and the console
toggle switch is moved to UP, the screed will be raised to
its maximum elevation. When the switch is moved to
DOWN the screed will slowly descend to the ground. The
rate of descent is limited by a flow valve so that the
screed will not sustain damage and personnel in the area
will not be endangered.
When the toggle switch i. in the central position the
existing screed elevation is held by a hydraulic holding
valve.
Page 53
To Support Screed for Travel
1. Short Distance Travel - The screed lift hydraulic
system includes a locking or holding valve which will
maintain any screed elevation established by the operator
with a centering of the console switch toggle. The paver
can travel short distances safely with the screed
hydraulically "held" in the raised position.
2. Long Distance Travel - Safety cables are provided
for long distance travel. It is recommended that for all
travel other than short on-the-job paver movement, the
safety cables be attached to the support hooks.
To hook the cables, raise screed to upper limit until
cables can be hooked. Then lower screed until slack can
be observed in both lifting cables.
To Support Screed for Maintenance Work
thicker mat is produced. When the rear edge of the
screed is raised, a thinner mat is produced. (See Figures
4 and 5) Mat thickness at each end of the screed is
controlled independently so that a tapered mat can be laid
in order to level or to super-elevate a roadway.
The pull point height adjustment is made prior to the
paving job start-up when the normal mat thickness for that
job has been established. (A Table of pull point heights
recommended for various mat thickness is shown in
following paragraphs).
It should be noted that a
difference in materials used for paving will have a great
affect on all adjustments of pull points and handwheels.
IMPORTANT! Whenever the screed is to be
worked-on while it is elevated, use the safety
cables to support its weight. Never rely upon
the hydraulic lock feature to keep the screed
elevated when personnel are in the screed area.
Effect of Handwheel Adjustment on Screed
Figure 5
A foot operated lock keeps the handwheel adjustment
fixed. The operator must step on the pedal and release
the lock before the handwheel can be turned. When
released the lock engages automatically.
Each end of the long screed can be adjusted so that
the mat thickness is far from equal when measured at
each edge. (See Figure 6)
Making Mat Thickness Adjustment - R.H. Side
Figure 4
MAT THICKNESS CONTROL (MANUAL)
The thickness of the material deposit or mat left by the
paver is determined by two factors;
(1) The height of the screed pull points on the tractor
unit.
(2) The screed angle in relation to the pull arm. The
screed angle adjustment, made by turning the
handwheel at each end of the screed, is the
intended manual control of mat thickness during a
paving run. When the handwheels are turned to force
the rear edge of the screed downward, a
HANDWHEEL GAUGE AND SCALE
A gauge and scale on each handwheel screw serve as a
reference for the operator. The vertical scale, graduated
in inches, is fixed to the pull arm. The disc type gauge is
held in place on the handwheel screw by means of a
setscrew and can be moved up or down, to establish the
desired reference. It is marked to show 12 equal divisions
of one complete turn. (See Figure 7)
Page 54
ing job is to be started, or when an extensive
thickness change is to be made on a job, the operator
can adjust the handwheels to the reference marks and
start-off very close to the mat thickness desired, if he
has recorded reference close to the new requirement.
Without a reference he must guess at the setting and
make corrections on the first several feet of the new
mat. Eventually an operator's reference record will
cover most of the common mat thicknesses and types
of material used
Change of material specifications will usually
cause a different screed behavior and a different
handwheel setting, even though the mat thickness is a
common one.
To obtain a smooth mat, the screed adjustment
controls should be gradually changed, one notch at a
time, and the screed should travel a few feet before
an additional adjustment is made. This will allow
the screed the proper distance of travel required to
seek the new level of operation.
Handwheels Set to Level Inclined Roadway
Figure 6
The scale is graduated vertically from a central
zero marking. The graduations may be in inches, with
increments of 1/4¼ ", 3" each way from the zero, so
that the total range is 6". Or the graduations may be
in turns of the handwheel, with increments of 1 turn,
12 turns each way from zero, so that the total range is
24 turns.
The disc-like gauge which is attached to the
handwheel screw has 12 equally space markings
which can be indexed from the edge of the vertical
scale to show the division of 1 turn.
The scale reading is taken by holding a small
straight edge upward against the bottom of the gauge
disc and across the scale face.
When an operator has established the best hand
wheel setting for paving a specific thickness with a
specific material, he will zero the two gauge and scale
readings then tighten the gauge setscrews. He then
makes a record of the conditions and gauge settings
for future reference. Whenever a new pav-
Page 55
Screed Man Making Handwheel Adjustment
Figure 8
MAT CROWN ADJUSTMENT
The flat screed bottom can be flexed as its center
area to produce a finished mat having a positive or
negative crown for water drainage. (See Figure 10)
For 10 ft. wide paving the maximum positive crown is
2". The maximum negative crown is 3/4".
Screed Bottom with Crowning Arms
Figure 10
Crown adjustment is accomplished by means of
four crowning arms which are located on top of the
screed but are bolted to the screed bottom. A turn
buckle adjustment joining each pair of crowning arms
permits screed bottom flexing in either direction. A
separate adjustment is made for the leading edge and
for the trailing edge, so that the "lead" crown is slightly
higher than the trailing or "finish" crown. As material
moves under the screed during paving this differential
between crowns increases the density of the surface
and imparts a smooth texture.
NOTE: The crown adjustment is one of
the more important adjustments on the
paver. Mat imperfections can often
be corrected by changing the
adjustment of the lead crown!
Screed Bottom with Crowning Arms
Figure 9
Two gauges on the screed provide a crown
referencing ability for the operator. A more accurate
fine-adjustment gauge is located on the rear crown
turnbuckle screw. (See Figure 11).
Crown Adjustment Gauges
Figure 11
Page 56
START-UP ADJUSTMENT
The initial crown adjustments should be made
when the screed is on the wood blocks at the starting
point and has been heated to paving temperature.
Stretch a taut string line between the ends of the hot
screed at both front and rear edges. Adjust the crown
turnbuckles (Figures 10 and 11 ) alternately a little at a
time and use a ruler to measure the distance from the
exact center of the screed bottom to the taut string
line.
Use the front and rear gauges as rough
references only! Set the front crown 1/16" higher than
the specified rear crown to start the paving.
FINAL ADJUSTMENT
The final crown adjustment is made when the
paving has been started and the actual mat crown can
be accurately checked by taut string line. The front
crown can be varied slightly in order to obtain the very
best mat surface. The front crown will always be
higher than the rear crown. The final adjustment
is always made after checking the actual asphalt
mat when enough has been laid to be certain the
screed has stabilized.
The lead crown is normally 1/16" above the
finish crown.
If any change is made in the final (trailing edge)
crown adjustment the front (leading edge) crown
setting must be made simultaneously to maintain the
1/16" differential.
The Dual Adjustment Assembly, which links the
two turnbuckles by the chain and sprocket method
permits separate or simultaneous adjustment of the
two crown settings.
If only one crown needs adjusting, the coupling of
the assembly can be disengaged from the sprocket so
that each crown turnbuckle can be adjusted
separately. (See Figure 11)
Two gauges on the screen provide a crown
referencing ability for the operator. An indicator on
the rear turnbuckle shaft also provides means of
determining fine adjustments. (See Figure 11)
Screed Side Plate & Bevel Guide Plate
Figure 12
and follow the contour of the base surface. If the
operator wishes to restrict the downward movement of
the plate, he adjusts the screw (C) which limits the
travel of the support arm, and adjusts the chain (H) or
chain anchor handle (E).
When bleeding material to the outside, the side
plate is raised until the end of the support arm passes
over center. The chain is hooked to the screed end
plate to hold the assembly in the elevated position.
(See Figures 14 & 15)
When the screed is to be raised, the support-arm
adjusting screws (C) should be adjusted to hold the
side plates in line with the screed bottom. The chain
(H) is adjusted so that the rear end of the side plate
cannot drop downward as the screed is raised.
INSTALLING ATTACHMENTS
Side Plates (Refer to Figures 12 thru 1 5)
A side plate assembly is attached to each end of
the screed to limit the movement pf material. These
plates (A) are bolted to a support arm (B) attached to
the screed. Both parts can move in parallel planes so
that when desirable, the side plate can rest upon
Adjusting Side Plate Chain Anchor
Figure 13
Page 57
Typical 36” Retaining Plate Arrangement
Figure 16
Swinging Side Plate to Vertical Position
& Anchoring to Permit Material Bleeding
Figure 14
Disengaging Coupling to Stop Screw End Section
Figure 17
ceeds two, an extra brace is added. (See Figure 16).
Method of Attaching Chain for Bleeding
Figure 15
Bevel Guide Plates (Refer to Figure 12)
Bevel guide plates can be bolted to the side plates
in order to produce a beveled edge on the mat as the
material is deposited. The degree of bevel is 450°. The
bevel depths available are 1½ /2" and 3".
Cut-off Shoes (Refer to Figure 18)
Standard cut-off shoes which fit the paver
extensions reduce the paving width in varying
amounts in 112" increments, down to the minimum of
10 ft. They slide under the side plates and are bolted
in place. Bolt holes are spaced 1 /2" apart.
Retaining Plates
Material retaining plates must be used ahead of
extended screw conveyors whenever the mat
extension exceeds 2 ft. These plates prevent the
forward spread of material so that the screws are
handling a uniform depth all the way out to the ends
(See Section 6, Figures 10 & 11). When up to 4 ft. of
extension is added to one end of the screed a
retaining plate support angle is attached to the screed
pull arm and when the number of plates ex-
(1) To install cut-off shoe, block up screed to
shoeheight.
(2) Raise side plate and slide cut-off shoe "G" under
screed as much as required for desired mat width
reduction. (See Figure 19)
(3) Bolt cut-off shoe to side plate. (Shoe fits either
end of screed.)
(4) Release lock (J) on spreader screw to allow tip
screw section (H) to become idle. To prevent material
from being fed onto the top of the cut-off shoe and
spilling onto the road base, fashion pieces
Page 58
Screed Pull-point Height Adjustment
Figure 20
Cut-Off Shoe Installed on L.H. Side Plate
Figure 18
Typical pull point settings:
Distance from base Mat Depth
16 3/4" (High)
31/2" or thicker
14 1/4" (Normal)
1/2" to 3 1/2" inclusive
13" (Low)
Minimum to 1 1/2"
10 1/2" (Lowest)
Minimum to 3/4" (optional)
Laying Reduced Width Mat Using
Cut-off Shoe
Figure 19
of wood to block off that area between screed
moldboard and the tractor.
IMPORTANT NOTE! Always remove cut-off shoe
before raising screed.
SCREED PULL ARM POSITIONS
The long screed pull arms which are attached to
the crawler frame with a ball-joint connection provide
maximum floating action, allowing screed to
minimize irregularities found in the grade or base
material.
1. The screed pull-arms. can be raised or lowered by
moving the ball-joint connection up or down or by rotating
it and lining up bolt holes. With the usual type of material
and mat thickness encountered, the distance of 141/¼
inches from center of joint to the ground, as shown in
Figure 20 and the chart following it.
In nearly all types of material, the straighter the pull
on the screed, the more satisfactory it will operate. The
most critical settings are with low stability sandy mixes.
2. If the screed tends to sink and ride on the trailing
edge, due to unstable mix, or if a very thick mat is
required, the long screed pull arms can be raised to
improve the mat.
3. When the paver is required to lay a very thin mat,
the screed pull arms can be lowered to give the screed
better flotation and more initial density to the mat.
4.
Two bolts in each ball-joint connection are
sufficient for all positions.
5. When the pull points are too low and the front of
the screed is tilted up, in order to maintain the correct
mat thickness, the following wear and op-
Page 59
ing edge of the screed is not in contact with the mat
being laid.
Vibrators connected to the screed bottom support
will not be operating efficiently as the full screed plate
width is not being utilized. Mat appearance and
texture will change with only slight movement of the
screed adjusting hand wheels.
f. Loose or worn screed.
7. Correct pull point settings become a matter of
experience. Locating center line of pull points 14 1/4"
from the ground has proven satisfactory for most
paving jobs. Settings listed will normally cover the
necessary adjustments when laying both stable and
unstable mixes. The softer and more unstable the
material, the more important it becomes to have the
screed flat with the mat.
NOTE: Unstable mixes can be caused
by too much asphalt in the mix, poor
gradation,
poor
quality
asphalt,
excessive temperature, moisture in the
material and insufficient dust.
IMPORTANT: Both pull points must be
located equal distance from the ground.
Effect of Pull-point Height on Screed Wear
Figure 21
erational difficulties will be encountered.
a. Premature wear on the trailing edge of the the
screed.
b. A tendency for the screed to climb each time the
paver starts with normal hand wheel setting. Poor
control of mat thickness will exist and good transverse
joints will be difficult' to make.
c. Possible tearing of the mat because of excessive
ironing effect of the screed.
d. Loose or worn screed.
6. When the pull points are too high and the front of
the screed is tilted down, in order to maintain the
correct mat thickness, the following wear and
operational difficulties will be encountered.
a. Premature wear on the leading edge of screed and
possibly deformation of the strike-offs because of the
excessive pressures exerted against it when operating
in this manner.
b. Bumpy, wavy road caused by the screed riding on
its leading edge.
c. Tendency for screed to dip each time the paver
starts with normal hand wheel setting.
d. Tearing the mat, caused by the "digging in" action
of screed.
e. Loss of compaction will result as the trail-
Flat Strike-off Installed on Screed
Figure 22
STRIKE-OFF
The strike-off located ahead of the screed plate, is
a metering, pre-compactor, and pre-screeding device,
that when properly positioned provides the exact
amount of material to the screed. It also absorbs wear
which would otherwise take place on the leading edge
of the screed bottom. If this strike-off is not properly
adjusted and maintained, it can cause operational
difficulties.
Page 60
justment for the mat texture while paving. Never
lower strike-offs below screed bottom. Important!
Always make strike-off adjustments when screed
and asphalt are hot. If the asphalt is cold,
adjusting bolts and brackets will bend before the
strike-off moves and the entire adjustment
assembly is damaged.
4. Whenever strike-offs are to be re-adjusted, it is
best to lower both sides, then use the top adjusting nut
at each of the four adjustment points to pull the strikeoffs up to the desired gauge readings. This is a
uniform movement of the strike-offs and
Checking Height of Flat Strike-off
Figure 23
Adjusting Height of Strike-off
Figure 24
ZEROING AND ADJUSTING STRIKE-OFFS
1. After strike-offs are properly assembled to
sereed.
lower strike-offs until flush with screed
bottom. Use the template straight edge to check
position of strike-offs. See Figure 23.
2. Then, adjust gauges to "0" setting with gauge
pointers.
3.
Raise strike-offs above screed bottom
according to the chart. (Shown below.) Make the final
adHeight of
Flat Strike-off
"+1/16"
1/4"
- 0"
3/16" + 1/16"
3/8" + 1/8"
3/8"
__- 1/16"
Cross-section - Flat Strike-off Assembly
Figure 25
Characteristics of Asphalt
Standard (Normal Mat Conditions)
Aggregate Size; Sand to 1" Minus Aggregate
Mat Thickness: 1¼ " to Maximum Thickness
Alternate (Fines Materials with Thin Mat)
Aggregate Size: Fines to 1/4" minus sand
Mat Thickness: Minimum 1/2" to 1" mat
**Alternate (Coarse Materials with Thick Mat)
*Aggregate Size: 1" minus 1½ ”maximum Recommended
Mat Thickness: 2" to maximum thickness
*Pavers have laid top size material of 3" minus, however accelerated wear can be expected.
**Only if tearing due to flats in aggregate. With flat plate strike-off it is possible to raise to 1½ ",therefore, no strike-off effect.
Page 61
Flat Strike-off Adjusted Too Low
Figure 26
RESULTS OF IMPROPER STRIKE-OFF
When the strike-offs are too low the following wear
and operational difficulties will be encountered. (See
Figure 26).
1. Insufficient amount of material will be metered
to the screed. Therefore, in order to maintain mat
thickness, it is necessary to tip the front of the screed
up. Continued operation of the screed in this manner
may cause wear on the trailing edge of the screed.
2. Fines will collect at the front edge of the screed
directly behind the strike-offs which will build up and
cause tearing and voids in the mat. The strike-off will
frequently catch and drag large stone, with the result
that a streak is made in the mat. When this occurs
often, stop paving, raise the strike-off, and try again.
When the strike-offs are too high the following wear
and operational difficulties will be encountered. (See
Figure 27).
1. Too much material will be metered to the
screed. Therefore, in order to maintain a relatively
thin mat thickness, it is necessary to tip the front of the
screed down with the hand wheel adjustments. With
the screed in this position for any length of time, rapid
wear on the leading edge of the screed will occur.
2. Poor mat textures and low compaction of the
mat will prevail under these conditions.
3. Erratic control of the screed will be noticeable
when making minor adjustments.
Flat Strike -off Adjusted Too High
Figure 27
Paving With Extended Screed
Figure 28
EXTENSION OF SCREED
The screed length can be extended in order to lay a
mat wider than 10 ft. Mat widths up to and including
20 ft. can be laid. Screed extensions come in various
widths and can be attached to either end of the
screed.
Each 6", 12" and 24" extension is supplied complete
with cover, moldboard extension, and adjustable
strike-off extension.
12 Inch Extension On LH End Of Screed
Figure 29
All parts of the extension are shipped loose and
must be assembled in the field. Some careful work is
required to align each extension bottom to the screed
bottom, the moldboard extension to the moldboard,
and the strike-off plate extension to the strike-off
plate.
A double set of shim packs is supplied with each
extension so that an adjusted shim pack can be kept
inside the extension at its proper corner location.
(See Figure 30). The lengthy job of fitting the
extension bottom to the screed bottom need not
be repeated each time the extensions are
installed. Re-installation of the two correct shim
packs will quickly restore alignment and no time is
lost. The moldboard shims can also be attached at
their respective locations to save time aligning the
extension moldboard.
A step by step procedure for assembly and
installation of an extension is shown on the following
pages.
Page 62
ASSEMBLY OF SCREED EXTENSION
1. Run a ½ " NC tap through the screw holes for
strike-off plate to clean out paint and dirt.
(The special screws are not locally available.)
5. Install the two Adjusting Bolt assemblies
using
* a hex nut above the bracket and one below.
2. Install the Support. Tighten the two flat-head
* socket screws.
6. Run a ½ /2" NC tap through the screw hole in
each Adjusting Bolt assembly to clean out
paint and dirt.
3. Install the Bracket and the Height Gauge.
7. Install the Strike-Off Plate using all of the
special parts shown in Illustration 8, arranged
exactly as shown! Tighten Shoulder Screws.
4. Install a Gauge Pointer on each of the two
Adjusting Bolts.
8. Arrange the Seal and the three Washers on
each Shoulder Screw as shown above
Page 63
ASSEMBLY OF SCREED EXTENSION - cont.
9. Install the capscrews which attach the Strike* off Plate to the Adjusting Bolts. Tighten the
screws.
11. Use gauge tool to check accuracy of Gauge
and Pointer read-out when strike-off plate is
raised.
10. Adjust Strike-off Plate flush with screed extension bottom, then adjust Gauge zero (0) even with
top of Pointer.
12. Install the Back Cover. Tighten the screws.
INSTALLATION OF SCREED EXTENSION
1. Remove Screed Plate.
3. Set extension with bottom tight against and
nearly flush with screed bottom. Make up approximate shim packs for top bolts.
2. Remove Plate from heat duct.
4 Install the four bolts in the lower positions.
* Draw up a loose tension. (finger tightness)
Page 64
INSTALLATION OF SCREED EXTENSION - Continued
5
Suspend screed on its safety cables. Check
across the two bottom surfaces with straight
edge to align flush.
6. Adjust the two shim packs to align the bottom
surfaces and draw all six bolts very tight. Recheck
alignment.
7. Re-check alignment.
8 Fit Moldboard Extension into place between
strike-off plate and extension.
9. Install bolts and tubular spacers.
10. Add shims at all top bolt positions as necessary
* to align the moldboard and the moldboard
extension. Tighten all three bolts.
11. Use a straight edge and adjust the extention
strike-off plate exactly in line with the adjacent
strike-off plate
12
Install the Heat Duct Deflector whenever an
extension longer than 1 foot is added. For 1 foot
extension leave duct cover plate off.
Page 65
INSTALLATION OF SCREED EXTENSION - Continued
13. Install screed plate. Use hex head screws at rear
and flat head screws at front, where the side plate
requires clearance
14. Install the extension cover
Extension With Adjusted Shim Packs Attached
Figure 30
IMPORTANT! When extensions are removed from the screed always attach the correct shim pack at the
correct point of use so that you will nlot have to delay the job by re-figuring the two packs. Merely use the
former shim pack and the alignment will be correct. (See Figure 30).
When more than one extension is used at one end of the screed, be sure to mark each extension for reinstallation in the same order as before. Mark the extension attached to the screed as No. 1, the second from
the screed, No. 2, etc. This will keep the adjusted shim packs correct for straight bottom alignment.
The bottom of an outer extension should be checked for wear frequently particularly when over lap paving
is done. An extension is always recommended for use at the point of overlap so that the short length of
bottom section will absorb the extra wearing tendency of the overlap operation.
Page 66
Cut-away Of Screed Showing Heating System
Figure 31
Cross-section Showing Heat Flow Thru Screed
Figure 32
SCREED HEATER
The fuel oil or LP gas fired screed heating system is switch operated at the burner unit. Fuel ignition is
automatic and fan operation is continuous. The fan forces the hot fumes of combustion downward through the
flame chamber and into a distributor duct which extends to each end of the screed. The heat passes across the
entire screed bottom surface, then travels upward through the curved hollow moldboard assembly to vents
along its upper edge.(See Figures 31 and 32).
The main purpose of the heater is to raise the temperature of a cold screed to approximately 3000 F.
before first contact with the hot asphalt mix. This assures a non-sticking flow of material along the moldboard
and screed bottom and imparts a smoother more uniform mat surface texture. When paving begins the heater
is usually shut off, as the hot asphalt material will normally maintain the proper screed temperature.
If material delivered to the paver hopper has cooled too much, the surface texture of the mat may be
improved by running the screed heater. The excessive cooling of material may be caused by delays in hauling,
however, if the material was dumped into the truck at too low a temperature a correction must be made at the
mixing plant to restore efficient production of a high quality mat.
The temperature recommended for material delivered to the paver is 2500 F. minimum when medium and
high penetration asphalt is used. The minimum is 3000 F. for low penetration (40 to 50) asphalts. Many mat
defects can be caused by incorrect material temperature at the time of paving.
Usually a screed bottom will be heated sufficiently by running the heater for 20 to 30 minutes. When the
screed is hot enough, close the burner fuel valve but leave the switch at ON to keep the blower motor running
for at least 15 minutes to dissipate the heat. On oil fired units also open the vent door at the top to speed the
cooling. Excessive heat can cause the screed to warp. Do Not Heat the Screed Above 3500°!
IMPORTANT: When specifications require heat on the material at all times the
heater should be set as low as possible.
A check for accumulation of asphalt in the heat vent holes the moldboard can be made by placing a hand
near these openings behind the top of the moldboard and checking the full length for even exhaust of warm air.
These vents become plugged when material is carried too high over the conveyor screws and falls between the
moldboard and backing plate. A stiff wire can be used to clean small accumulations of material, or the
moldboard can be removed for cleaning.
Periodically remove the screed plate as described in the Maintenance Section 11 and clean the inside of
the screed plate and heat duct of all asphalt, sand the fine material which has sifted in over a period of time.
Failure to keep the inside of screed plate clean will cause uneven distribution of heat to a cold screed and
consequently lead to tearing of the mat surface when the paving operation begins.
Page 67
Rear View Of Screed And Burner Assembly
Figure 33
12VDC SCREED HEATER OPERATION AT
ENGINE IDLE SPEED
12 VDC screed heater system can be put into operation as soon as the paver engine is running at Idle
speed for warm-up. This permits the simultaneous warm-up of both engine and screed in preparation for
paving.
At the end of the paving run when the paver is to be spray cleaned and lubricated with fuel oil, the engine
speed can be reduced to Idle while the screed heater motor is being used to operate the fuel oil pump.
PULSATOR AND COIL
The 12 V.D.C. ignition system for the oil fired screed heater includes a pulsator unit which interrupts the
flow of D.C. current to the ignition coil in order to create a sparking at ignition electrodes. The pulsator is
mounted inside the box which houses the auto. transformer for the right hand vibrators. (See Figure 33)
The ignition coil is mounted on the inner side of the fuel oil pump and fan housing, under the heater
cover. (See Figure 35)
CIRCUIT BREAKER FOR 12 V.D.C. SCREED
HEATER SYSTEM
A burner system power switch on the instrument panel is also the circuit breaker for the system. If the switch
trips to OFF automatically during operation, look for the cause of the overload before re-setting.
A second burner system power switch for ground level accessibility is located on the R.H. junction box for
the screed. (See Figure 33)
A third switch in the screed heater system is described in the following paragraph.
SOLENOID VALVES
Two solenoid operated shut-off valves and a selector switch are used to direct fuel oil flow to burner or to
spray nozzle. A manual shut-off valve is provided in each feed line. They are intended as positive shut- in
case of eventual solenoid valve leakage. Normally they should remain fully open. The toggle type selector
switch has three positions - OFF, BURNER & SPRAYDOWN. (See Figure34)
Right Side View Of Burner
Figure 34
Page 68
Exploded View of Screed Heater
Figure 35
TO OPERATE SCREED HEATER (OIL FIRED)
1. Set engine operation at idle speed.
2. Close air vent cover & adjustable air damper.
3. Open the supply tank valve. (If closed)
4. Open burner feed valve. (If closed)
5. Set solenoid selector switch to BURNER.
6. Push burner switch to ON (*) at instrument panel. Turn junction box burner switch to ON.
7. Check sight hole in flame chamber for flame.
8. Adjust air damper on burner to obtain bright, clean fire. (Approximately 1/3 to 1/2 open.)
To Turn Burner Off
1. Set solenoid selector switch to OFF.
2. Open air vent cover.
3. Run burner blower for approximately 15 minutes or until fumes and heat are dissipated in screed.
4. Turn junction box burner switch to OFF (*). Pull instrument panel switch to OFF.
5. Close air vent cover at end of day's run to prevent moisture from entering screed.
(*) NOTE: Burner will re-light quicker when switch has been at "OFF' for two or three minutes, and air
damper is closed.
Burner Nozzle & Ignition Electrodes
Figure 36
To Use Spray Hose
1. Run engine at idle speed.
2. Open supply tank valve. (If closed)
3. Open spray hose valve. (If closed)
4. Set solenoid selector switch to Spray Down.
5. Push burner switch ON at instrument panel.
6. Turn junction box burner switch to ON.
Page 69
Top View of Screed Junction Box
Figure 37
Trouble and Remedies for Oil Burner
1. No Oil Spray and No Ignition
(a) Check instrument panel switch for ON. It is also the system circuit breaker and may have tripped
immediately by an overload.
(b) Check junction box burner switch for ON.
(c) Check solenoid valve selector switch (located close to valves on RH side of burner). It has three
positions, BURNER-OFF-SPRAY DOWN.
(d) Check wiring to switches. There should be 12 volts DC at the power terminal. (Refer to electrical
trouble shooting data in Section 4.)
2. Oil Spray but No Ignition
(a) Turn burner switch to OFF.
(b) Remove burner cover and check for contact of ignition coil wire to electrode contact strip.
(c) Remove electrode assembly. Clean electrode points and insulator and determine if insulator is cracked
or broken. Check setting of electrode points to specifications in Figure 35.
(d) Check wiring from switch to pulsator and from pulsator to coil. (Refer to Electrical Section 4.)
(e) Re-install electrode assembly in burner. Install cover. Turn burner switch to ON. If there is still no
ignition, check pulsator. (Refer to Burner Electrical System Troubleshooting Instructions in Section 4.)
3. Ignition but No Spray from Burner Nozzle
(a) Be sure hand valve in burner fuel line is open.
(b) Check fuel oil tank for level. Be sure sediment filter element is not plugged.
(c) Turn burner switch ON and make sure fan is running. Turn solenoid selector switch to SPRAY DOWN
and squeeze spray nozzle lever to see if normal spraying occurs. (Be sure hand valve in hose line is
open.)
(d) If normal spraying occurs turn switch to BURNER and check at burner solenoid wire terminals for 12
VDC with voltmeter. If no voltage, the toggle switch or wiring is faulty.
(e) If 12 VDC is present, turn switch to OFF. Disconnect burner fuel line at shut-off valve. Hold a container
in such a way that a spurt of oil can be safely caught. With pump running, jog switch to BURNER
position. If no oil spurts into container, solenoid valve is inoperative.
(f) If oil spurts from valve, re-connect fuel line. Clean burner nozzle and the strainer ahead of it.
Note: Pump must develop 100 PSI pressure in feed line for proper operation.
Replace pump if gauge installed in feed line does not show 100 PSI.
Page 70
SCREED VIBRATORS
The electric vibrators on the screed which help with the initial compaction and smoothing of a high density
mat are operated by toggle switch
Figure 38 Adjusting Screed Vibrator Intensity
from the control console. The vibrators will only operate when the paver is at full throttle and either
Track Switch is in the Travel position . This prevents extra compaction in one place on the mat when the
paver is temporarily stopped. (Note: Vibrators can be test-operated when paver is not moving by first moving
the clutch lever on the side of the engine housing to DISENGAGED position. Transmission must be in
FORWARD.) The operating intensity of each unit can be varied to produce more or less vibration. An
adjusting knob is located on the variable transformer connected to each vibrator (See Figure 38). A
recommended start-up setting is 3/4 of the range between zero and the highest dial marking.
SCREED MAINTENANCE
It is important that the screed be kept in good condition so that wear, looseness, or breakage of parts does
not begin to produce poor paving results before a noticeable defect exists. The hand wheel assemblies which
adjust the screed angle must be kept in good condition. Crown adjustment and spring hanger bolts must be
kept tight. There are numerous places where wear can be compensated by shimming and adjusting. See
Maintenance Section 11 for details.
Screed Bottom With Crowning And Pull Arms
Figure 39
QUICK-CHANGE SCREED BOTTOM:
The asphalt finishing surface of the full floating screed should be kept in good condition. The quickchange
bottom features makes replacement of this vital part relatively easy. If all paving is done with the correct
adjustment of the pull arm "pull-point" and strike-off, and without extensive bridging when mat overlap is
required, the screed bottom will wear uniformly.
If either the leading or trailing edge does wear first, the bottom can be reversed to interchange the leading
and trailing edges.
Always replace the screed bottom before it wears completely through!
Quick-change Screed Bottom With Frame And Crowning Arms
Figure 40
Page 71
SECTION VIII
Operating the Paver
Paving with Operator in Right Hand Seat Position
Figure 1
CONTROL SWITCHES
Movement of the paver and all paving function is controlled from the operator's console (See Figure 1).
This electrical unit is mounted on a support which can be picked up and shifted from one side of the paver to
the other along with operator's seat. The electrical cable is long enough to reach both positions. All of the
operators controls are toggle switches except the main clutch and the transmission shift levers. The individual
switch functions are follows: (Refer to Figure 2).
1. Horn Switch: Used mainly to signal truck drivers and crew members. The horn switch is two position;
ON-OFF with spring loading to OFF.
2. Duo-matic Switch: Used as main power switch for automatic screed control system (when purchased).
If the system is not supplied the switch is not connected.
3. Throttle Switch: Adjusts engine speed to the following,
(a) Idle speed (center position)
(b) Immediate full throttle (forward position)
(c) Gradual full throttle if travel switches are in TRAVEL position so that a Soft Start of paver
movement occurs (rear position). The switch has three positions; FULL-IDLE-SOFT START.
4. Vibrator Switch: Starts and stops screed vibrators used for initial compaction, if the paver is moving
forward.
The switch has two positions; ON-OFF.
5. Track Switches (Right Hand and Left Hand): Engage electric clutches in paver track drive system
and electric brakes. Each track has its own control switch so that the paver can be turned by operating only
one track drive. The machine pivots on the opposite track. If an abrupt turn is to be made the switch for the
pivot track can be
Operator's Control Console
Figure 2
Page 73
moved to the BRAKE position and the paver turns sharply. If both switches are moved to the BRAKE position
the paver stops instantly. In its center position the switch is OFF. Each switch has three positions: TRAVELOFF-BRAKE.
6. Screed Lift Switch: Raises, holds, or lowers screed assembly by hydraulic power. In the center
position, the screed position is held hydraulically locked so that no downward creep can occur. The switch is
three position; UP-HOLD-DOWN with spring return to HOLD.
7. Feed Switches (Right and Left Hand): These two switches individually start and stop each pair of
combined slat and screw conveyors which feed material ahead of each half of the screed. Conveyor operation
can be controlled manually with the operator observing the amount of feed, or it can be done automatically
using two auxiliary "feeler switches" which are operated by material build-up near the ends of the screws. Each
type of operation engages or dis-engages the electric clutches which drive the conveyors. Each switch has
three positions; MANUAL-OFF-AUTOMATIC.
Adjustable Material Depth Control Switch
with Feeler Arm - R.H. Assembly Shown
Figure 3
NOTE: The conveyors will not run unless the paver transmission shift lever for travel direction .is in the
FORWARD position. (See Figure 4) A limit switch actuated by the transmission opens the conveyor electrical
circuit when the paver is shifted for reverse travel.
Main Clutch and Transmission Shift Levers
Figure 4
8. Hopper Wing Switch: The two hopper wings are raised or lowered by operation of this toggle switch. It
controls valves in the hydraulic system which direct the action of two hydraulic cylinders connected to the
wings. The wings are raised when material at the sides of the hopper needs to be moved toward the slat
conveyors. The switch is three-position; UP-OFF-DOWN, with spring return to off.
(NOTE: The movement of hopper wings is normally irregular because a single hydraulic pressure line
powers both cylinders and the wing offering the least resistance moves first).
9. Truck Hook Switch: Used as control switch for hydraulically powered truck hook system (when purchased).
If system is not supplied the switch is not connected.
10. Screed Heater Switches:
Three switches are used to control operation of the oil fired screed heater and oil spray-down unit which is
mounted on the screed.
The burner pump and fan motor is controlled by the burner power switch and circuit breaker on the
instrument panel, and the ground level burner switch on the screed junction box.
The selection of burner operation or oil spray for clean-up and lubrication is made by setting the 3-position
toggle switch on the side of the burner housing. The switch has three positions, OFF - BURNER - SPRAY
DOWN. It controls two solenoid operated valves in the fuel oil distribution lines.
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Three small hand-operated shut-off valves in the fuel oil distribution lines are provided as positive shut-off
means in the event of leakage through solenoid valves, etc. They are normally open.
See Screed Section 7 for screed heating and fuel oil spray details.
PRE-START CHECK (DAILY REQUIREMENT)
Before starting a paver for a regular run the operator should check the following details personally.
1- Engine oil level. It will be somewhat below hot oil level, (Dipstick gauge).
2 - Transmission oil level (14" on Dipstick).
3 - Engine fuel level.
4 - Coolant supply. (Radiator).
5 - Hydraulic fluid level (Reservoir sight gauge).
6 - Battery water level.
7 - Screed Heater fuel level.
8 - V-Belt Tightness and condition.
9 - Engine air filter condition. (Especially Diesel.)
10 - Air Filter Hose for loose clamps or leaks.
Before starting a paver for a regular run, the operator should make sure that the following requirements
have been attended to:
1 - Oil level in both transfer cases is adequate.
2 - Grease fittings have been attended as recommended for daily lubrication requirement.
TO START ENGINE:
The following procedure is recommended for start-up of a paver in preparation for a paving run.
1 - Disengage main clutch.
2 - Turn main control key switch to ON.
3 - Set both Track switches to BRAKE. Set all other switches on console to OFF.
4 - Start engine by turning and holding the key switch to ON. (Also see Engine Operator's Manual).
5 - Check to make sure the transmission oil pump is operating in the following way:
(a) Look at the oil line Sight Glass on the top of the transmission. (Section 3, Fig. 10) With the main
clutch disengaged and the transmission pump not turning the sight glass will be clear, indicating no oil flow.
(b) Engage the Main Clutch.
(c) Look at the sight glass to be sure it is darkened by the oil flow which indicates that the pump is
working properly to lubricate the upper gears and bearings of the transmission.
Selection Plate for 24-Speed Transmission
Figure 5
PAVER TRAVEL (NOT PAVING)
With the engine idling and main clutch disengaged;
1. Move both Track Switches to BRAKE position, and Follower Switch to OFF position.
2. Set the three transmission levers to produce the speed and direction of movement you wish. (If gears
do not mesh, jog main clutch and try again).
(a) Range Lever - #1 (slowest) through #4 (fastest).
(b) Direction Lever - Forward or Reverse.
(c) Speed Lever - #1 (slowest) through #6 (fastest).
3. Engage main clutch.
4. If slow movement is desired, as for unloading the paver or moving through a narrow area, leave the
Throttle Switch at idle and move the track switches to TRAVEL. Steer the paver by moving the switch of the
pivot track to OFF or BRAKE depending upon how sharp a turn is needed.
5. When fast movement is desired, move the Throttle Switch to SOFT START and move both Track
Switches to TRAVEL. Steer the paver by moving the switch of the pivot track to OFF or BRAKE depending on
how sharp a turn is needed.
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STOPPING PAVER
A paver is normally stopped by moving both Track Switches to the OFF (center) position. If an emergency
stop is required, move both track switches all the way forward to BRAKE position. CAUTION! An operator
should be braced for sudden stoppage if brakes are applied when the paver is moving at top speed.
PARKING AND HAULING PAVER - IMPORTANT!
When a paver is to be parked on any degree of slope, both tracks should be adequately blocked at the
downhill end to prevent downhill movement! The electric brakes should not be used as parking brakes!
When a paver is loaded for transport, regardless of distance to be moved, both tracks must be blocked
adequately at each end, or the paver chained down to prevent it from rolling. Do not rely upon the electric
brakes to hold a paver during transit.
ANGULARITY RESTRICTIONS
The constant need for proper engine lubrication makes it necessary to restrict the slope at which the paver
may operate. These restrictions which are imposed by the engine manufacturers are as follows:
1. Paving Uphill (See Figure 6) - Do not exceed a 53% slope (28°).
2. Paving Downhill (See Figure 7) - Do not exceed a 36%o slope (20°).
3. Paving With One End of Screed Elevated (See Figure 8) - Do not exceed a 57% slope (30°).
NOTE: The angularity shown represents the engine operating restriction only! If a paver is to operate
near this slope limitation some satisfactory method of holding the paver on the slope must be devised by
the owner.
CLEANING PAVER
It is important that the paver be thoroughly cleaned at the end of each day's operation. A long spray
nozzle hose is attached to the heater fuel oil supply valve and will reach any part of the paver for spray
cleaning and lubricating. (See Figure 9. Refer to Maintenance Section for details.) Every time the paver is
cleaned, the tracks should be sprayed with fuel oil. There is enough lubricant in the fuel oil to keep the track
pins from rusting and binding.
TIGHTENING NEW TRACKS
IMPORTANT ! A new paver or one having a new set of tracks will require daily tightening of the tracks
until all link pins have "worn in" and stretching of the track no longer occurs. When this initial stretching
stops it will only be necessary to check and tighten the tracks occasionally. (See Section 11)
Figure 6
Figure 7
Figure 8
Cleaning paver with Screed Heater Fuel Spray Accessory
Figure 9
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OPERATING CAUTION
When a paver has been out of service for a lengthy period, such as during the Winter months, be sure to
clear the hopper of all items such as shovels, tools, and personnel before starting the engine! Under
certain conditions rust will build up on feed clutch surfaces to the extent that slat and screw conveyor
movement will take place even when both Feed Switches are OFF. As soon as the rust wears away, operation
becomes normal. Always start the paver after a long shut down with the main clutch disengaged, track
switches at BRAKE, both Feed Switches OFF, and the hopper cleared.
Main Electrical Panel
Figure 10
REVERSING DIRECTION OF SLAT CONVEYOR TO RELIEVE JAMMED OBJECT
1. Remove cover of main electrical panel on the front of the engine to expose the paver wiring. (See
Figure 10)
2. Connect a jumper wire between terminals No. 45 & No. 46 at any convenient point. (This eliminates
the function of the limit switch on the transmission.)
3. Start the engine and run at IDLE speed.
4. Shift the transmission Direction Lever to REVERSE. (The limit switch opens but the circuit remains
unbroken due to the jumper wire.)
5. Move the appropriate console switch for the conveyor involved to the MANUAL position just long
enough to move the slat conveyor in the reverse direction and release the jammed object. Do not run it longer
so that the chain starts to ride-up on the sprockets due to reversed tension. The slat bars can also catch on the
return rails if the chain happens to be quite slack.
6. Stop the engine. Shut-off all power and remove the jumper wire.
VIBRATOR OPERATION WITH PAVER STOPPED
Whenever it is desirable to operate the vibrators when the paver is stationary, proceed as follows:
1. Disengage main clutch.
2. Shift transmission into FORWARD gear. (This will close the circuit limit switch.)
3. Set engine throttle switch to FULL.
4. Set one of the two track switches to TRAVEL.
5. Set vibrator switch to ON.
IMPORTANT! When test operating the vibrators, set the screed bottom on a flat surface with no
stones or similar objects under it so that the bottom is not scored and scratched as the bottom
vibrates.
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BURNISHING TRACK CLUTCH & BRAKE FACINGS TO IMPROVE PERFORMANCE
The facing material on the two electric track clutches and on the two electric track brake assemblies can
become glazed from operation so that excessive slippage occurs. Poor clutch operation will result in both R.H.
& L.H. drives slipping, or in one track consistently failing to keep up with the other so that an abnormal amount
of steering is required to maintain a straight course.
Poor brake operation will result in an inability to hold position on uphill paving run.
When poor performance of a clutch or brake is suspected, the unit in question should first be 'checked for
armature "hang-up" on the drive pins, oil on the friction faces, improper electrical function, or worn-out friction
faces. (See details of dimension checking in preceding paragraphs.) Slippage can also be due to an overload
condition. The drive train and tracks should be inspected for mechanical binding.
If none of the above factors seem to be the cause of clutch slippage, the performance of the clutches may
be improved by carrying out a burnishing operation to remove "glaze" from the friction surfaces. (The same
effect cannot be obtained by using a solvent, as during an oil removal effort, nor by "roughing-up" the friction
surfaces by hand!)
Burnishing Track Clutches
(1) Move paver to where center of main frame front edge is in direct contact-with a suitable immovable
object, which can safely withstand the full force of paver drive power. IMPORTANT! Be sure that no truck hook
or other part of the paver will make contact and be damaged by the full force of the paver drive. The tracks
should be resting on hard dry soil or other dry surface which will not break-up or be badly damaged by the full
force of the paver drive.
(2) When paver is in place, arrange electric system so that brakes will be on when the Track switches are
at the Travel position. (For early model paver brakes the brake coil must be energized. For pavers with
electrically released brakes the coil must be de-energized.)
(3) Arrange track speed controls for high speed travel.
(4) Move the track switches to the center position (neutral).
(5) Move throttle switch to Full position.
(6) Intermittently move one track switch to Travel position then back to neutral so that the clutch is
momentarily engaged and the clutch surfaces heat-up rapidly to above their normal operating temperature.
(150 F - approx.).
IMPORTANT! The clutch should not smoke from intense heating.
Repeat this procedure on the opposite track. After both clutches have reached the elevated temperature
continue the procedure for at least five minutes at a slower rate so that the temperature is maintained but not
exceeded. Both clutches are then burnished at the same time by alternate switch actuation.
Burnishing Track Brakes
(1) Arrange track speed controls for high speed travel.
(2) With track switches at Brake position, move throttle switch to Full position. When engine is warmed up
for operation move both track switches to Travel and when paver has attained its maximum forward speed,
move one track switch to Brake then back to Travel as quickly as possible. When this is done fast enough, the
brake does not "grab", but
does make sufficient contact to the heat surfaces.
Caution! The operator should however, be braced for sudden deceleration.
Repeat this procedure until the brake is hotter than during normal operation (I 500 to 2000 F) but not
smoking. Then repeat the same burnishing effort on the opposite brake.
(NOTE: If this procedure presents a problem, the same effect can be obtained by blocking-up the paver
so that both tracks are completely off the ground, and there is no actual paver movement).
(3) When the brakes have cooled completely, test paver steering to see that normal operation of the
brakes has been restored.
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SECTION IX
PLANNING THE PAVING JOB
PLANNING THE PAVING JOB
The careful planning of a paving job is essential to fast, efficient, and low cost operation. Some of the
planning factors related to general paving are covered in the following paragraphs:
(a) Material Delivery - The steady delivery of hot material to the paver will often have a bearing on how
a multiple width mat will be divided. The accessibility of roadway to the delivery trucks could possibly override
the advantages gained by laying portions of the mat in the more desirable way from the standpoint of paver
operation.
(b) Two or More Different Mat Widths - When two or more mats of different widths are laid, the narrow
mat which requires the use of a cut-off shoe should be laid first. The final mat can then be laid at full screed
width without the complication of cut-off parts.
(c) Matching One Mat to Another - When matching one mat to another use a 6" or 1 foot screed
extension on the joining end. This will provide a small separate screed bottom surface to absorb the extra wear
that occurs when the slight overlap for matching is made. The extra wear would otherwise take place on one
tip of the long screed bottom and destroy its uniformity.
(d) Straight Center Crown Requirement - When it is necessary to maintain a straight crown in the
middle of a wide multiple mat roadway, it is best to lay the crown section first, then match the adjoining mats to
it.
(e) Narrow Roadways requiring Multiple Mats When planning to pave a narrow roadway which does not
have a shoulder area for screed overhang past the cut-off shoe, pave the narrow mat first with the screed
overhang on the inside. If this road is to have a crown, the cut-off will be made at the center for both mats with
the shoe actually riding on the first mat when the second mat is laid.
(f) Overlapping Mats - Do not overlap mats extensively unless it is required. If required, keep the
overlap to the minimum requirement. Excessive overlap can cause a bridging and tearing of the mat. If a
large overlap is required use a cut-off shoe to block material from coming too far under the screed in the
overlap area. It is the excess material allowed to build up under a screed that eventually supports the end of
the screed to cause bridging and holes in the mat. It also causes very rapid wearing of the screed bottom in the
area that is supporting most of the screed weight.
(g) Maximum Stone Size in Material - The intended mat thickness must be at least 11/2 times the
dimension of the largest stone size in the material. Fewer problems will be experienced if the mat is twice
or three times thicker than the largest stone dimension.
Example: If the roadway specification calls for a 3" thick rolled mat, the largest stone used in the material
should not exceed 11/2" to 2"! If 1" stone can be the maximum size it will cause fewer problems than the
larger stone.
Positioning Screed for Paving Start-up
Figure 1
PAVING
(a) Move the paver into position so that the steering guide marker is aligned and the screed can be
lowered to the exact point at which the mat is to begin. Move both Track Switches to the BRAKE position when
the paver is in place.
(b) Make a careful check of the screed to make sure it is ready for paving. Extensions, cut-off shoes,
etc., should be properly installed. Crown adjustment should be checked with stringline as a start-up setting.
Strike-off should be accurately measured and adjusted.
(c) Set wood support blocks under the ends and center of the screed at the correct mat thickness
height and level for proper screed take-off when paving begins. With engine at full throttle unhook screed
safety cables and lower screed to blocks allowing both lift cables to go completely slack before moving screed
lift switch to center (HOLD) position.
(d) Raise each hopper gate to the 1/4 open position for start-up. When paving starts adjust them as
necessary. See Figure 4.
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(e) For manual adjustment of mat thickness control, turn each handwheel until no load is felt on the
screw. Turn the handwheels clockwise until a load is felt, then turn them an additional 1/3 revolution in the
same direction to set a slight screed angle for start-up.
(f) Make a visual check of engine speed by reading the Frequency Meter. If the engine speed is
holding at 2000 RPM the frequency will be steady at 61 cycles (Adjust engine speed governor if necessary to
obtain this reading).
(g) Set throttle switch at IDLE and engage the main clutch.
(h) With engine at IDLE speed, start screed heater. Heater should run from 20 to 30 minutes in order
to bring the temperature of the screed bottom to approximately 3000 F. CAUTION! Do not heat the screed
above 3500 F as warping can result.
(i) When screed temperature is satisfactory move solenoid valve selector switch to OFF position. This
will allow burner fan to dissipate the heat. Also open upper vent door.
(j) When intense heat is eliminated stop fan motor by turning junction box burner switch to OFF.
(k) Disengage main clutch.
(l) Shift transmission Direction Lever to FORWARD.
(m) Shift transmission Range Lever and Speed Lever to produce the paving speed selected. This
selection should be based primarily on the rate at which hot material can be delivered to the paving site. A
chart showing paving speeds for 1" mat thickness, as related to tonnage of material required, is shown near the
end of this Section. (New operators should use slow speed for gaining first experience).
(n) Set both Track Switches to BRAKE position.
When the first truck arrives with material, the paving operation can be started as follows:
(o) Have truck back-up to within 1" (approx.) of the paver push rollers.
IMPORTANT! The trucks should never be allowed to bump the paver, as this will cause marks on the
finished mat as paving progresses.
Using Guide Marker, Reference Line and Cut-off Shoe
Figure 2
Have the trucker set his brake so that the truck will not roll away from the paver when the material is
dumped. IMPORTANT! Do not allow material to be spilled in front of the paver. If this occurs, shovel the
spillage into the hopper. Do not attempt to bulldoze it with the front of the paver! Material will jam up the
return side of the slat conveyors and pack into the track links. If material is left in front of the tracks it may
cause waves in the mat.
(p) Dump material Into Paver Hopper.
(q) When ready to pave, engage master clutch.
(r) Set engine Throttle Switch to FULL position.
(s) Move both Feed Switches to the MANUAL position. When the slat conveyors have fed the material
to the spreader screws and it is spread across the full length of the screed to the proper depth, move the Feed
Switches to OFF.
(t) Set Vibrator Switch to ON. (Vibrators will not start until paver moves forward. Adjust the four
Vibrator Intensity Control Knobs on the transformers to about 3/4 range to start. When some mat is laid readjust the vibrator intensity for the best mat surface appearance. Once properly set, little or no additional
adjustment will be necessary).
(u) Set engine throttle switch to SOFT START position.
(v) Set both Track Switches to TRAVEL simultaneously to start paver movement and operate the Feed
Switches manually to keep the material spread ahead of the screed.
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(w) Correct the direction of paver movement by moving 'the Track Switch of the pivot track to OFF
momentarily.
(x) After some experience is gained with manual feed control, set both Feed Switches to AUTO. and
observe the level of material maintained by the two depth sensors. If necessary, stop paving and re-set each
sensor by loosening the control arm and sliding it inward or outward to maintain a different material height on
the screws.
Adjusting Right Hand Hopper Gate
Figure 3
MATERIAL CONTROL
Adjust hopper gates, Figure 3, so the material flows almost constantly to the spreader screws. The
spreader screws should be kept a little more than half covered with material (Refer to Material Feed,
Section 6)
(1) The ends of the spreader screws should not be filled too full. This causes the material to pack
against the end plates and in some cases may spill over the sides. IMPORTANT: When operating with
automatic feed control, never starve the screw conveyors to the extent that there is not enough material in
the screws for the cut-off switches to operate. It is important to check to see that material does not build up in
switches and control arms, causing improper operation. KEEP CLEAN AT ALL TIMES.
(2) When too much material is carried in the spreader screws, excessive wear will occur on the screws,
and the material will spill over the end plates and screed moldboard.
(3) When operating under manual control the operator will have to watch the material level across the
length of the screed because uneven or excessive amounts of material cause a poor appearing and wavy mat.
ADJUSTMENT OF HOPPER GATES
The material gates, Figure 4, located to the rear of the hopper, control the flow of material to the spreader
screws.
(1) Gates should be regulated so that the spreader screws operate 80% (minimum) of the time.
Comparison of Gate Height to Material Feed
Figure 4
(2) When bleeding out material on one side of paver, the operator should and may have to adjust the
gate on that side to increase the amount of material flowing to the spreader screws. Switch from automatic to
manual feed.
OPERATING SUGGESTIONS
(1) Mat Thickness - The screed man should check the depth being laid at each side of the mat and
make whatever adjustments necessary to maintain a uniform depth of mat.
(2) The adjustment of the screed control should not be made too rapidly. The screed should always be
allowed to seek the new level of operation.
(3) The operator should make sure that the proper amount of material is being fed to the spreader
screws.
(4) The operator should check the speed the paver is traveling. The paver should move fast enough to
lay the material without delaying the trucks, and not so fast that he has to wait for trucks.
(5) The operator should never run the slat conveyors out of material and starve the spreader screws,
but he should allow the hopper to empty out to some extent before the next truck dumps its material.
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(6) When controlling the paver, the operator should be careful not to push either right or left toggle
switch all the way forward. This would apply the brakes and cause over correction and an impression on the
finished mat. Quickly dis-engage and re-engage track clutches as many times as becomes necessary to
correct the direction of paver movement.
NOTE: One of the most common mistakes made by a new operator is overcontrol in steering. A quick snap of one switch to OFF is all that is necessary to
correct the direction of the paver.
(7) IMPORTANT: Clutches should be inspected after the first week of operation and every 30 days thereafter.
Selecting Proper Operating Speeds
The paver should not travel any faster than necessary. The operation should run smooth at all times.
Even though the paver will travel at speeds that exceed the production of the mixing plant, the operator will not
gain by running at the faster speed. Always operate at a constant speed, and let the production of the mixing
plant determine this speed.
If necessary higher paver speeds can be used to expedite the unloading of a backlog of trucks which may
be caused when the paver is making a joint or similar time-consuming operations.
(1) Operating Speed Ranges (Refer to Material Feed, Section 6)
When operating at high speed ranges, it may be necessary to adjust the rheostat controls for the screed
vibrators; increasing the amplitude of the two outside, middle, or all four vibrators.
Correct operating speed of paver should be selected to handle the output from asphalt plant without long
delays between trucks
(2) Job specifications may determine the paver speed.
Laying a Wide Mat
When the paver is required to lay mats of extreme widths or an extra deep mat, the following adjustments
and changes must be made.
(1) Make sure screed plate extensions and screws are assembled according to recommended
procedure. See Installation Of Attachments, Section 7.
(2) Measure screw conveyor diameter, and weld screw up to its original diameter (14" Standard Auger)
if necessary. Also, check paddles on screw conveyor (14" Diameter standard, and reweld if necessary.
(3) Check to make sure strike-offs are positioned correctly on front of screed plate. THIS IS VERY
IMPORTANT. (See Screed Section 7.)
(4) Usually it is necessary to lower the gates to feed more material to the ends of the screed.
(5) Install material retaining plates, so that spreading screws readily move the mix to the outer ends of
screed. This keeps a full supply in front of the screed extensions, rather than letting it flow away from in front
of the screws. Also, with retainer plates it is possible to maintain a low but uniform level of material in the
moldboard area, and consequently better movement off the moldboard into the screws and better operation of
the automatic depth sensors.
CAUTION: Avoid too much material in spreader screws as excess material
will not roll off the moldboard efficiently. Adjust depth control feelers to
maintain desired level of material.
CROWN ADJUSTMENT
Some of the conditions that can be corrected by proper front crown adjustments are loose edges with
sandy streaks in the center of the mat, or tight edges with a marking in the center of the mat. (See Figure 5)
Loose mat edges for approximately the last 18" on each side, and a tight sandy center strip indicates too
much crown. To correct this condition, back off the front crown adjusting nut until the front crown is only 1/16"
greater than the rear crown or less. Then
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Edges Loose - Decrease Front Crown
Center Loose - Add More Front
Crown
Effect of Crown on Mat Uniformity
Figure 5
add front crown by turning the nut 1/6th turn at a time until the mat has the desired appearance. Adjustment
should be made slowly, waiting each time for the effects of the new setting.
Tight mat edges and a marking or looseness at the center of the mat indicates a need for more front crown.
Add crown to the front edge of the screed 1/6-th turn of the adjusting nut at a time, waiting each time for the
effects of the new setting, until the mat has the desired appearance.
The rear crown adjustment should not be changed unless a new or different degree of crown is desired in
the finished mat. Front crown adjustment does not affect the road crown, it only helps to get proper distribution
of material under the screed. The front crown must always be adjusted after the rear crown adjustment is
correct.
The initial crown settings are 1/16 to 1/8" more in the front crown than in the rear crown. For example: The
rear crown setting is for 1/4" crown in the road, therefore the front crown would be 1/16"more or 5/16”total.
Final adjustment must be made when the paver is actually laying mat. This eliminates the possibility of
crown error and enables the operator to observe the quality of the surface. If the density and texture are not
uniform, adjustment of the lead crown differential should be made to determine whether the mat can be
improved by this simple change in screed attitude.
Matching Mats
In any paving operation where two or more mats are joined together, this procedure is called matching a
joint (Figure 6). The joint may be either parallel or transverse, depending upon the phase of operation. When
matching any joint the operator should always have sufficient thickness so when the mat is rolled it will be the
same depth as adjoining mat. Extra thickness depends upon how thick a mat is being laid. Example: a 4" black
base mat may require 5" of fresh material in order to measure 4" after final rolling. A 1½ 2" mat may require
only 13,14" of material.
(1) Parallel Joints-The "CEDARAPIDS" Bituminous Paver is designed to match one mat to another mat by
overlapping the previously laid mat. The amount of overlay will depend some upon skill of the operator. (Refer
to Figure 6.) The operator should also consider the following examples when laying mats with parallel joints.
(a) Match the mats when possible before the asphalt sets up. If it is possible to do this, the roller should
be kept away from the first mat approximately 6" to 1'.
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Then roll the joint when rolling the second mat.
(b) When laying one mat some distance ahead, so that the material sets up or traffic causes
compaction the second mat should be thick enough to allow for compaction. The full width of this mat should be
rolled.
(c) When matching a previously rolled mat, allow for the compaction of the roller. The screed should
never ride on the first mat. (Refer to Figure 6)
(d) Roll the mat joint as soon as possible behind the paver.
(e) When it is important to maintain a straight crown in the middle of a wide road, it is usually desirable
to lay the middle mat first.
(f) When paving narrow roads that do not give sufficient clearance on the shoulder for the screed on
the cut-off side, the operator can lay the first mat the narrow width. When a crown is to be maintained in the
center of the road, match with cut-off shoe riding the previously laid mat.
(g) When matching one mat with another, a 6" or 1' extension should be used on the side of the
matching joint, if possible. This will allow the usual wear experienced when overlapping to take place on the
short extension rather than on one end of the screed plate.
(2) Transverse Joints-When making a transverse joint, the operator should take into consideration whether
or not the material will set up before the paver is returned to make this joint.
(a) If the joint will be made before the asphalt sets up, the roller should not roll the last two yards of the
mat.
(b) When making the joint, raise the screed and back up, so the entire screed will rest on the mat.
(c) Then lower the screed, fill up the screw conveyor with material and start normal operation.
(d) The screed should be adjusted to the same position as when this mat was ended. Screed can be
adjusted while resting on mat.
(e) When a transverse joint is being made to a compacted mat, the same procedure is followed, and
the operator should allow for the roller compaction of the new mat.
Ending A Mat
When ending a mat of asphaltic paving where a transverse joint will be made, a vertical edge should be left
to accomplish a good bond in the transverse joint.
Ending A Mat
Figure 7
There are several methods that are used to end a mat to insure a good transverse joint.
(1) One of the simplest methods used is to use a piece of paper about 3' wide and a little longer than the width
of the mat.
(a) The operator should run the slat conveyors and spreader screws until all the material is used up.
(b) Stop the slat conveyors and spreader screws. Operate screed lift enough to snug lift cables and partly
support the screed, then move the paver forward until the screed has cleared the mat.
(c) Raise the screed and move the paver forward to allow working room.
(d) Rake the material evenly across the width of the mat.
(e) Lay paper across the width of mat, Figure 7
(f) Rake the material evenly onto the paper the same thickness as the mat.
CONDITIONS ENCOUNTERED IN PAVING
The following information is designed to aid the operator when faced by various conditions that are
encountered during paving operations. While it would be impossible to cover all conditions, the following are
the most common in everyday operation.
General
Inspect the road ahead of the paver; watch for grade changes, and adjust screed thickness controls gradually
to compensate for these changes in grade.
(1) Mat thickness cannot be held to a fine measurement. Material will be thinner over high spots and thicker
over low spots. Always maintain a level surface.
84
(2) When resurfacing, specifications may call for a mat too thin to cover the high spots, thus the screed will
drag. The operator should watch for such high spots and have them bladed down be- fore paving. Extreme
trouble will be experienced if large stone has been used in the material. This is an important reason why the
mat should be at least 1 1/2 times the largest stone size.
(3) When laying a binder course on a base with holes, best results will be obtained by filling these holes
with binder ahead of the paver.
(4) Screed should be adjusted to follow the contour of intersections when laying city pavements. More
material may be required to obtain this contour.
(5) Never cover catch basins. Always decrease mat thickness if basins are lower at intersections, to give
proper slope for collecting water. When paver travels care should be taken not to hook the screed on any rigid
object which could damage the strike-off plate or other parts of the assembly.
(6) When changing to faster speeds the screed operator should make any adjustments necessary to
maintain proper mat thickness.
(7) When resurfacing city streets, the operator should watch for manholes.
(a) Mark the pavement at one side of the manhole so it can be uncovered after paver passes.
(b) When necessary, the screed thickness control should be changed to allow more material to cover
manhole.
(c) If crawler is in line with manhole, adjust thickness control to correct the rising of paver.
(d) If manhole is more than an inch high, a few shovels full of material will enable the crawler to climb
over it.
(e) When material covers manhole, it should be cleaned off before roller passes over it.
Mat Conditions
There are various conditions that will affect the finished mat or surface. These conditions are usually an
indication of improper adjustment, operation, temperature, crown or material. When these conditions are
evident, they can be eliminated by proper corrections made by the operator.
(1) Proper Crown Adjustment - The leading edge or front of the screed should be set with a crown of at
least 1/16”more than the trailing edge or rear of the screed. When making final adjustment on mat, do not turn
the hex nut more than of a turn at a time. Observe results and make further correction if needed.
(a) If the mat is loose or coarse in the center and the edges are firm, there is not enough crown on the
leading edge of the screed.
(b) If a sandy line is present in the center of the mat and the edges are loose, this indicates too much
crown on the leading edge of the screed. It can also be due to an incorrect strike-off plate adjustment.
(2) Voids in Mat - When any form of holes show up across the mat surface, these may be due to any of the
following:
(a) Material in the form of lumps that are rich in asphalt will not break up and pass under the screed.
This starves the mat.
(b) Any foreign object in the material that will not pass under the screed also starves the mat.
(c)Material partially set up due to long hauls is the most common cause of tearing. A mix that is short of
solvents also acts the same as a cold load.
NOTE: To correct this type of tearing to the
mat surface, first try to remove the cause.
When it is impossible to hold the heat in the
material due to long hauls, a higher plant
mixing temperature should be used. Also,
covering loads and insulating truck bodies will
help hold the heat. Adding heat to the screed
helps to smooth out the mat, because material
will not stick to a hot screed.
(3) Tearing of Mat Surface - This tear looks like some object has been dragging or scuffing the surface.
This is caused by material sticking to the screed and building up. Heat to the screed will generally take care of
this condition. If this condition is not cleared up by heating the screed, the screed should be raised and cleaned.
Asphalt containing excess moisture will not lay properly.
(a) If tears appear along the edges of the mat, there is too much material being forced out against the
end plate. Adjust gates and automatic feed control to cut down the amount of material in front of the screed.
(b) If the screed surface is rough, or rusty, this condition will also cause tearing. to the mat surface.
Also swab or spray screed plate at end of each day's operation.
(c) When mix gradation is low in small sizes of aggregates, the mix will cause an open- type surface
texture. When this is not desirable in the mix, a sufficient amount of smaller aggregate sizes should be added.
Page 85
(d) Always be careful not to overheat the screed when material requires a heated screed. Overheating
may warp the screed.
(4) Cracks in the Mat -When cracks show up across the mat in various places, this is caused by the
material being unworkable and dry. It is not being compacted properly under the screed. This can be corrected
by one of the following:
(a) Increase the intensity of the vibrators.
(b) Add heat to the screed or change the specifications.
(c) Screed tear marks should not be confused with roller cracks, although they are similar in
appearance. Roller cracks are the result of too much rolling.
APPLICATION OF ASPHALTIC MATERIALS
a. Equipment and Temperature Control -Whether or not a job is successful, depends in large measure
upon the way the asphaltic materials are incorporated into the road surface. Good work requires good
equipment and skillful operation.
b. Experience has demonstrated that the best results in asphalt construction are obtained when the
work is done in summer temperatures.
c. Practically all asphaltic materials are applied at higher than atmospheric temperatures, which
necessitates heating in most cases.
d. Temperature of Use - Following is a table of temperature limits which should govern the use of
various asphaltic materials. These temperatures will insure a sufficiently liquid condition for the use which each
material is to serve.
Temperature
ASPHALTIC MATERIAL
F
Asphaltic Cements . ........................................................................................................
275-350
SC-O ...............................................................................................................................
50-120
SC-1 ................................................................................................................................
80-125
SC-2 ................................................................................................................................
150-200
SC-3 ................................................................................................................................
175-250
SC-4.................................................................................................................................
175-250
SC-5.................................................................................................................................
200-275
MC-0. ...............................................................................................................................
50-120
MC-1 ................................................................................................................................
80-125
MC- ..................................................................................................................................
150-200
MC-3. ...............................................................................................................................
175-250
MC-4 ................................................................................................................................
175-250
MC-5 ................................................................................................................................
200-275
RC-0 ...............................................................................................................................
50-100
RC-1 ...............................................................................................................................
80-125
RC-2 ..............................................................................................................................
100-175
RC-3 ...............................................................................................................................
150-200
RC-4 ...............................................................................................................................
175-250
RC-5 ..............................................................................................................................
200-275
Emulsified Asphalt ..........................................................................................................
50-120
e. General Conditions Prior to Placement of Plant Mix - Plant mixtures should only be laid upon a base
which is dry, or at least free from standing water and only when weather conditions are suitable. Prior to the
delivery of mixture on the work, the prepared base should be cleaned of all loose or foreign material.
f. Spreading Asphalt Mixtures - All hot-laid mixtures should be delivered on the work at temperatures
which will permit ready, spreading without segregation of aggregate or asphalt. For several types they are:
(1) Asphaltic surface
course .........................................................................................
(2) Asphaltic concrete base
course .........................................................................................
(3) Stone-filled sheet asphalt
surface course ...........................................................................
(4) Sheet asphalt binder
course .........................................................................................
(5) Cold-laid asphalt surface
225 to 325°F
285 to 325°F
250 to 350°F
225 to 350°F
course ............................................................. 50 to -50°F
NOTE: The desired temperature should be set by the engineer for the particular mix employed. A variation of
20°F from this temperature, but within limits, may be permitted.
Temperature of Mix
(1) Mix temperature requirements will vary with the type of work being done, time of day, air temperature, type of
asphalt being used, and distance material is hauled. By temperature testing and observation an operator can learn to tell
whether the mix temperature should be increased or decreased to fit his particular job conditions.
(2) Usually the asphalt plant can produce the asphaltic mixture at temperatures below that which is determined by
the paver operator to be best. Keep the temperature of the mix at the correct point to assure good mixing and coating of
the aggregate particles in the plant as well as proper workability in placing on the road.
(3) From experience with the "CEDARAPIDS" Paver, the temperature that is usually recommended is a minimum
of 250°for the medium and high penetration asphalts and a minimum of 300°for low penetration asphalts, such as 40 or
50 penetration.
NOTE: Many mat defects can be traced to incorrect temperature of mix at the Paver.
Page 86
Silicone Additive for Hot Mixed Asphaltic Concrete
Excellent results have been obtained by adding a Silicone fluid to liquid asphalt prior to mixing with
aggregate. This additive is Dow Corning 200 Fluid 1,000 CS manufactured by Dow Corning Corporation,
Midland, Michigan. With the addition of a few ounces of this silicone into the asphalt tanks, very definite
improvement was noticed in overcoming difficulty of spreading some types of hot asphalt paving mixtures.
When critical conditions such as foaming, flushing, flatting of loads are occurring, and complete drying is
border line this silicone additive will considerably improve the laying of mix by the paver.
Basically, silicone additive improves the laying characteristics of certain type of surface, or fine aggregate
type mixes. Improvement is also noted where there is a predominance of native or natural sand materials used
in a blended state, and also where drying of fines to eliminate internal moisture is borderline. Experience to
date indicates coarse aggregate mixes (base and binder) do not respond as readily as fine aggregate surface
mixes.
No claim is made that silicones provide a cure- all for all surface course laydown problems. Silicone will not
replace drying of the aggregates but does provide some desirable reactions when critical conditions are
encountered. Usually, the two main problems observed when lay-down was unsatisfactory before adding
silicone were:
(a) Some slumping of the mix in the truck.
(b) Behavior of the Paver such as you get when there is moisture in the mix.
Both of these conditions changed to satisfactory after adding silicone. No detrimental effects to the quality of
the asphaltic concrete was found in jobs reported. They passed all standard tests. Tests were made by the
State Highway Commissions before and after treatment and mix was always within specifications.
It is important that the correct quantity of silicone be thoroughly mixed in the asphalt, and good results have
been obtained by diluting two (2) ounces of silicone in two (2) gallons of kerosene or No. 1 diesel fuel. Then
add this mixture to a 10,000 gallon tank of asphalt. This is equivalent to about two (2) parts per million (PPM)
content. Some contractors add this to the asphalt transport trucks before it is pumped into the storage tanks at
the plant. This helps provide the necessary mixing when pumped to the storage tanks. Some State
specifications require that silicone be added at the refinery and be thoroughly mixed by mechanical means.
Dow Corning Corporation definitely specifies #200 Fluid Q 1000 CS (Centistrokes) viscosity for use with hot
asphaltic mixes. Even though other viscosities are available, the 1000 CS viscosity should be used!
Iowa Manufacturing Company does not stock or sell this product, but will supply upon request the addresses
and phone numbers of Dow Corning Branch Offices, where this product can b( purchased.
Mat Surface Before Adding Silicone Compound
Compound
Figure 8
Mat Surface After Adding Silicone
Figure 9
87
Page 88
TROUBLE-SHOOTING CHART
Page 89
SECTION X
CLEANING and LUBRICATING PAVER
Cleaning Paver
It is extremely important that the paver be thoroughly cleaned at the end of each day's operation!. A
spray nozzle with 15 foot hose is attached to the pressure side of the screed heater fuel system. This permits
the operator to reach all areas of the paver which require cleaning and lubricating.
Method:
(1) Run engine at IDLE speed.
(2) Set valve selector switch to SPRAY-DOWN
(3) Push panel circuit breaker to ON
(4) Turn junction box burner switch to ON
(5) Depress hose line valve lever
Clean all parts of the paver which come in con- tact with asphalt. The track and track rollers, hop- per, slat
conveyors, spreader screws, screed, drive chains, etc. all require cleaning at the end of each day. This holds
true even if the paver was actually used only a short time. Many paver troubles can be traced to improper
cleaning! Fuel oil on the slat conveyors and tracks provides the needed lubrication which prevents rapid wear.
The spray should reach all track link pins so that there is no squeaking as the paver moves. The slat conveyors should be operated during the spraying to be sure that all of the slats and chain are reached.
IMPORTANT! Keep oil spray away from all electrical boxes,
motors, generators, starters, etc. Do not spray paver when it is
parked on an asphalt mat! Move it to the side of the road
where drainage of oil and dissolved asphalt will not damage
anything.
In addition to spray cleaning of the paver the following clean up practices should be routine.
1. Check for accumulation of asphalt in the heat vent holes along the top of the moldboard.
This check can best be made by feeling the exhaust of hot air when the heater is being operated (the upper
vents become plugged when asphalt spills over the moldboard when a material level too high above the screw
is allowed to build up. Use a stiff wire to clean out accumulated asphalt.
Cleaning Paver with Screed Heater Fuel Spray Accessory
Figure 1
2. Periodically remove the screed plate as de- scribed in Screed Section 7 and clean the interior of all
asphalt, sand, and fine material. Failure to keep the inside of the screed plate clean will cause uneven
distribution of heat to the screed bottom and possible tearing of the mat surface.
TRUCK ROLLERS
Two rollers located on the front of the hopper are lubricated before assembly and require no further
lubrication. However, these rollers should be cleaned often during operation to eliminate material build-up.
Page 91
LUBRICATION - GENERAL SUGGESTIONS
PROPER LUBRICATION:
Proper Lubrication helps obtain top equipment performance and minimum down-time from worn out
bearings. Make it a daily practice. Be sure to comply with all lubrication instructions on the following Lubrication
Chart. Do not neglect any area or detail!
TOO MUCH GREASE:
Too Much Grease pumped into bearing housings can overheat bearings and reduce their service life. Use
good judgment.
TOO MUCH LUBRICANT PRESSURE
The use of too much pressure when lubricating a sealed bearing can blow-out the soft seal ring. Once the
seal is blown, the bearing has no grease retention ability and no protection against the entry of dirt into the race
area. Rapid failure results!
When using a hand operated grease gun, stop pumping as soon as the easy stroking begins to change to a
hard pumping requirement. When using a pressurized grease system, develop a "feel" for the correct pressure
of gun against fitting for automatic pressure relief in case the bearing be- comes filled.
SELECTION OF LUBRICANTS:
Texaco Lubricants are recommended on the lubrication chart following. Use only recommended lubricants.
GOOD HABITS:
Cleanness when lubricating is vital! The grit which is always present around grease fittings and oil reserves
can destroy a good bearing surface rapidly if it is forced inside with the lubricap.
When using a grease gun, wipe the nozzle clean before use.
Wipe grease fittings absolutely clean before each application or keep them covered with the special plastic
Lubricaps which are on each paver fitting when it leaves the factory. Keep lubricaps clean while they are off the
fittings. Leave an excess of grease on each fitting.
Don't wipe it off until the next greasing. It protects the fitting.
Use grease gun with cartridge type supply unit for positive elimination of dirt and abrasive particles in the new
grease.
Plastic Lubricap for Bearing Grease Fittings
Figure 2
COLOR CODED LUBRICAPS
Lubricaps can be installed on all fittings to keep the area around the grease fittings free from dirt and dust.
This Neoprene cap is easily removed and replaced. These inexpensive Lubricaps are available in quantities
and can be ordered for placement on equipment in the field. Lubricaps are available in colors, so the customer
can establish a coding system for different types and time intervals of lubrication. Grease guns and lubricant
containers with matching color coding make correct lubricating routines easier.
Correct lubrication practices and continued use of the Lubricaps will insure the customer a longer bearing life,
as well as eliminate many hours of unnecessary down time. It is important that the lubrication requirements be
thoroughly under- stood and followed. SCHOOL YOUR LUBRICATION MAN.
Page 92
LUBRICATION DETAIL
(a) Bearing Inspection
Anti-friction bearing assemblies should be checked immediately after stopping the paver, whenever possible,
as their failure is most easily detected by a high operating temperature. If a bearing is too hot to be touched, it
is either running without any lubricant; with too much, or has failed.
(b) Transmission
The main transmission for the "CEDARAPIDS" Bituminous Paver has a capacity of 17 quarts and should be
lubricated with Texaco Multigear or Universal Gear Lubricant EP 90. It is important that the operator check for a
flow of oil through the sight gauge each day and check the level of the transmission when making general
lubrication inspections. The transmission should be flushed with Rando AA oil every 1,000 hours or seasonally.
(See lubrication chart.)
(c) Transfer Gear Cases
There are two transfer gear cases, one located on each side of the paver. Both have a capacity of 91/ quarts.
Use Texaco Multigear or Universal Gear Lubricant EP 90. The same instructions for flushing and checking
should be followed as for the main transmission. (See lubrication chart.)
(d) Hydraulic System
The system has a capacity of 10 gallons. Use Texaco Rando HD-C Oil. When filling the reservoir tank it is
important that the fluid is allowed time to flow and fill the system. Every 1,000 hours this system must be
drained, the strainer washed, and refilled with recommended lubricant. (See Section 5 for complete details).
(e) Slat Conveyor Bearings
Each of the two slat conveyors have four bearings. Two are mounted at the front of the paver and two at the
back. The lubrication of these bearings is important. They should be lubricated every 8 hours of operation with
Texaco Marfak O lubricant.
(1) To lubricate front slat conveyor bearings, remove front hopper cover plate. (See lubrication chart.)
(2) To lubricate rear slat conveyor bearings, see lubrication chart.
(f) Conveyor Drive Chains
The four conveyor drive chains should be lubricated once each week to minimize wear. To reach the chains
connecting each conveyor drive shaft to the countershafts, remove the rear deck plate on each side of the
engine. The two chains connecting the countershafts to the conveyor shafts are located directly beneath the
rear end of the engine and are readily accessible. Lightly coat all chain links with Texaco EP90 Universal Gear
Lubricant. (Also used in the paver gear cases).
(g) Track Assembly
(1) Crawler Track Link Pins - Spray fuel oil over crawler tracks when cleaning paver at the end of each
day's operation to lubricate link pins and keep them from squeaking.
(2) Paver tracks are driven from the transfer cases with heavy duty chains and sprockets, that require
cleaning and lubricating at the end of the day's operation. Remove the two rear deck plates and spray fuel oil
over the chain and sprocket using the wash-off hose from the heater fuel tank. This will normally keep the
asphaltic material soft so that it falls off during the following day's operation.
Failure to spray the chain can result in the asphaltic material building up in the chain and on the sprockets until
the chain becomes so tight it will cause the chain to break.
CAUTION: When spraying chain and
sprockets, use care not to spray the
electric clutch on transfer case.
(3) Lower roller and track roller and pivot shaft assemblies are equipped with grease fittings to lubricate the
pivot pins and each roller with Texaco Marfak O lubricant every 8 hours of operation. (See lubrication chart).
(4) Track rear sprocket or front idler - Once each year remove the fill plugs and install grease fitting. Add
Texaco Marfak O lubricant until new lubricant appears at opposite pipe plug hole. Re- move fitting and replace
both pipe lugs. (See illustrations in Maintenance Section II)
(h) Spreader Screw Bearings
All bearings for the spreader screws have grease fittings which are easily accessible and should be' lubricated
every 8 hours of operation. It is important these fittings be cleaned before lubricant is applied. Use Texaco
Marfak O lubricant. (See lubrication chart).
(i) Travel and Feed Clutches - All travel and feed clutch bearing assemblies must be disassembled and
repacked with Texaco Marfak O lubricant every season.
Page 93
(j) Screed Adjusting Mechanism and Pull Arms
Ball joint housings on screed adjusting mechanisms and pull arms are equipped with grease fittings to
lubricate the ball joints with Texaco Marfak O lubricant every 8 hours of operation. (See lubrication chart).
(k) Pulleys For Screed Lift Cables
There are two pulleys for each screed lift cable and each has a grease fitting. The fitting of the enclosed
pulley is not in plain sight. All four fittings should be greased once each month
(1) Power Unit
The diesel engine that powers the paver must be properly lubricated and maintained to insure the dependable
and smooth performance needed in a paving operation.
An individual instruction manual is provided, carefully outlining intervals of time to lubricate, clean air filter,
and change oil along with other points of preventative maintenance. More frequent replacement or cleaning of
air filter will be required in dusty conditions.
Page 94
ASPHALT PAVER LUBRICATION CHART
ITEM REQUIRING
LUBRICANT
LOCATION
LUBRICATION
RECOMMENDED
A
LUBRICATING INSTRUCTIONS
Refer to Lubrication Requirements in Engine Instruction Manual.
Keep filled to show ”on dipstick. Sight glass must show oil
flow during operation. Seasonally, drain, back-flush filter screen
EP90 Universal Gear
and case. Drain and re-fill with fresh lubricant (See Instruction
(Flush with Rando AA
Manual - Section 11 for details}.
Keep filled to level hole. Seasonally, drain, flush and re-fill with
EP90 Universal Gear
fresh lubricant.
(Flush with Rando AA
One pump of gun each day.
Marfak # 0
One pump of gun each week.
Marfak # 0
Each day spray all track pins. Spray all slat conveyor chains
Incomplete loops). Remove deck plates and spray both track drive
chains. (Use oil spray accessories from screed heater system].
Fuel Oil
F
Track Pins, Slat Conveyor
Chains, Track Drive Chains
G
Track and Feed Clutch
Bearings:
Seasonally wash out and repack bearings and lube chamber. Replace grease seals (See Instruction Manual - Section 11).
Marfak # 0
H
Track Sprockets and
Track Idlers:
Seasonally remove plugs, install temporary fitting, add grease
until fresh grease extrudes from opposite hole. Remove plugs.
Marfak # 0
Lubricant*
B
Oil)
Lubricant*
C
Oil)
D
E
Engine:
TEXACO
Main Transmission:
Power Transfer Cases:
General Grease Lubricated
Bearings and Pivot Points:
(Requiring Daily Lubrication)
General Grease Lubricated
Bearings and Pivot Points:
(Requiring Weekly Lubrication)
K
Conveyor Drive Chains:
Once each week coat all conveyor drive chains lightly.
EP 90 Universal Gear
Lubricant
*IMPORTANT NOTE:
Never mix brands of lubricant in paver gear cases. Chemical inter-action can occur to produce harmful, non-lubricating compounds. If uncertain
of lubricant
in a gear case, drain, flush and re-fill. DON'T JUST ADD MORE LUBRICANT!
(See Over)
Page 95
ASPHALT PAVER LUBRICATION CHART
(See Over)
Page 96
SECTION XI
Mechanical Maintenance
TABLE OF CONTENTS
Subject
Page
Crawler Tracks ..........................................................................................................
Adjusting tension .................................................................................................
Replacing track assembly ....................................................................................
Replacing oscillating roller ...................................................................................
Drive chain take-up ..............................................................................................
Replacing track sprockets ........................................ ...........................................
Lubricating track sprocket and track idler bearings .................. ............................
Replacement of huck-bolted sprockets .............................. ..................................
99-102
99
100
100
101
101
101
102
Track Drive Transfer Cases ......................................................................................
Checking for wear ............................................... ................................................
internal inspection and adjustment ................................. .....................................
Case repair ..................................................... ....................................................
103-108
103
104
107
Slat Conveyors .................................................... ..................................................... 109-110
Slat turn-over ................................................... ...................................................
109
Slat chain take-up ............................................... ................................................
109
Conveyor drive chain take-up ..............................................................................
109
Replacing liners under slat conveyors .............................. ...................................
110
Screw Conveyors ......................................................................................................110 &
111
Restoring screws to original diameter .............................. ....................................
Refacing screws with Ni-hard liners ................................ .....................................
110
110
Electric Clutches - travel and feed ...........................................................................112 &
113
Inspection of clutches ..........................................................................................
Adjustment of clutches ........................................... .............................................
Replacing worn-out clutch parts ...........................................................................
112
112
113
Screed Assembly ...................................................................................................... 114-116
Removing quick-change bottom ................................... .......................................
114
Installing new bottom ............................................ ..............................................
114
Checking bolts .................................................. ..................................................
114
Handwheel screw maintenance ...........................................................................115 &
116
Vibrator Control Knob Installation & Tight ening ....................................................
Page 97
117
TABLE OF CONTENTS
Continued
Electrically Released Track Brakes .........................................................................
General information ............................................................................................
Armature clearance .............................................................................................
Wear pattern .......................................................................................................
Replacing worn-out parts .....................................................................................
Brake electrical module........................................................................................
117-119
117
118
118
118
119
Main Clutch (manually Operated) ............................................................................120 &
121
Clutch adjustment ...............................................................................................
121
Engine Power Take-off Assembly ............................................................................
121
24 Speed Transmission (Manually Shifted) ............................................................ 122-128
Component part description ................................................................................ 122-127
Assembly of parts on bevel pinion shaft ..............................................................
123
Replace of transmission oil pump.........................................................................
127
Transmission oil line filter ....................................................................................127 &
128
125 Volt A.C. Generator ............................................................................................128 &
129
Loss of voltage ....................................................................................................
Maintenance .................................................... ...................................................
V-belt tension .................................................... ..................................................
128
128
129
12 Volt D.C. Generator ..............................................................................................
129
Seasonal Paver Overhaul Recommendations..........................................................
130
Page 98
CRAWLER TRACKS
The most expensive mistake the owner of any track type piece of equipment can make is to assume that
such an uncomplicated mechanism as a crawler track needs no care. An effective service life is built into the
track, but without proper care its life will be shortened.
The track, rollers, sprockets and take up idlers should be inspected at least once a week. Lubrication should
be according to recommendations. Everytime the paver is cleaned, the track should be sprayed with fuel oil.
There is enough lubricant in the fuel oil to keep the track pins from rusting and binding.
Track tension is most important. The tension de- termination method shown in Figure 2 is a guide. Proper
track tension depends on the type of laying operation. When the base is sandy there tends to be a buildup
on the track bushings. This material will pack and the track tension will increase. The drive sprocket will jump in
the track and cause excessive strain on the rear track sprocket bearings and front idler bearings.
If the tracks are too tight, there is unnecessary strain on the drive assembly and the engine will lug excessively,
and fuel consumption will be high.
A very loose track has a tendency to come off when the machine pivots or backs up an incline. Even if it
does not come off a loose track still may cause wear on the rollers, sprocket teeth and track. Loose track will
tend to whip at travel speeds, which will cause severe impact loads on all running gear parts and allow
additional movement of the contacting surfaces, which consequently increases wear to all parts.
IMPORTANT! A new paver or one having a new set of tracks will require daily tightening of the tracks until all
link pins have "worn in" and stretching of the track no longer occurs. When this initial stretching stops it will only
be necessary to check and tighten the tracks occasionally.
Method of Adjusting Track Tension:
1. Drive the paver to a point where the front end overhangs the track support surface enough to allow the
movement of a long handled wrench engaging the track adjusting Nut "B" on each side of the paver (See
Figure 3).
2. Loosen the locknut and turn Adjusting Nut "B" in the normal way to tighten or loosen.
Bottom View of Tractor Assembly
Figure 1
Measuring Track. Tension
Figure 2
3. Take a measurement of the sag in each track (See Figure 2) and adjust the tension accordingly to arrive
at the 67/g" dimension shown. Be sure to measure at the lowest point of track sag.
4. Tighten the locknuts after making an adjustment.
Tension Pre-load:
A minimum tension on the track is set at the factory by adjustment of the "pre-load". The spring is partly
compressed by the Cap which is drawn to within 2" or 2¼ ¥4" of the Base Plate (See Figure 3) by adjustment of
the stud Hex Nuts
"C". This Portion of the tension assembly requires no further adjustment! If a spring or other parts are
replaced, adjust the Pre-load to this specified dimension.
Page 99
Track Tension Adjustment (Factory assembly view)
Track Link and Pin Detail
Figure 3
Figure 4
CAUTION! Always take the proper precautions when making such an adjustment where parts are subjected
to strong
spring tension.
Replacing Crawler Track Assembly
(1) Removing Crawler Assembly: (Figure 4)
a. Elevate paver to allow adequate working area under the hopper.
b. Release tension on track assembly.
c. Drive the roll pins out of each end of one of the track pins.
d. Drive track pin out of crawler link.
e. Attach a cable to the "broken" track and pull track off track frame.
(2) Replacing Crawler Assembly:
One complete track is shipped in two sections for ease of handling. One section of the track will have one (1)
more link than the other section. Couple these two sections together with track pin for one complete track
assembly.
a. Place blocking of sufficient height on top of track frame to support tracks level with upper roller
assembly.
b. Attach cable to one end of the track assembly and pull tracks over top of track frame until loose
ends of track are under track frame toward the hopper end.
c. Couple the two ends of tracks together with track pin.
d. Drive roll pin into each end of track pin.
e. Adjust track to the recommended tension.
f. Release and remove jacks that elevated paver.
Oscillating Track Roller (Partially dismantled)
Figure 5
Replacing Oscillating Roller Assembly
(Figure 5)
Three sets of oscillating track roller assemblies are part of each track assembly. When bushings and rollers
require replacement, these assemblies can quickly be removed from the track frame by the following
procedures:
IMPORTANT: Operating paver with worn track roller bushings will cause wavy surfaces on the laid mat,
and unsatisfactory transverse joints, erratic depth control and marks on mat when paver stops. (1) Elevate
machine until it is possible to loosen track take-up assembly allowing track to hang free.
(2) Remove the complete oscillating roller assembly by removing the four nuts "A" which hold it to the track
frame.
(3) To further disassemble the rollers from the oscillating assembly, remove bolt and lock, Items "B" and "C."
Then, push shaft through the roller.
Page 100
(4) Press out worn bushings "D." Examine bore of roller to be sure that the bore is clean and free from wear
marks.
(5) Press the new bushings into the rollers, being careful not to damage or distort the bushing while it is
being pressed into position.
NOTE: On earlier model pavers, seals were installed on each end of roller. When installing seals in these
assemblies, turn the lip of seals toward the outer edge of roller.
(6) Position roller in oscillating bracket and install shafts through bracket and rollers. Assemble both roller
shafts so grease fittings are on the same side of bracket. Assemble the shaft lock "C."
(7) Assemble the oscillating roller assembly into track frame making sure grease fittings are turned to the
outside of track.
(8) Lubricate with Texaco Marfax O until lubricant extrudes from assembly.
(9) After replacing all roller bushings the paver must be operated at slower travel speeds. Do not travel
paver in excess of 129 feet per minute for the first 10 miles. This will only pertain to traveling with the screed
raised. During "break in" period lubricate frequently. After "break in" lubricate every day as recommended in
lubrication chart.
Track Drive Chain Take-up (Figure 6).
To tighten the right or left drive chain "P" between the transfer Gear Case "Q" and drive sprocket "R" use the
following procedure.
(1) Loosen bolts "S" that hold transfer gear case "Q" in place.
(2) Loosen the jam nuts on adjusting screws "U" (four), then turn the screws downward to raise the transfer
case. When the chain tension is correct and the case is parallel to the frame, slip shims "T" under each side of
the case to retain the new position. The chain should have M" deflection on the slack side.
(3) Unscrew the four adjusting screws "U" so that they do not touch the frame and tighten their jam nuts to
keep them in place.
(4) Tighten bolts "S" to hold the transfer case solidly in place. Re-check chain tension to be sure it did not
change.
Crawler Track Drive Detail - R.H.
Figure 6
REPLACING TRACK DRIVE SPROCKETS
Track drive sprockets are made up of a hub assembly and two bolted-on tooth sections. When the sprocket
teeth are worn, these removable sections can be replaced in order to restore the sprocket teeth to new
condition. When attaching the new parts apply Locktite Sealant (Grade B) to the capscrew threads to help
prevent loosening. Sprocket tooth sections can be replaced without disconnecting the track.
TRACK SPROCKET AND IDLER BREARING LUBRICATON
IMPORTANT! Once each seasons remove both grease plugs from the hubs of the two track sprockets and
the two track idlers. (see Figures 7 and 8). Install a grease fitting in the upper hole. Pump in fresh grease until
it is extruded steadily from the bottom hole. Replace hole plugs.
Cross-section thru Track Sprocket
Figure 7
Cross-section thru Track Idler
Figure 8
Page 101
Cross-section Thru Track Drive Sprocket Assembly Showing
Factory and Field Methods of Sprocket Attachment
Figure 9
REPLACEMENT OF TRACK DRIVE & CHAIN SPROCKETS WHICH WERE HUCK-BOLTED TO HUB
The two-piece drive sprockets are attached to their hub assembly at the factory by means of "Huck Bolt"
fasteners. These special bolts, which employ a high pressure swaging principal for application of the "nut"
element, cannot be unfastened, but must be burned off when replacement of the sprocket halves is required.
(See Figure 9) The special fastener is used at this point to prevent any loosening of sprockets.
When sprockets become worn and must be replaced, use shoulder bolts of the correct length and hex nuts, in
place of the Huck Bolts. Important! Be sure that the bolt shoulder does not contact the hex nuts when
tightened. Use flat washers under the bolt head, if necessary, to prevent this occurrence. When all bolts are
tightened evenly, tack weld each nut to its bolt so that no loosening of the bolts is possible. (See Figure 9) Do
not apply too much weld so that the bolt is overheated and stretched.
CHAIN SPROCKETS
The chain sprockets are also attached to the hub at the factory by means of "Huck Bolts". These special
fasteners must be burned off and replaced by shoulder bolts when a new chain sprocket is required. Again it is
recommended that the hex nuts be tack welded to the bolts after tightening, so that there is no chance of
loosening during operation. Page 102
Page 102
Checking Shaft Bearings For Looseness Figure 10
CHECKING & ADJUSTING TRACK DRIVE TRANSFER CASES
The two transfer cases for the track drive system can best be protected against shock loading and
subsequent bearing wear by keeping the tracks and the drive chains properly tightened and well lubricated.
When a paver is operated with loose tracks and drive chains, shock loading occurs each time the travel
clutches and brakes are engaged. The tapered roller bearings and gears on the output shaft, and the ball
bearings and pinion on the stub shaft, are subjected to extreme stress each time the paver starts and stops.
Extreme drive loading also occurs when tracks and drive chains are allowed to accumulate a coating of
hardened asphalt. It is important that they be spray cleaned and lubricated thoroughly with fuel oil after each
days operation so that the asphalt remains soft and drops off during subsequent operation. When
excessive loading is allowed to occur due to inadequate spray cleaning, the drive chains are stretched and
develop the looseness that increases shock loading.
It is recommended that the tension of the drive chains be checked after each week of operation. When
correctly tightened a drive chain can just barely be deflected by hand. It should not be drawn up "drum tight".
It is also recommended that anytime a loose chain is to be tightened, the output shaft of that transfer case
be carefully checked for looseness.
This can be done as follows:
(1) With paver engine stopped and track brakes Off, turn the clutch rotor on the transfer case so that
there is an equal amount of slack in the drive chain on both sides of the sprocket.
(2) Using a pry bar and some blocking as shown in Figure 10, put some upward pressure on the output
shaft and see if any vertical movement of the shaft is noticeable. Exert some end wise pressure on the shaft in
both directions and see if any horizontal movement of the shaft is noticeable. The output shaft bearings are
pre-loaded at assembly and there should be no movement possible in any direction. If there is noticeable
movement it is strongly recommended that the transfer case be repaired or adjusted so that a part failure does
not occur during operation. The cost of inspection, adjustment, replacement, or field repair during an out-ofservice maintenance period is far less than the cost of a break-down during paving.
Page 103
L.H. Transfer Case (Current Model) - Exploded View Figure 11
TRANSFER CASE INSPECTION & ADJUSTMENT
A.- Remove the transfer case from the paver and move it to a shop area where the unit can be opened,
cleaned and inspected internally without risk of contamination from wind borne dust, etc.
B.- Before opening a transfer case clean the outside surfaces of all loose dirt.
C.- Remove the case cover. Drain the oil and flush the interior with solvent to remove all oil and residue.
D.- Inspect the gears for their wear patterns. (See Figure 13) Pay particular attention to the wear patterns of
gears (29) and (37), Figures 11 and 12, as the drive loading is greatest on these gears. If any gears in the case
show signs of improper wear or if there is a looseness of any shaft or bearing, the case should be dismantled
and checked for the following requirements:
(1) All bearings must be tight in the case or retainer. If they are loose due to an out-of-round bore, a new
bearing will not correct the looseness. Pay particular attention to output shaft area. (Bearings 34 and 39).
(2) All bearings must be in good condition. Worn bearings cannot maintain the high degree of shaft
alignment required.
(3) All shafts must be rigidly fixed in a parallel attitude.
(4) Input shaft should not have more than .003”end float. (See Step E)
(5) Tapered roller bearings on output shaft must be accurately pre-loaded. (See Step H)
(6) Oil seals must be in good condition so that a rapid loss of oil does not occur.
E.- If necessary, make a micrometer check at the two critical points on each bearing retainer (3) and (15) for
the input shaft (12). See Figure 16 for correct dimensions. In the event they are worn out- of-tolerance replace
the retainers.
Adjust the clearance of the tapered bearings (6) and (7) on input shaft (12). This is done by adjusting
shim kit (4) so that the shaft has .001" to .003" end float. (Important! The installation of new bearings will
help assure trouble-free performance.)
F. - Carefully check the two stub shafts for vertical looseness. If there is looseness in shafts(22) or (28)replace the ball bearings (20) and (26). (There is no ball bearing adjustment.) However, before installing new
bearings at these points check. The bores of the housing for size, roundness, and axial alignment. (See
Figures 17 and 18 for correct
Page 104
L.H. Transfer Case (Current Model) - Cross Section View Figure 12
Item
3
4
5
6
7
12
13
14
15
19
20
21
22
23
24
25
26
27
28
29
32
33
34
35
36
37
38
39
40
41
42
Part Description
Cover, Mounting
Shim Kit
Seal, Oil
Roller Bearing
Roller Bearing
Shaft, Input
Pinion, Input
Snap Ring
Cover, Mounting
Cover, Bearing
Ball Bearing
Gear, Drive
Shaft, Stub
Gear, Driven
Cover, Bearing
Cover, Bearing
Ball Bearing
Gear, Intermediate
Shaft, Stub
Gear, Drive
Retainer, Bearing
Shim Kit
Roller Bearing
Gasket
Spacer, Output Shaft
Gear, Output
Shaft, Output
Roller Bearing
Gasket
Seal, Oil
Carrier, Bearing
Page 105
Start Rolling Torque Test Rotation Figure 14
Examples Of Gear Tooth Wear Patterns Figure 13
Reading Rolling Torque Test Scale Figure 15
dimensions.) This should be done with machinists gauges or micrometers. When bores are oversize or out-of-round, a
shock loading occurs during operation and new bearings are quickly ruined. Refer to paragraph J headed "Case Repair"
which follows.
Important! Leave the stub shaft (28) out of the case until after the rolling torque check is made on the output shaft
as described in Step I.
G.- Check the bore of the housing for correct diameter, roundness, and axial alignment at the points where output shaft
bearings (34) and (39) are installed. It is vitally important that these bores be correct as shown in Figures 17 and 18. If
they do not conform to specifications, refer to Step J covering case repair.
H.- Adjust the clearance of the tapered bearings (34) and (39) to produce a .014" pre-load. This is done by adjusting
shim pack (33) so that all end float is just barely eliminated, then removing .014" from shim pack (33) and again
tightening the bearings retainer screws.
NOTE: When normal deflection of the transfer case walls occurs, the pre-load will actually be considerably
less than .014". The rolling torque check described in the following paragraph should be made to verify
that an accurate pre-load has been set.
I.- Make a rolling torque check of the output shaft pre-load in the following manner:
(1) Remove pinion shaft assembly (28) from the case so that output shaft (38) will be free to rotate.
Page 106
(2) Install the chain sprocket on the output shaft.
(3) Obtain a 10 ft. length of strong cord (50 lb. test) and a reliable hand-held spring scale such as the one
supplied with each paver Duo-matic system for ade line tensioning. (0 to 100 lbs. capacity).
(4) Tie one end of the cord to a sprocket and tooth, then wind several wraps around the sprocket hub and attach
the spring scale hook.
(5) Pull on the scale to tighten the cord and use your free hand to start rotation of the sprocket. (See Figure 14)
Observe the amount of pull required to keep the sprocket turning.(See Figure 15)If the pre-load is correct, a pull of 16
to 24 lbs. will be required. (This equals 40 to 60 inch pounds of torque; 16 to 24 x 2.5" radius of sprocket hub). If more
than 24 lbs. of pull is required, add some shim thickness to loosen the pre-load. If less than 16 lbs. is required, remove
some shim thickness.
CASE REPAIR
J.- It is vitally important that all bearing bores in the transfer case be in "new part" condition in order for bearings and
shafts to be accurately aligned and rigidly held. If a bore is worn over-size or out-of- round by an old bearing, a
replacement bearing will fail rapidly. This is due to the shock loading which results from a hammering action and from
misalignment of the shaft.
If parts have failed in a case, or severe mismatch of gear teeth has produced a poor "wear pattern" the case bores
should be checked by a machinist, using micrometers, dial indicators, etc. The factory dimensions given in Figures 16
thru 18 will provide the necessary checking details. If serious discrepancies are found, the case should be replaced, or
field re-built to new condition.
Bearing retainers and carriers as shown in Figure 16 must also have accurate bore and diameter. Re- place any
ones that do not conform to specified tolerances.
Removable Bearing Supports Figure 16
Page 107
Transfer Case - Side View Figure 17
Transfer Case - Top View Figure 18
Note: Case bores must be axially aligned with mating bores.
Page 108
Slat Conveyor Chain Tightener (Four Used) Figure 19
SLAT CONVEYORS
Inverting Slat Bars
The right and left slat conveyors consist of a series of bars, linked together by two continuous chains attached to
the end of the bars. Either the right or left slat conveyor can be turned over to allow use of the other side as follows:
(1) Loosen chain (refer to following paragraph).
(2) Remove pin from chain link and break chain.
(3) Turn slat conveyor over and replace.
(4) Couple chain.
(5) Tighten chain.
Slat Conveyor Take-up
To adjust chain (Refer to Figure 19):
(1) Remove hopper end cover plate "B" from intake end of hopper "A".
(2) Loosen lock-nut "C" and tighten take-up.
(3) To loosen chain, loosen take-up nut "D".
(4) Tighten locknut "C" after proper adjustment.
IMPORTANT! Care should be taken that the two chains of each conveyor are tightened equally. The chain will be
properly tightened when 1" sag is present between return track and front sprockets.
CAUTION: DO NOT OVER-TIGHTEN. THIS WILL CAUSE EXCESS WEAR ON CHAIN. Also be sure that chain
cover guards are in good repairs for maximum protection to the chain from the feed materials.
(5) When chain is properly tightened, replace hopper end cover plate before operating.
Slat Conveyor & Spreader Screw Drive Chain Take-up (Refer to Figure 20)
The right slat conveyor and spreader screw and the left slat conveyor and spreader screw are driven by individual
chain drives.
To tighten chain (be sure engine is not running):
(1) Remove bolts "A" that holds cover plate "B" in place.
(2) Remove cover plate "B".
(3) Loosen bolts "C" that hold Idler shaft take-up plates "D" in place.
NOTE: Idler shaft take-up plates are slotted for chain adjustment. To tighten chains, slide idler shaft take-up
plates forward and tighten bolts. When slots are used up in plates, slide plates back, tighten bolts "C" and make the
following adjustments:
(4) Loosen nuts "E" that hold take-up plates "F”in place.
(5) Make chain adjustment with bolt "H".
(6) If the limit of adjustment is reached before the chains are tight, back off bolts "H" to relieve tension of carriage
bolts "E".
(7) Shift carriage bolts E to the adjacent hole in Support "G" to obtain maximum adjustment, then readjust bolts
"H".
(8) With sprockets "J" and "K" in line, tighten nuts "E".
(9) Check tightness at opening "L". When both chains are properly adjusted, there should be a deflection of
approximately 1/2" on each chain. It is important to maintain this tightness at all times!
(10) Replace cover plate "B".
(11) If chain "M" is too loose (dragging on deck) break chain and remove link or /2 link until properly adjusted. This
chain can run looser than those in Step 9.
Conveyor Drive Chain Tighteners Figure 20
Page 109
Slat Conveyor Liner Detail Figure 21
Replacing Slat Conveyor Liners (Refer to Figure 21)
IMPORTANT! Before replacing liners, operator should advance the slat conveyor to the position where five chain
links instead of the normal three, are in contact with the top of the rear slat conveyor sprockets. This will allow more
working space for breaking the chain.
To remove liners:
(1) Elevate paver to allow safe and adequate working area under the hopper.
(2) Remove hopper end cover plate "B".
(3) Remove clamp "C" that holds center cover plate "D" in place.
(4) Remove center cover plate "D", and side covers "A".
(5) Raise flow control gates "E" for additional clearance.
(6) Loosen slat conveyor chain "F". (Refer to first paragraph of slat conveyor instructions for proper procedure in
loosening chain.)
(7) Break both slat conveyor chains "F”at rear sprocket, by removing two cotter pins and pins on
each chain extension link.
(8) Remove slat conveyor "G" by sliding it forward and out the bottom opening at the front of the hopper.
NOTE: It is only necessary to remove the top section of the slat conveyor. Leave the bottom section in place.
(9) Loosen and remove flat head bolts "H" that hold the liner plates "J" in place.
(10) Slide front liner plate "J" forward and out the top of hopper to remove.
(11) Rear plates are also removed by sliding them forward and out top of hopper.
(12) To replace liner plates, reverse removal procedure.
IMPORTANT! The right and left slat conveyors have one front, two center and one rear liner plates. Each plate
can be removed individually, and it is not necessary to remove the front plate when only replacing the rear plate.
Build-up Of Worn Screw Conveyor Figure 22
RESTORING WORN SPREADING SCREWS TO ORIGINAL DIAMETER
(1) When effective diameter of spreader screws is less than 11/2" for 12" original screw diameter or 131/2" for 14"
original screw diameter, remove and build up by hard facing with welding rod. (See Figure 22)
(2) Add hard surface weld in a spiral direction only when rebuilding the spreader screws. Welding in this manner
considerably reduces drive load incurred when rebuilt screws are reinstalled, and allows for most efficient feed control.
NOTE: It is recommended that an extra set of spreader screws be available for use while repairs are being made.
(3) The paddles on the screw shafts which move material inward toward the center of the screed should also be
built-up with weld to their original diameter.
RE-FACING WORN SCREW CONVEYORS
When screw conveyors are severely worn they can be re-faced with special contoured liners made from Ni-hard
alloy. The application of these liners restores the screw to near new condition. To apply genuine CEDARAPIDS Ni-hard
liners to a screw conveyor section proceed as follows:
(1) Remove screw conveyor from paver.
(2) Clean screw sections as much as possible, particularly in the weld areas.
Page 110
Formed Ni-hard Liner For Screw Conveyors Figure 23
(3) Using several C-clamps attach the pieces of liner to the screw face starting at the drive shaft end as shown in
Figure 24. By starting at this end, the main wear surface of the section will be covered and any small area not covered
will be at the discharge end. Adjust liner pieces to extend about 1/8" above the edges of the screw flight as shown in
Figure 27. Be sure that the first piece applied is accurately aligned so that the remaining liners will fit properly along the
flight.
(4) Using only a low hydrogen weld rod make a continuous weld along the inside edge ("A" Figures 24 and 27).
Make welds at each of the two Pockets ("B" Figures 25 and 27). On the first and last liners of each flight make a weld at
the exposed edge ("C" Figure 26) for extra strength.
NOTE: The small cracks which develop in the liners from the welding process are normal and should not be
considered defects.
Making Hub Weld Figure 24
Filling Weld Pockets Figure 25
Welding Liner Edge Figure 26
Cross-section Thru Screw Flight & Liner Figure 27
Page 111
Electric Clutches - RH Side
Figure 28
ELECTRIC CLUTCHES - TRAVEL & FEED
Inspection
The life span of the clutches will be increased by making a thorough periodic inspection.
The operator should be familiar with the operation of these clutches. He should assume the responsibility of
inspecting and maintaining each clutch as follows:
(1) Check to see that clutches are free from oil and grease.
(2) Clean clutches with oil-free solvents.
(3) Keep clutches covered by walkways.
IMPORTANT! Keep walkways in place except when servicing.
(4) Check electrical wiring for all clutches to see if there are any loose connections or broken wires.
(5) Maintain a minimum opening of .046" (3/64") between the Armature "C" and Rotor "B". (See Figure 29) This
dimension should be checked simultaneously at 3 points, 120°apart. All present paver clutches have a Scribe Line on
the OD of the field "A" for assembly purposes, align the inward edge of the outer pole of the Rotor "B" with this Scribe
Line visually to a tolerance of plus 1/32" minus .000". This setting will provide proper clearance internally between the
Rotor and the field.
(6) Pavers in the field without Scribe Line maintain the measurement of 3/4" .008" between the outer edge of the
Field Mounting Flange "A" and edge of Rotor "B".
CAUTION: If dimension is less or Field "A" is rubbing against Rotor "B", DO NOT MOVE MACHINE. Make the
following adjustments to eliminate clutch damage.
Feed Clutch Adjustment (Refer to Figure 29)
NOTE: Travel clutch is identical except for hub detail.
(1) To adjust clutch for .046" (3/64") opening, loosen set screws "P" on Hub "F” and move Hub until proper
measurement of .046" is reached between Rotor "B" and Armature "C". Check this measurement at three points around
the circumference of the clutch. Tighten set screws "P" and be sure Armature "C" slides free on pin "Q".
(2) To adjust clutch for alignment to the Scribe Mark within + 1 / 32" minus .000”, remove bolts "G" that hold Drive
Assembly "H" in place. Detach Drive Assembly "H". Free Lock Washer "J" from Nut "K" and remove Nut "K". Remove
Washer "J" and "L". Remove Chain from Sprocket "M". Use Bearing Puller to remove Hub and Armature Assembly
from Shaft. Remove Two Set Screws "N”that hold Taper-lok Bushing "E" and Rotor Hub
"D" in place.
CAUTION: DO NOT DETACH Hub "D", from Rotor "B" for this particular clutch adjustment. LEAVE HUB "D"
INPLACE.
(3) By adjusting Taper-lok Bushing "E" the alignment of the Rotor "D" can be obtained. Before assembling Rotor
Hub "D" to Tapered Bushing "E", rinse mating parts and shaft with solvent to remove any oil film on parts to be
assembled.
(4) Assemble Rotor and Taper-lok Bushing on shaft and tighten set screws "N" to 800-inch lbs. wrench-torque on
screws. After tightening, rap bushing with hammer to seat it into hub. Tighten set screws again. Repeat alternate
hammering and screw tightening until 800-inch lbs. wrench-torque can no longer move the screws.
Page 112
Method Of Measuring Wear Of Electric Clutch
Figure 30
Cross-section Thru Electric Feed Clutch
(Travel clutch identical except for hub)
Figure 29
IMPORTANT! Use a machinists dial gauge on
the face of Rotor "B" to be sure that surface is
running true as it is turned through 360° of rotation.
This will assure 100% contact of the friction face
with the friction face of Armature "C". If the dial
gauge indicates more than .010" total variation,
Bushing "E" must be tapped on the side that will
true-up the Rotor, and the set screws re-tightened to
hold the alignment. If the Rotor is not adjusted in
this way and fails to run true, serious clutch slippage
will result.
CAUTION: DO NOT POUND ON POLES OF
ROTOR.
(5) When clutch is assembled and drive is in
place, check .046" opening between Armature "C"
Rotor "B". Make adjustment if necessary.
(6) For other alignment checks, refer to
separate clutch manual.
NOTE: Care should be taken to keep clutch
clean when assembling.
Side View Of Clutch Showing Wear-check Dimensions
Figure 31
Travel Clutch Adjustment
Refer to Feed Clutch adjustment details in preceding
paragraphs. The travel clutch is identical except for the hub
area. Use Figure 29.
When To Replace Worn Out Armature & Rotor
The clutch armature-rotor set is completely worn-out when
9/32" of the combined friction faces has been worn away.
When this occurs the two parts must be replaced in order to
avoid a breakdown at a critical time.
The simple and accurate wear check is made by measuring
the combined thickness of the Rotor "B" and Armature "C",
when the movable armature is pressed tight against the rotor.
(See Figures 30 and 31) When both parts are new, dimension
"W" will be 2 1/8". When completely worn-out, "W" will be
1 27/32". Be sure that the armature is held tight against the
rotor when the measurement is taken.
Page 113
Supporting Crowning Arms For
Screed Bottom Removal
Figure 32
SCREED UNIT
Removing Quick-Change Screed Bottom (Refer to
Figure 33)
1) Adjust screed crown to "O" crown. Then
place wood blocks as shown in Figure 32, Item "Z"
to support crowning mechanism. These blocks must
extend under both front and rear crowning arms
and on both right and left hand side of screed. This
will hold frame level and allow studs to align with
support frame bolts.
(2) Remove walk-way
(3) Remove Strike-off bolts No. 1 and No. 5.
(4) Remove Screed bottom GRIPCO Nuts No.
2. (5/8”GRIPCO Corrosion Resist - Center Lock).
(5) Remove crown guage pointers No. 3
(in comparison to properly tightened frames) to deform the
spring hangers. If spring should be deformed, straighten or
replace before attaching new screed bottom. Loose or
deformed spring hangers can be a cause for poor screed
control.
(2) Install crown gauge pointers No. 3.
(3) Position new screed bottom so that studs align with
holes
in
the
screed
frame.
Then,
lower
screed unit onto Screed Bottom and fasten with
GRIPCO
Center
Lock
Corrosion
Resist
Nuts.
Before
tightening
GRIPCO
Nuts,
push
screed
bottom as far forward as possible. Then, tighten
Screed Bottom fastening nuts to 90 Ft./lbs. torque.
(4) Install strike-offs to screed bottom. Check to
make sure that strike-offs are not gouging or locking
against mold board. Also check for excessive
clearance between strike-offs and mold board. If
clearance is excessive, tack weld a 1/4" rod of
required length to top of strike-offs. Failure to
properly seal this area will allow asphalt to seep into
screed bottom making the change in the screed
bottom more time-consuming.
(5) Install walkway.
CAUTION: If screed bottom is to be reversed the
inside of screed must be thoroughly clean, to insure
proper seating of frame to screed bottom, and
consequently obtain the maximum tightness with
fastening studs and nuts.
Location Of Screed Hinge Bolt
Figure 34
Screed Bottom and Frames-Exploded View
Figure 33
Install Screed Bottom as follows:
(1) Check tightness of bolts No. 4 that fasten frame
spring hangers to top frame. If screed frames are operated
with loose fastening bolts, it will take only one-half the load
SCREED BOLTS
The bolts which attach the screed bottom to the
frame and the frame tc the pull arms must be kept
tight at all times. When bolts become loose and the
screed bottom is no longer rigidly held, waves may
appear in the finished mat. Check all screed bolts
frequently for tightness.
In the event that the hinge bolts (Figure 34)
Page 114
become worn, they should be replaced so that no Swivel Nut Adjustment (Refer to Figure 36)
play develops at that critical point to produce a
The pull arm couplings are slotted Swivel Nuts (4)
waviness in the mat. Hinge bolts are made with "1/2' which utilize the ball and socket principle. The
UNC pulling bolt hole to aid in bolt removal (See Figure 35). socket is made up of the pull arm (1) and Cap (7)
with four Shim Packs (3) used for adjustability.
Adjustment of the Shim Pack thickness changes the
amount of "squeeze" exerted on the slotted Swivel
Nut (4) and the corresponding tightness of fit
against the Screw (2) threads.
Whenever looseness is felt, first check the four
Capscrews (6) for tightness. If they are tight, remove
them and Cap (7). Remove an equal amount of
Shim Pack (3) stock from the four packs and reassemble.
Replace worn Swivel Nuts (4) when adjustment no
longer corrects looseness.
Detailed Of Screed Hinge Bolt In-place
Figure 35).
HANDWHEEL SCREW MAINTENANCE
Both handwheel screw assemblies should be kept
in good operating condition so that they hold the
screed rigidly at the desired setting. Looseness at the
two pull arm coupling points or at the two screed
coupling points will allow free up and down
movement of the screed and corresponding waves in
the mat surface. There must never be more than
three notches of play (free handwheel movement,
without affect on the screed).
Ball Coupling (Refer to Figure 37)
Normally handwheel screw looseness will be due
to clearance at the two Swivel Nuts (4). It can,
however, be due to badly worn ball bearings at the
lower end coupling point. If it is determined that the
screed couplings are at fault, refer to following
paragraphs for replacement instructions.
Detail Of Screed Handwheel Screw And Pull-arm Swivel Nut Coupling
Figure 36
Page 115
Handwheel Coupling With Ball Bearing & One-piece Bearing Housing
Figure 37
REPLACEMENT OF BALL BEARING IN HANDWHEEL COUPLING (See Figure 37)
The handwheel screw ball bearing (5) with one piece bearing housing (3) is a non-adjustable coupling arrangement. In
the event of ball bearing wear the bearing (5) for each handwheel screw (1) should be replaced as follows: (Refer to the
above illustration for numbered items.)
A. Remove the screed end plate. Drive out wedge keys and remove the small access late under the screed walkway to
expose the hold-down screws (6).
B. Remove the four capscrews (6) which attach the housing (3) to the deck plate.
C. Remove the four capscrews (10) which secure the upper ball joint. Remove cap (I 1) so that the entire handwheel
screw assembly can be lifted off the screed.
D. Unscrew and remove retaining screw (7) and washers (8).
E. Pull the screw shaft (1) out of the ball bearing (5).
F. Turn ball bearing (5) 900 in the housing so that it can be aligned with the slots in the housing and driven out the
bottom opening.
G. Replace the snap ring (2) on the screw shaft if necessary.
H. Install the new ball bearing and re-assemble all parts by reversing the dismantling procedure.
I. Pump bearing chamber full of grease.
Page 116
Electric Brake For Right Hand Crawler Track
Figure 40
Tightening Vibrator Control Knob
Figure 38
VIBRATOR CONTROL KNOB
INSTALLATION
The black plastic knob which adjusts the intensity of
vibration for each vibrator, is equipped with a
neporene friction washer to prevent vibration from
rotating the knob during the paving operation.
To correctly assemble a knob to a transformer,
remove walkway cover and loosen the allen
setscrews in knob, and push knob with washer
tightly against dial on control box, while holding
opposite end of shaft. (See Figure 38) Lock Allen
setscrews tightly to the shaft. Rotate knob to check
for sufficient resistance to insure that the knob will
remain in any desired position.
IMPORTANT! If the shaft "bottoms" in control
knob before the required friction is obtained
between washer and dial, it will be necessary to
loosen the setscrews at- the back of the rheostat
inside the housing, and to move the shaft farther
into the rheostat to reduce the amount of shaft in the
knob. Relock setscrews
Vibrator Rheostat, Dial And Knob
Figure 39
Cut-away Showing Electric Brake Components
Figure 41
ELECTRICALLY RELEASED BRAKES
The two electrically released brake assemblies are
of the dry friction disc type. Braking force is applied
by permanent magnets in the stationary ring which
attracts the movable disc attached to the gear
reducer shaft. The brake is released when electric
current is passed through a coil surrounding the
permanent magnets to neutralize their magnetic
fields. The movable disc on the shaft is moved away from
the stationary ring by small coil springs and is
then free to revolve. Electric current for brake
operation is controlled by toggle switch from the
operator's console.
(Continued)
Page 117
Detail Of Drive Pin Safety Wiring
Figure 43
DRIVE PIN SAFETY WIRING
Whenever the safety wire on brake drive pins (9) is
removed, it should be restored before the brake is
again operated. See details in Figure 43.
Detail Of Brake Auto-gap Drive Pin
Figure 42
(Refer to Figures 41 & 42 for Part Identification)
The magnet ring (3) is bolted to the paver track
drive gear case, with the case input shaft extension
(16) passing through the ring but not attached to it.
This ring contains the permanent magnets and the
windings of the electro magnet. Its outer face
includes the friction surface (4). Armature (2) is the
movable disc which is loosely held by four drive pins
(9) and coil springs. These pins project from hub (7)
which is keyed to the input shaft extension from the
gear case. The armature (2) is free to move laterally
along the shaft but is slaved to the shaft by the drive
pins. The permanent magnets therefore draw the
armature tight against the friction face (4) of the
stationary magnet ring (3). This prevents any
movement of the armature and consequently any
rotation of the gear case shaft.
Small coil springs on the drive pins (9) are
compressed when the armature is held by the
permanent magnets. When the brakes are to be
released the operator moves the console toggle
switch to Neutral or Travel. Electric current then
energizes the electro magnetic coil in the magnet
ring (3) and neutralizes the magnetic attraction of
the permanent magnets. The coil springs on the
drive pins force the armature (2) away from the
frictioi face on the magnet ring and the armature
and gear case shaft are then free to rotate. When the
brake switch is at Neutral or Travel there must
always be a clearance between the armature and the
magnet ring friction face.
As the friction faces wear from repeated
application of the brake, the gap between them
increases. The desired gap of 1/16" should be
maintained by adjustment of the armature hub (7)
and its taper-lock bushing (8) on shaft (16).
Brake Armature Clearance
Automatic wear adjustment, or armature followup, is provided by allowing the armature to slide
freely axially on the drive pins. (See Figure 42). This
provides maximum armature life with a minimum
amount of care and attention. As the friction
surfaces "wear in" the armature advances on the
pins so full contact with magnet is maintained at all
times.
Wear Pattern
Wear grooves appear on the armature and
magnet surfaces after extended service, (Figure 41).
This is a normal wear condition and will not impair
functioning of the unit or cause it to lose torque. In
fact, a new brake may require burnishing, or
running-in, before maximum rated torque may be
developed. Never machine the armature or magnet
contact surfaces to remove grooving or scoring.
Remachining the face of a worn armature is never
recommended. But a worn magnet face should
always be machined if it is to be used with a
replacement armature. In refacing a worn magnet:
(1) machine only enough material to clean up the
entire face of the magnet; (2) hold face within .005"
of parallel with the mounting plate; and (3) undercut
the molded facing material .002" to .004" below the
pole faces.
WHEN TO REPLACE WORN ARMATURE
AND ROTOR
The brake armature-rotor set is completely worn
out when 9/32" of the combined friction faces has
been worn away. When this occurs the two parts
must be replaced in order to avoid brake slippage at
a critical time.
Page 118
BRAKE ELECTRICAL MODULE
The electrically released brake system includes a
plug-in relay and E.M.F. bleeder module located in
the main electric panel. The relay is for ON-OFF
power application by remote control switch. The
bleeder is for electromotive force dissipation when
the power contacts open. (See Figure 47)
Adjustment of the brake release point is covered
by Figure 48.
Method Of Measuring Wear Of Electric Brake
Figure 44
The simple and accurate wear check is made by
measuring the combined thickness of Magnet (3)
and Armature (2) when the armature is pressed tight
against the magnet. (See Figures 44 & 45) When
both parts are new, dimension Y will be 3-1/16".
When completely worn-out, Y will be 2-3/4". Be
sure that the console switch is at, BRAKE so that the
armature is held tight against the rotor when the
measurement is taken.
Location Of Brake Relays & E.M.F. Bleeder
Figure 47
Side View Brake Showing Wear-check Dimension
Figure 45
Cross-section Thru Electric Brake Magnet Assembly
Figure 46
Page 119
Variable Resistor For Brake Release Adjustment
Figure 48
Figure 49
COMPOPNENT PARTS IDENTIFICATION - TWIN DISC C-110 CLUTCH
Ref.
No.
1
2
3
4
5
6
7
8
9
Description
Hub & Back Plate
Adjusting Yoke
Finger Lever
Lever Pin
Cotter Pin
Adjusting Lock Pin
Adjusting Lock Pin Spring
Sliding Sleeve
Lever Link
Qty.
1
1
4
4
4
1
1
1
8
Ref.
No
10
11
12
13
14
15
16
17
18
Description
Qty
Lever Link Pin
8
Cone Collar
1
Bolt
2
Nut
2
Cotter Pin
8
Washer (Collar)
4
Driving Plate (3 Segments Each) 1
Floating Plate
1
Release Spring
6
COMPONENT PART IDENTIFICATION - POWER TAKE-OFF ASSEMBLY (FIGURE 50)
Ref.
No.
Description
1
2
3
4
5
6
7
8
9
10
11
13
14
Driving Ring
Yoke, Throw Out
Key
Grease Line
Lockwasher
Locknut
Bearing
Shaft, Clutch
Handle
Key
Bell Housing
Bearing
Cover
Qty.
1
1
1
1
1
1
1
1
2
2
1
1
1
Ref.
No
15
16
17
18
19
20
21
22
23
24
25
Page 120
Description
Qty
Shaft
Seal, Oil
Gasket
Instruction Plate,Clutch Adjustment
Snap Ring
Clutch, Twin Disc Model C-110
(See above parts identification list)
Fitting, Grease
Fitting, Grease
Lube Line - Shaft Bearing
Lube Line - Yoke Throw Out
Bearing
Capscrew (Nylock)
1
2
1
1
1
2
2
1
1
8
Clutch Adjustment (See Figure 49)
(a) Shift 24 Speed Transmission to Neutral. Stop
engine and remove ignition key.
(b) Remove inspection door from Bell Housing
(11). Dis-engage clutch.
(c) Rotate clutch by means of generator V-belt
until Lock Pin (6) is accessible.
(d) Pull out Lock Pin (6) and insert wire or nail to
hold it disengaged.
(e) Hold generator V-belt so that Shaft (15)
cannot turn.
(f) Turn the Yoke and Sleeve Assemblies (2) & (8)
clockwise to reduce slippage when clutch is engaged,
or counterclockwise to increase clearance when
clutch is dis-engaged.
(g) Release Lock Pin (6) to hold the setting, but
be sure the Pin enters one of the locking grooves.
Power Take-off & Clutch Assembly for GM Diesel Engine
Figure 50
Page 121
Cross-section View Of 24 Speed Manual Shift Transmission - (View A-A, Figure 52)
Figure 51
Page 122
COMPONENT PART DESCRIPTIONS - 24 SPEED TRANSMISSION (FIGURE 51)
Item
No.
2
3
4
5
7
8
9
10
11
12
13
14
16
17
*18
19
*19A
20
21
22
23
24
25
26
27
28
29
33
34
35
36
37
Description
Main Housing
Housing Cover
Bevel Pinion
Ball Bearing
Lockscrew, Idler Shaft
Driven Gear, Ist
Snap Ring
Snap Ring
Sliding Clutch
Driven Gear, 2nd
Driven Gear, 3rd
Driven Gear, 4th
Washer
Sliding Gear, 5th and 6th
Bearing Shim Kit
Ball Bearing, Snap Ring Type
Bearing Shim Kit
Snap Ring
Ball Bearing
Pinion and Shaft
Drive Pinion, 2nd
Drive Pinion, 3rd
Spacer
Drive Gear, 4th
Drive Gear, 5th
Spacer
Drive Gear, 6th
Ball Bearing
Sliding Gear, High
Countershaft
Sliding Gear, Forward & Reverse
Sliding Gear, Low & Intermediate
Qty.
Item
No
1
1
1
1
1
1
4
5
2
1
1
1
1
1
1 Kit
1
1 Kit
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
38
39
40
41
42
43
44
45
46
47
48
57
58
59
60
61
62
63
65
67
69
70
71
*72
73
86
87
93
94
95
97
98
Description
Ball Bearing
Ball Bearing
Drive Gear, High
Drive Gear, Intermediate
Input, Shaft
Ball Bearing
Oil Seal
Gasket
Bearing Retainer
Breather
Breather Extension
Gasket, Main Housing
Gasket
Bearing Cover
Elbow, Male
Tubing,1/2"
Ball Bearing
Gauge, Sight
Oil Pump with Coupling
Lube Line, 3/8" OD
Fitting, Lube Spray
Gasket, Oil Pump
Bearing Cover
Shim Kit
Plug, 3/" Pipe Magnetic
Filter, Cartridge
Elbow
Connector, Male
Nipple
Plug, Expansion
Gear
Spacer
Qty.
1
1
1
1
1
1
1
2
1
1
1
1
1
1
2
As Req.
8
1
1
1
1
1
1
1 Kit
1
1
1
1
1
1
1
1
*Assembly Of Parts On Bevel Pinion Shaft (Item No. 4)
(a) To prevent bearing "float", pre-assemble the double set of ball bearings (9) for gears (12) & (13) near the center
of the shaft. Determine how many shims from Kit (18) are required between the bearing sets to keep them confined
between the two snap rings you install on the pinion shaft. Remove all parts but keep the required shims with the
bearings and snap rings for the assembly sequence.
(b) To prevent shaft "float", pre-assemble ball bearing (19) onto shaft (4) and install snap ring (20) to retain it. With
the bearing pressed tight against the shoulder of the shaft, determine how many shims from Kit (72) must be slipped
between the bearing and the snap ring to fill the gap. Lay aside the excess shims. Remove the bearing and install the
shims between the shaft shoulder and the bearing to be sure there is no bearing float when the snap ring is again in
place. Leave these parts on the shaft for the following Step (c) procedure.
(c) To prevent shaft "float", hold the shaft (4) (with bearing, shims and snap ring installed as in Step b) in place
inside the housing with the bearing snap ring tight against the housing counterbore. Install gasket (58) and bearing cover
(59) and tighten at least three of its retaining screws. Attempt to move the shaft laterally back and forth to feel if "float"
exists. If it does, add enough shims from Kit (19A) between the bearing snap ring and the housing shoulder to eliminate
all float. Do not add too many shims so that gasket (58) is not properly compressed to prevent oil leakage when cover
(59) is on tight. Remove all parts but keep the required number of shims with the bearing for the assembly sequence.
Page 123
End View Cut-away of 24 Speed Manual Shift Transmission (View B-B, Figure 51)
Figure 52
COMPONENT PART DESCRIPTIONS - 24 SPEED TRANSMISSION (FIGURE 52)
Item
No.
Description
Qty.
Item
No
9
Plastic Ball
3
50
Lockwasher, Ball Bearing
2
5
Shift Lever, Fwd-Rev.
1
51
Cover, Bearing Mounting
2
5A
Shift Lever, Range
1
52
Oil Seal
2
5B
Shift Lever, 6-Speed
1
53
Ball Bearing
2
21
Micro Switch
1
54
Spacer
1
47
Breather
1
55
Bevel Gear
1
48
Extension . .
1
56
Gasket Kit
1
49
Locknut, Ball Bearing
2
91
Output Shaft
Page 124
Description
Qty.
1
Cross-section View of 24 Speed Manual shift Transmission (View C-C, Figure 51)
Figure 53
COMPONENT PART DESCRIPTIONS - 24 SPEED TRANSMISSION (FIGURE 53)
Item
No.
Description
1
Housing, Fwd-Rev. Shift
1A
Housing, Range Shift
2
Gasket
7
Lockscrew, Idler Shaft
10
Shaft, Fwd-Rev.
10A Shaft, Range
10B Shaft, Low & Intermediate
11
Shift Fork, Fwd-Rev.
12
Oil Seal
12A Expansion Plug
13
Detent Ball
13A Shift Fork, High
14
Detent Spring
14A Shift Fork, Low & Intermediate
17
Capscrew
17A Detent Ball
18
Retaining Screw
21
Capscrew
Qty.
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
Item
No
21A
23
24
24A
25
30
31
32
33
34
35
36
37
38
45
71
95
Description
Micro Switch
Jam Nut
Retaining Screw
Expansion Plug
Detent Spring
Ball Bearing
Shaft, Idler Gear
Idler Gear, Reverse
Ball Bearing
Sliding Gear, High
Countershaft
Sliding Gear, Fwd-Rev.
Sliding Gear, Low & Intermediate
Ball Bearing
Gasket
Cover for Bearing
Expansion Plug
Page 125
Qty.
1
2
1
2
I
2
1
1
1
1
1
1
1
1
I
I
1
Side & End View Cross-sections Of 6 Speed Shift Lever Module
Figure 54
126
COMPONENT PART DESCRIPTIONS - 24 SPEED TRANSMISSION (FIGURE 54)
Item
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Description
Housing
Gasket
Gasket, Shifter Cover
Cover, Shifter
Shift Lever, Six Speed
Spring, Shift Shaft
Washer, Shift Cap
Cap, Shift Housing
Ball, Shift Lever
Shifter Shaft, 5th & 6th
Shifter Shaft, 3rd & 4th
Shifter Shaft, 1st & 2nd
Shifter Dog, 5th & 6th
Fork, 5th & 6th
Fork, 3rd & 4th
Shifter Dog, 1st & 2nd
Fork, 1st & 2ND
Qty.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Item
No
19
20
21
22
23
24
28
29
30
32
33
34
36
37
Description
Plug
Plunger, Locking
Spring
Ball
Pin
Expansion Plug
Retainer, Spring
Spring
Nut
Pin, Groove
Boot, Cover
Clamp, Boot
Collar, Shifter Stop
Pin, Roll
Qty.
1
4
2
3
1
3
3
3
3
3
1
1
1
1
REPLACEMENT OF TRANSMISSION OIL PUMP
The paver is equipped with an oil pump on front end of transmission. (Item 65, Figure 51)This pump provides positive
lubrication circulation to gears and bearing in the main transmission.
If it should be necessary to replace pump, it is important that it be properly mounted.
Failure to follow this assembly procedure can result in premature failure of the pump.
METHOD:
1. Check condition of upper shaft bearings in transmission. A slight lateral movement of shaft should be possible if
bearings and shah are in acceptable operating condition.
2. Inspect pump coupling for wear and make sure it will slide freely on pump shaft. Also, inspect driving slot for
coupling in transmission shaft. Replace parts if worn.
3. Assemble pump to transmission and only finger tighten bolts. Fill pump with the recommended transmission
lubricant.
4. Attach lube lines to pump. Do not completely tighten lines so that the pump will be free to align itself to the
transmission while rotating.
5. Start engine and engage clutch. While pump is operating , tighten mounting capscrews evenly and
progressively.
6. Tighten lube lines securely.
7.
TRANSMISSION OIL LINE FILTER
A fine mesh filter screen is used ahead of the oil supply line of the transmission pump to keep the foreign particles
from damaging the pump. This filter is a cartridge type unit which is screwed into the transmission housing. The oil pump
suction line fitting is then screwed into the center of the filter cartridge. (Item 86, Figure 51)
If an oil pump in apparent good condition fails to maintain a good flow of oil through the sight glass, a plugged filter
screen may be responsible. If this is suspected, back-flush the strainer and transmission case as follows:
1. Disconnect the suction line to the pump and attach a hose and funnel so that flushing solution can be poured into
the line.
2. Drain the transmission oil, then re-install the drain plug.
3. Pour a quantity of Texaco Rando AA flushing solution into the gear case through the pump suction line to
back-flush the filter screen. Fill the case to a point above the normal oil level (on dipstick) and allow several hours for the
solution to dissolve the oil residue.
(Continued)
Page 127
Transmission Oiling system - Exploded View
Figure 55
4. Drain the flushing solution.
5. With the drain plug removed, pour some
additional fresh solution into the pump lines as a
final flushing of the screen.
6. Re-attach line. Replace drain plug. Fill case
to proper level with Texaco #EP90 Universal Gear
Lubricant (about 17 quarts) and test pump for
proper flow through sight glass.
NOTE: The filter screen flushing procedure
is recommended as a seasonal lubrication
requirement in keeping with good
equipment maintenance programs. Where
normally gear cases are drained, flushed,
and re-filled with fresh lubricant for an
upcoming season, this procedure varies
only in that the flushing solution is poured
into the case through the pump suction line
so that the filter screen back-flush occurs
automatically.
LOSS OF GENERATOR VOLTAGE (125 V.A.C.)
Occasionally, Winpower 3600 RPM generator
will lose its residual magnetism and fail to produce
AC power. This is very unusual, unless the
generator has been dis-assembled, or has received a
severe jolt. In such a case it will be necessary to
"flash the field" in order for the generator to again
produce power.
To 'flash the field" a step-down transformer
with a nominal 125 V.A.C. primary winding and a
12 to 30 volt secondary winding can be used. A
12.6 volt filament transformer will also do the job.
(See Figure 56).
The transformer primary should have a cord
with a plug for a 125 V.A.C. wall receptical. The
Method Of Flashing 125 V AC Generator
Figure 56
secondary should have extension leads with insulated
probes.
METHOD: With the generator rotating at
proper speed, plug the transformer into any
"Hot" 125 VAC outlet and touch the probes
to L1 & L2 connections at the junction box
on the generator. A momentary contact is
all that is required.
GENERATOR MAINTENANCE
Little maintenance is required other than routine inspection
and cleaning. The bearings are prelubricated and will be a
long life item unless damaged by accident or excessive
driving belt tension.
The interior of the generator should be clean and
unobstructed. Slip rings and brushholders should be kept
free from dirt, oil, and moisture. If compressed air is
available it can be used effectively for cleaning.
Page 128
failure of the unit.
When available use a pencil type belt tension gauge to
accurately set the tightness. (See Figure 57). If no gauge
is available, use a straight edge and a measuring tape
(See Figure 58) and estimate a tightness that does not
stretch the belt.
12 V DC GENERATOR MAINTENANCE
IMPORTANT! The voltage regulator used on the Motorola
Model RA Generator must be Type 8RF201 1A with high
voltage suppression feature. Do not substitute R3-1 or R.32 Regulators as neither type will last in this application.
Checking Belt Tension Using Pencil Type Gauge
Figure 57
GENERATOR V-BELT TENSION
It is important to keep the generator V-Belt at the
proper tension. A loose belt will slip when the generator
load is high and it will fail to produce the required current
when most needed. An overly. tight belt will cause very
rapid wearing of bearings in the generator and pre-mature
Motorola 12 Volt DC Generator
Figure 59
V-BELT TENSION - When installing a generator be sure
the pulley is in line with the motor drive pulley. Tighten the
V-belt by putting pressure on the fan end of the housing.
Do not apply pressure to the voltage regulator end! The
belt should be just tight enough so that the driven pulley
will not slip when an attempt is made to turn the fan by
hand. (See Figure 60).
Checking Belt Tension With Straight Edge & Tape
Figure 58
Page 129
(g) Clean out the heater fuel tank.
(h) Clean out the heater; check the igniter tip
and porcelain. Be sure blower fan is tight. Set tips as
outlined in manual. Check and clean out pump. Be sure
the transformer is working.
WARNING: Cover must be over transformer at
all times.
Correct Alignment of Generator Pulley
Figure 60
SEASONAL OVERHAUL
Iowa Manufacturing Company strongly recommends
that each paver be given a seasonal overhaul if it has
accumulated at least 500 operating hours during that
season. By so doing the paver owner prepares for the next
season by eliminating many of the potential break-down
possibilities in advance.
The following procedures are recommended for
conditioning the CEDARAPIDS Paver for the coming
season.
1. Separate the screed from the tractor unit by
unbolting the arm at the pivot points, loosen the screed
lifting cables and unplug the electric cable at the quickdisconnect.
(a) Remove the moldboard from the screed.
(b) Check all holes that allow heat to enter the
moldboard chambers to see that they are open.
(c) Check all Eriez Vibrators for the proper
setting. Follow procedure as outlined in Section 7.
(d) Check all wiring and connections to make
sure they are not broken or bare. Take care to check the
heavy crossover cable.
(e) Check the screed plate thickness and look
for cracks.
(f) Disassemble the depth control screws and
socket. Clean out and check for wear and excessive
looseness in these sockets, which could cause a wavy mat.
2. Check over all wiring on the tractor, looking for
loose or bare wire. Tighten all connections on:
(a) Relays
(b) Toggle switches
(c) Limit switch on the reverse shifter bar
(d) Depth control limit switches
(e) Manual override switch
(f) Check the 125 volt generator V-belt drive
and mounting. Check pulley set screws for tightness.
(g) Check the 12 VDC Generator V-belt drive
and mounting. Check pulley set screws for tightness.
3.
Refer to the engine manufacturer's manual
for all periodic maintenance instructions. Strict compliance
with these instructions will help assure steady and efficient
operation of the vital power plant.
4. Drain and flush the transmission and transfer
cases and fill with the correct quantity and type of oil.
5. Check electric clutches - make sure each
clutch is getting the proper amount of current. This should
be a minimum of 11.4 volts when machine is in operation.
Make sure all clutch settings are maintained as noted in
Electric Clutch Paragraphs, this Section.
6. Remove the slat and screw conveyors.
(a) The liners for the slat conveyor may need
replacing.
(b) If the chain of the slat conveyor is starting
to show wear it may be reversed.
(c) Check the conveyor sprockets if they show
excess wear, replace at this time.
(d) Check all the roller bearings and tighten all
hold down bolts.
(e) The outboard bearing for the screw
conveyor may need replacing.
(f) Hardface the screw conveyor. An extra
hardfaced screw conveyor should be kept in stock. As the
one on the machine starts to show wear, it should be
replaced and built back up with hardface.
Page 130
7. Remove track, upper lower, and oscillating rollers. Replace all track roller shafts that show wear. The rollers
can be rebushed if the bore is not damaged. It the bore is damaged either a new roller is needed or a salvage operation
can be performed by boring the roller oversize and pressing in a steel sleeve. For bore sizes, consult Iowa Manufacturing Company, Service Engineering Department.
(a) Check the sprockets and shoes.
(b) Clean out the guard around the track drive chain.
(c) Check the bolts which hold the flange drive sprocket to the rear track drive sprocket. Make sure they are
S.A.E. bolts with a double jam nut and tightened properly.
8. Drain hydraulic fluid reservoir. Clean tank and suction filter. Re-fill with fresh fluid. (See Section 5)
Page 131
SECTION XII
Purchased Component Vendor Instructions
Page 133
PART IV.
VANE PUMPS
V100, V200, V300, V400
V500, AND V2P SERIES
TABLE OF CONTENTS
Section
I
II
III
IV
V
VI
VII
Page
INTRODUCTION
A. Purpose of Manual .....................................................................................................
B. General Information ...................................................................................................
2
2
DESCRIPTION
A. General ............................... ...................................................................................... .
B. Assembly and Construction ................... ....................................................................
C. Flow Control and Relief Valve ................ ...................................................................
D. Application ............................. ...................................................................................
4
4
4
4
PRINCIPLES OF OPERATION
A. Pumping Cartridge .....................................................................................................
B. Hydraulic Balance ......................................................................................................
C. Pressure Plate ...........................................................................................................
D. Flow Control and Relief Valve ................ ...................................................................
4
5
5
5
INSTALLATION AND OPERATING INSTRUCTIONS
A. Installation Drawings ..................................................................................................
B. Drive Connections .....................................................................................................
C. Shaft Rotation ............................. ..............................................................................
D. Piping and Tubing ......................... ............................................................................
E. Hydraulic Fluid Recommendations .............................................................................
F. Overload Protection....................................................................................................
G. Port Positions.............................................................................................................
H. Start-Up......................................................................................................................
6
6
6
6
6
7
7
8
SERVICE INSPECTION AND MAINTENANCE
A. Service Tools .............................................................................................................
B. Inspection ...................................................................................................................
C. Adding Fluid To The System .................. ..................................................................
D. Adjustments ............................. .................................................................................
E. Lubrication .................................................................................................................
F. Replacement Parts ......................... ...........................................................................
G. Trouble-Shooting........................................................................................................
8
8
8
8
8
8
8
OVERHAUL
A. General ................................ .....................................................................................
B. Disassembly ............................. .................................................................................
C. Inspection and Repair ................................................................................................
D. Assembly ...................................................................................................................
10
10
10
11
TESTING.................................................................................................................................
11
1
Section I - INTRODUCTION
A. PURPOSE OF MANUAL
This manual has been prepared to assist the users of Vickers balanced vane type hydraulic single pumps in properly
installing, maintaining and repairing their units. In the sections which follow, the single pumps are described in detail,
their theory of operation is discussed and instructions are given for their proper installation, maintenance and overhaul.
The general series of models covered are V100, V200, V300, V400, V500 and V2P. The information given applies to
the latest design configurations listed in Table I. Earlier designs are covered only insofar as they are similar to the
present equipment.
B. GENERAL INFORMATION
1. Related Publications - Service parts information and installation dimensions are not contained in this manual.
The parts catalogs and installation drawings listed in Table I are available from any Vickers Mobile Division Application
Engineering office, or from:
Vickers
Mobile Hydraulics Division
Product Service Department
P.O. Box 302, Troy, Michigan
2. Model Codes - There are many variations within each basic model series, which are covered by variables in the
model code. Table II is a complete breakdown of the code covering these units. Service inquiries should always include
the complete unit model number, which is stamped on the pump cover.
MODEL
SERIES
V100
V200
V300
V400
V500
V2P
TABLE I
PARTS CATALOGS AND INSTALLATION DRAWINGS
DESIGN NO.
PARTS
INSTALLATION
(See Table II)
CATALOG
DRAWING
-10
M-2031-S
M-152060
-12
M-1771-S
M-190082
-11
M-2033-S
M-128797
M-127065
-10
M-1262-S
M-236696
-10
M-2002-S
M-289405
Figure 1
2
TABLE II - MODEL CODE BREAKDOWN
3
Section II - DESCRIPTION
As the rotor is driven by the driveshaft, the vanes generate
fluid flow by carrying fluid around the elliptical ring contour
(see section m). Fluid enters the cartridge through the
inlet port in the body and is discharged through the
pressure plate to the outlet port in the cover.
A. GENERAL
Pumps in this series are used to develop hydraulic fluid
flow for the operation of Mobile equipment. The positive
displacement pumping cartridges are the rotary vane type
with shaft side loads hydraulically balanced. The flow rate
depends on the pump size and the speed at which it is
driven.
C. FLOW CONTROL AND RELIEF VALVE
V200 pumps are available with an integr Flow Control
and Relief Valve in the pump cover. This limits the fluid
flow in the system to a maximum prescribed rate and
prevents excessive pressure build-up. Fluid not required
in the system is recirculated to tank.
All units are designed so that the direction of rotation,
pumping capacity and port positions can be readily
changed to suit particular applications.
B. ASSEMBLY AND CONSTRUCTION
D. APPLICATION
The V200 series pump illustrated in cutaway in Figure
1 is representative of all single pumps in this series. The
unit consists principally of a ported body and cover, a drive
shaft supported by two ball bearings, a pumping cartridge
and a pressure plate. The components of the cartridge are
an elliptical ring, a slotted rotor splined to the drive shaft
and twelve vanes fitted to the rotor slots.
Pump ratings in GPM as shown in the model coding are at
1200 RPM.
For ratings at other speeds, methods of
installation and other application information, Vickers
Mobile Division Application engineering personnel should
be consulted.
Section III - PRINCIPLES OF OPERATION
Radial movement of the vanes and turning of the rotor
cause the chamber between the vanes to increase as the
vanes pass the inlet sections of the ring. This results in a
low pressure condition which allows atmospheric pressure
to force fluid into the chambers. (Fluid outside the inlet is
at atmospheric pressure or higher.)
A. PUMPING CARTRIDGE
As mentioned in Section II;, fluid flow is developed in
the pumping cartridge. The action of the cartridge is
illustrated in Figure 2. The rotor is driven within the ring by
the driveshaft, which is coupled to a power source.
As
the rotor turns, centrifugal force on the vanes causes them
to follow the elliptical inner surface of the ring.
Figure 2
4
This fluid is trapped between the vanes and carried past
the large diameter or dwell section of the ring. As the
outlet section is approached, the ring diameter decreases
and the fluid is forced out into the system. System
pressure is fed under the vanes, assuring their sealing
contact against the ring during normal operation.
B. HYDRAULIC BALANCE
The pump ring is shaped so that the two pumping
chambers are formed diametrically opposed.
Thus,
hydraulic forces which would impose side loads on the
shaft cancel each other out.
C. PRESSURE PLATE
The pressure plate seals the pumping chamber as shown in
Figure 3.
A light spring holds the plate against the
cartridge until pressure builds up in the system. System
pressure is effective against the area at the back of the
plate, which is larger than the area exposed to the pumping
cartridge. Thus, an unbalanced force holds the plate
against the cartridge, sealing the cartridge and providing
the proper running clearance for the rotor and vanes.
Figure 3
This condition usually occurs only at low drive speeds.
The large spring chamber is connected to the pressure
port through an orifice. Pressure in this chamber equalizes
pressure at the other end of the relief valve spool and the
light spring holds the spool closed.
Pump delivery is
blocked from the tank port by the spool land.
D. FLOW CONTROL AND RELIEF VALVE
3. When pump delivery is more than the flow rate
determined by the orifice plug, a pressure build-up forces
the spool open against the light spring.
Excess fluid is
throttled past the spool to the tank port as shown in Figure
4B.
1. Maximum pump delivery and maximum system
pressure are determined by the integral flow control and
'relief valve in a special outlet cover used on some V200
pumps. This feature is illustrated schematically in Figure
4. An orifice in the cover limits maximum flow. A pilotoperated type relief valve shifts to divert excess fluid delivery to tank, thus limiting the system pressure to a
prescribed maximum.
4. If pressure in the system builds up to the relief
valve setting (Figure 4C), the pilot poppet is forced off its
seat. Fluid in the large spring chamber flows through the
spool and out to tank.
This flow causes a pressure
differential on the spool, shifting it against the light spring.
All pump delivery is thus permitted to flow to tank.
2. Figure 4A shows the condition when the total pump
delivery can be passed through the orifice.
Figure 4
5
Section IV- INSTALLATION and OPERATING INSTRUCTIONS
A. INSTALLATION DRAWINGS
NOTE
These pumps must be driven in the direction of the
arrows cast on the pump ring. If it is desired to change
the direction of drive rotation, it is necessary to reverse
the ring. (See Section VI-B-D and Figure 9. )
B. DRIVE CONNECTIONS
CAUTION
CAUTION
Vickers pump shafts are designed to be installed in
couplings, pulleys, etc., with a slip fit or very light
tap. Pounding can injure the bearings. Shaft
tolerances are shown on the pump installation
drawings. (See Table I.)
Never drive a pump in the wrong direction of rotation.
Seizure may result, necessitating expensive repairs.
D. PIPING AND TUBING
1. All pipes and tubing must be thoroughly cleaned
before installation. Recommended methods of cleaning
are sand blasting, wire brushing and pickling.
1. Direct Mounting - A pilot on the pump mounting
flange (Figure 5) assures correct mounting and shaft
NOTE
For instructions on pickling refer to Vickers instruction
sheet M-9600.
2. To minimize flow resistance and the possibility of
leakage, only as many fittings and connections as are
necessary for proper installation should be used.
3. The number of bends in tubing should be kept to a
minimum to prevent excessive turbulence and friction of
oil flow. Tubing must not be bent too sharply. The
recommended radius for bends is three times the inside
diameter of the tube.
Figure 5
and shaft alignment, provided the pilot is firmly seated in
the accessory pad of the power source. Care should be
exercised in tightening all flange mounting screws to
prevent misalignment.
E. HYDRAULIC FLUID RECOMMENDATIONS
The oil in a hydraulic system serves as the power
transmission medium. It is also the system's lubricant and
coolant. Selection of the proper oil is a requirement for
satisfactory system performance and life. Oil must be
selected with care and with the assistance of a reputable
supplier.
If gaskets are used between flanges, they should be
installed carefully so as to lay flat. Shaft keys and
couplings must be properly seated to avoid slipping and
possible shearing.
2. Indirect Drive - Chain, spur gear or vee belt
pulley drives may also be used with these pumps. Flat
belt drives are not recommended because of the
possibility of slipping.
TWO IMPORTANT FACTORS IN SELECTING AN OIL
ARE:
1. Antiwear Additives - The oil selected must contain
the necessary additives to insure high anti-wear
characteristics.
To prevent excessive side loads on the pump
bearings, it is important to check for correct alignment
and guard against excessive belt or chain tension.
2. Viscosity - The oil selected must have proper
viscosity to maintain adequate lubricating film at system
operating temperature.
C. SHAFT ROTATION
SUITABLE TYPES OF OIL ARE:
Vickers pumps are normally assembled for righthand
(clockwise) rotation as viewed from the shaft ends. A
pump made for lefthand rotation is identified by an "L" in
the model code (See Table II).
1. Crankcase Oil meeting API service classification
MS. The MS (most severe) classification is the key to
proper selection of crankcase oils for Mobile hydraulic
systems.
6
130°F with any of these light weight or diluted oils.
2. Antiwear Type Hydraulic Oil - There is no common
designation for oils of this type. However, they are
produced by all major oil suppliers and provide the
antiwear qualities of MS crankcase oils.
OTHER FACTORS IN SELECTING AN OIL ARE:
1. Viscosity - Viscosity is the measure of fluidity. In
addition to dynamic lubricating properties, oil must have
sufficient body to provide adequate sealing effect between
working parts of pumps, valves, cylinders and motors, but
not enough to cause pump cavitation or sluggish valve
action. Optimum operating viscosity of the oil should be
between 80 SSU and 180 SSU. During sustained high
temperature operation viscosity should not fall below 60
SSU.
3. Certain Other Types Of Petroleum Oils are suitable
for Mobile hydraulic service if they meet the following
provisions:
(a) Contain the type and content of antiwear
impounding found in MS crankcase oils or have passed
pump tests similar to those used in developing the antiwear
type hydraulic oils.
(b) Meet the viscosity recommendations shown in
the following table.
(c) Have sufficient chemical stability for Mobile
hydraulic system service.
2. Viscosity Index - Viscosity index reflects the way
viscosity changes with temperature. The smaller the
viscosity change the higher the viscosityindex.
The
viscosity index of hydraulic system oil should not be less
than 90. Multiple viscosity oils, such as SAE 10W-30,
incorporate additives to improve viscosity index (polymer
thickened).
Oils of this type generally exhibit both
temporary and permanent decrease in viscosity due to the
oil shear encountered in the operating hydraulic system.
Accordingly, when such oils are selected, it is desirable to
use those with high shear stability to insure that viscosity
remains within recommended limits.
The following types of oil are suitable if they meet the
above three provisions:
Series 3 Diesel Engine Oil
Automatic Transmission Fluid Types A, F and DEXRON
Hydraulic Transmission Fluid Types C-1 and C-2
The
following
table
summarizes
oil
types
recommended for use with Vickers equipment in Mobile
hydraulic systems by viscosity and service classification.
Hydraulic System
Operating
Temperature
Range
(Min. * to Max.)
0°F to 180°F
0°F to 210°F
50°F to 2100F
SAE Viscosity
Designation
10W
10W-30**
20-20W
3. Additives - Research has developed a number of
additive agents which materially improve various
characteristics of oil for hydraulic systems.
These
additives are selected to reduce wear, increase chemical
stability, inhibit corrosion and depress the pour point. The
most desirable oils for hydraulic service contain higher
amounts of antiwear compounding.
American
Petroleum
Institute (API)
Service
Classification
MS
MS
MS
SPECIAL REQUIREMENTS
* Ambient Start Up Temperature
** See paragraph on Viscosity Index
Where special considerations indicate a need to depart
from the recommended oils or operating conditions, see
your Vickers sales representative.
OPERATING TEMPERATURE
CLEANLINESS
The temperatures shown in table are cold start-up to
maximum operating. Suitable start-up procedures must be
followed to insure adequate lubrication during system
warm-up.
Thorough precautions should always be observed to
insure that the hydraulic system is clean:
1. Clean (flush) entire system to remove paint, metal
chips, welding shot, etc.
ARCTIC CONDITIONS
2. Filter each change of oil to prevent introduction of
contaminant into the system.
Arctic conditions represent a specialized field where
extensive use is made of heating equipment before
starting. If necessary, this, and judicious use of SAE 5W or
SAE 5W-20 oil in line with the viscosity guide lines shown
in the table, may be used. Dilution of SAE 10W (SM) oil
with maximum of 20% by volume of kerosene or low
temperature diesel fuel is permissible. During cold startup, avoid high speed operation of hydraulic system
components until the system is warmed up to provide
adequate lubrication. Operating temperature should be
closely monitored to avoid exceeding a temperature of
3. Provide continuous oil filtration to remove sludge
and products of wear and corrosion generated during the
life of the system.
4. Provide continuous protection of system from entry
of airborne contamination.
5. During usage, proper oil filling and servicing of
filters, breathers, reservoirs, etc., cannot be overemphasized.
7
F. OVERLOAD PROTECTION
A relief valve must be installed in the system, unless it
is an integral part of the pump. The relief valve limits
pressure in the system to a prescribed maximum and
protects the components from excessive pressure. The
setting of the relief valve depends on the work
requirements of the system and the maximum pressure
ratings of the system components.
G. PORT POSITIONS
The pump cover can be assembled in four positions
with respect to the body. A letter in the model code (Table
II) identifies the cover position as shown in Figure 6.
Disassembly and assembly procedures are in Section VI-B
and D.
Figure 6
initially purge the air from the system. Failure to prime
within a reasonable length of time may result in damage
due to lack of lubrication. Inlet lines must be tight and free
from air leaks. However, it may be necessary to crack a
fitting on the outlet side of the pump to purge entrapped
air.
H. START-UP
With a minimum drive speed of 600 RPM, a pump should
prime almost immediately if provision is made to
Section V - SERVICE, INSPECTION AND MAINTENANCE
C. ADDING FLUID TO THE SYSTEM
A. SERVICE TOOLS
When hydraulic fluid is added to replenish the system, it
should always be poured through a fine wire screen - 200
mesh or finer. It is important that the fluid be clean and
free of any substance which could cause improper operation or wear of the pump or other hydraulic units.
Therefore, the use of cloth to strain the fluid should be
avoided to prevent lint getting into the system.
No special tools are required to service these pumps.
B. INSPECTION
Periodic inspection of the fluid condition and tube or
piping connections can save time-consuming breakdowns
and unnecessary parts replacement. The following should
be checked regularly.
D. ADJUSTMENTS
1. All hydraulic connections must be kept tight. A
loose connection in a pressure line will permit the fluid to
leak out. If the fluid level becomes so low as to uncover
the inlet pipe opening in the reservoir, extensive damage to
the pump can result. In suction or return lines, loose
connections permit air to be drawn into the systems,
resulting in noisy and/or erratic operation.
2. Clean fluid is the best insurance for long service
life.
Therefore,
the reservoir should be checked
periodically for dirt or other contaminants.
No periodic adjustments are required, other than to
maintain proper shaft alignment with the driving medium.
E. LUBRICATION
Internal lubrication is provided by the fluid in the
system. Lubrication of the shaft couplings should be as
specified by their manufacturers.
F. REPLACEMENT PARTS
If the fluid becomes contaminated the system should
be thoroughly drained and the reservoir cleaned before
new fluid is added.
Only genuine replacement parts manufactured or sold
by Vickers should be used. These are identified in the
parts catalogs listed in Table I.
3.
Filter elements also should be checked and
replaced periodically. A clogged filter element results in a
higher pressure drop. This can force particles through the
filter which would ordinarily be trapped, or can cause the
by-pass to open, resulting in a partial or complete loss of
filtration.
G. TROUBLE-SHOOTING
Table IV lists the common difficulties experienced with
vane pumps and hydraulic systems. It also indicates the
probable causes and remedies for each of the troubles
listed.
It should always be remembered that many apparent
pump failures are actually the failures of other parts of the
systems.
The cause of improper operation is best
diagnosed with adequate testing equipment and a thorough
understanding of the complete hydraulic system.
4. A pump which is running excessively hot or noisy is
a potential failure. Should a pump become noisy or
overheated, the machine should be shut down immediately
and the cause of improper operation corrected.
8
TROUBLE
PUMP NOT DELIVERING
FLUID
TABLE IV - TROUBLE SHOOTING CHART
PROBABLE CAUSE
REMEDY
DRIVEN IN THE WRONG DIRECTION
The drive direction must be changed
OF ROTATION
immediately to prevent seizure. Figure 9
shows the correct ring position for each
direction of rotation.
COUPLING OR SHAFT SHEARED OR
Disassemble the pump and check the shaft
DISENGAGED
and cartridge for damage. (See Section
VI.) Replace the necessary parts.
FLUID INTAKE PIPE IN RESERVOIR
Check all strainers and filters for dirt and
RESTRICTED
sludge. Clean if necessary.
FLUID VISCOSITY TOO HEAVY TO PICK
UP PRIME
AIR LEAKS AT THE INTAKE PUMP NOT
PRIMING
Completely drain the system. Add new
filtered fluid of the proper viscosity.
Check the inlet connections to determine
where air is being drawn in. Tighten any
loose connections. See that the fluid in the
reservoir is above the intake pipe opening.
Check the minimum drive speed which
may be too slow to prime the pump.
RELIEF VALVE STUCK OPEN (MODELS
WITH INTEGRAL RELIEF VALVE ONLY).
Disassemble the pump and wash the valve
in clean solvent. Return the valve to its
bore and check for any stickiness. A
gritty feeling on the valve periphery can be
polished with crocus cloth. Do not remove
excess material, round off the edges of the
lands or attempt to polish the bore. Wash
all parts and reassemble the pump.
Disassemble the pump. Check for dirt or
metal chips. Clean the parts thoroughly
and replace any damaged pieces. If
necessary flush the system and refill it with
clean fluid.
Use a pressure gauge to correctly adjust
the relief valve.
Replace pump cartridge.
VANE(S) STUCK IN THE ROTOR
SLOT(S)
INSUFFICIENT PRESSURE
BUILD-UP
PUMP MAKING NOISE
SYSTEM RELIEF VALVE SET TOO LOW
WORN PARTS CAUSING INTERNAL
LEAKAGE OF PUMP DELIVERY PUMP INTAKE PARTIALLY BLOCKED
AIR LEAKS AT THE INTAKE OR SHAFT
SEAL. (OIL IN RESERVOIR WOULD
PROBABLY BE FOAMY)
PUMP DRIVE SPEED TOO SLOW OR
TOO FAST
COUPLING MISALIGNMENT
9
Service the intake strainers. Check the
fluid condition and, if necessary, drain and
flush the system. Refill with clean fluid.
Check the inlet connections and seal to
determine where air is being drawn in.
Tighten any loose connections and
replace the seal if necessary. See that the
fluid in the reservoir is above the intake
pipe opening.
Operate the pump at the recommended
speed.
Check if the shaft seal bearing or other
parts have been damaged. Replace any
damaged parts. Realign the coupled
shafts.
Section VI - OVERHAUL
NOTE
Complete cartridges are available in service
kits for rebuilding these pumps. Refer to the
catalogs listed in Table I for part numbers.
A. GENERAL
Plug all removed units and cap all lines to prevent the
entry of dirt into the system. During disassembly, pay
particular attention to identification of the parts, especially
the cartridges, for correct assembly. Pump bearings are
pressed in the bodies or on the shafts and should not be
removed unless defective. Figure 7 is an exploded view
which shows the proper relationship of the parts for
disassembly and assembly. Figure 1 can be referred to for
the correct assembled relationship of the parts.
B. DISASSEMBLY
1. Disassembly of basic pump - See Figure 7. If a
mounting flange or foot bracket is used, remove it before
dismantling the pump. Clamp the pump body in a vise (not
too tightly), cover end up, and remove the four cover
screws. Note the position of the cover port with respect to
the body port before lifting off the cover and "O" ring. (See
paragraph 2 for disassembly of flow control covers.)
Remove the pressure plate and spring and note the
position of the ring for correct reassembly. Lift off the ring
and remove the locating pin. Separate the vanes from the
rotor and remove the rotor from the shaft.
Turn the pump body over and remove the shaft key
and the snap ring which retains the outer bearing. Tap with
a soft hammer on the splined end of the shaft to force the
shaft out of the body. Support the bearing inner race and
press the shaft out of the bearing. Pull the shaft seal out
of the body with a suitable hooked tool and press out the
inner bearing.
2. Disassembly of Flow Control and Relief Valve
Covers - See Figure 7. If a screen is used in the cover,
remove the plug and pull out the screen. Do not remove
the orifice plug unless it is necessary. Check whether there
is a plug at each end of the relief valve bore. If the bore
is blind, remove the plug and the snap ring to release the
valve and spring as shown in the inset view, Figure 7. If
the bore is through the cover, remove only the one plug to
release the spring and valve. Leave the snap ring and the
other plug in the cover.
2. Check the wearing surfaces of the body, pressure
plate, ring and rotor for scoring and excessive wear.
Remove light score marks by lapping. Replace any heavily
scored or badly worn parts.
3. Inspect the vanes for burrs, wear and excessive
play in the rotor slots. Replace the rotor if the slots are
worn.
4. Check the bearings for wear and looseness.
Rotate the bearings while applying pressure to check for
pitted or cracked races.
5. Inspect the oil seal mating surface on the shaft for
scoring or wear. If marks on the shaft cannot be removed
by light polishing, replace the shaft.
6. Check the relief valve sub-assembly for free
movement in the cover bore. Remove burrs from the
valve by polishing, but do not round off the corners of the
lands. Do not attempt to rework the valve bore. If the
bore is damaged, replace the cover.
D. ASSEMBLY
Coat all parts with hydraulic fluid to facilitate assembly
and provide initial lubrication. Use small amounts of
petroleum jelly to hold "O" rings in place during assembly.
IMPORTANT
During handling and shipping of the precision
machined cartridge parts, it is possible to
raise burrs on the sharp edges. All sharp
edges on the parts of a new cartridge kit
should be stoned prior to installation.
1. Assembly of Flow Control Cover - See Figure 7. If
the cover has a through bore, insert the valve in the bore,
small land first. Then install the spring and pipe plug. For
models with the blind bore, first install the spring, then the
valve, with the hexagon head end first. Follow this with the
snap ring (being certain it is firmly seated in the groove)
and the pipe plug. Install the screen and the plug which
retains it.
2. Assembly of Pump - See Figure 7. Begin assembly
by pressing the shaft into the front bearing while supporting
the bearing inner race. Next, press the inner bearing into
the body, using a driver which contacts the outer race only.
Be certain both bearings are firmly seated.
C. INSPECTION AND REPAIR
1. Discard the used shaft seal and all "O" rings.
Wash the metal parts in mineral oil solvent, blow them dry
with filtered compressed air and place them on a clean
surface for inspection.
10
NOTE
Before assembling the shaft seal, determine
the correct position of the sealing lip. (See
Figure 8.) Double lip seals are assembled with
the spring toward the pumping cartridge.
Single lip seals have two pressure holes, which
are assembled toward the shaft end of the
pump.
Figure 7
11
Figure 8
Press the seal firmly in place and lubricate the lip with
petroleum jelly or other grease compatible with the system
fluid. Slide the drive shaft into the body until the bearing is
seated, Tap lightly on the end of the shaft if necessary.
Install the snap ring.
Install the new “O” rings in the body and cover. Insert
the ring locating pins in the body and assembly the ring so
that the arrow on the perimeter points in the proper
direction of rotation. Check the assembly against Figure 9.
Install the rotor on the shaft and inset the vanes in the rotor
slots. Be certain the radius edges of the vanes are toward
the cam ring.
Figure 9
Place the pressure plate on the locating pins and flat
against the ring. Use a small amount of petroleum jelly or
grease to stick the spring in the recess In the pressure
plate. Carefully install the cover with the outlet port in the
correct position. Tighten the cover screws to the torque
shown in Figure 8. Turn the shaft through by hand to
insure that there is no internal binding. Install the shaft
key.
Assemble the pump to its mounting flange or foot
mounting. If a gasket is used, be certain it is flat to avoid
misalignment of the shaft.
Section VII - TESTING
Vickers Mobile Division application engineering personnel should be consulted for test stand circuit requirements and
construction. If test equipment is available, the pump should be tested at the recommended speeds and pressures
shown on the installation drawings (see Table I).
12
PART V
1
2
3
4
PART VI. PARTS LISTING
FOR
PAVING MACHINE, BITUMINOUS MATERIAL
CRAWLER MOUNTED
MODEL BSF-400
Serial Numbers 35627 thru 35633 inclusive
Contract No. DSA-700-77-C8481
Serial Numbers 36955 thru 36964 inclusive
Contract No. DAAE07-79-C5795
SECTION INDEX
DESCRIPTION
Components Index ...........................................................................................................
SECTION
1
Track ................................................................................................................................
2
}
Main Frame .....................................................................................................................
Hopper Wings ..................................................................................................................
Tractor Accessories (Emblems and Attachments .............................................................
Hoods, Covers and Walkways ........................................................................................
Acoustic Details - Hood, Covers and Walkways ...............................................................
Operators Seat ................................................................................................................
Operator Remote Control - Main Clutch and Forward - Reverse Shifter ...........................
3
Conveyors, Slat and Screw..............................................................................................
4
Screed..............................................................................................................................
5
Power Mounting and Drives .............................................................................................
Power Mounting Parts
Air Cleaner and Exhaust System
Alternator and Drive
Generator and Drive
Automatic Throttle Control
Power Take Off
24 Speed Transmission, Clutch and Drive Shaft
Clutch, Transfer Case and Brakes
Standard Conveyor Drive
Hydraulic .........................................................................................................................
6
Electrical .........................................................................................................................
8
7
SECTION 1
COMPONENTS
COMPONENTS
REF. NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
DESCRIPTION
Track
Main Frame
Hopper Wings
Tractor Accessories
Hoods, Covers, and Walkways
Acoustic Details
Operators Seat
Slat Conveyor
Skirtboards and Covers - Slat Conveyor
Screw Conveyor
Remote Adjustable Screw Control
Screed
Screed Pull Arms
Oil Burner
Screed Lift
Power Mounting and Drive
Hydraulic Components
Base Electrical Parts
Screed Electrical Parts
SECTION
2
3
3
3
3
3
3
4
4
4
4
5
5
5
5
6
7
8
8
SECTION 2
TRACK
REF. NO.
1
2
3
4
5
6
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
PART NUMBER
5036BV03
50368V02
5036BD56
5036BD56A
5036A43C
5036BD27
7238-127
5036BD29
7010-045
7012-030
7014-009
5036BP09
7238-135
5036BP10
7010-022
7014-005
5036BD49
5036BD50
7010-025
7010-022
45890-102-19
7014-020
5036BD13
5036BD51
7010-013
7014-003
7014-018
45500-750-05
45500-750-02
DESCRIPTION
QUANTITY
Frame, Track - Left Hand
1
Frame, Track - Right Hand
1
Track Link Assembly (27 Links)
2
Track Link Assembly (26 Links)
2
Link, Track
106
Pin
106
Pin, Roll 5/16" x 1-1/2"
212
Trunnion
2
Capscrew, 3/4" x 2-1/4" Hex Head NC
8
Nut, 3/4" Hex NC
8
Lockwasher, 3/4"
8
Bar, Side Yoke
4
Pin, Roll 5/16" x 3-1/2"
4
Bar, Guide
4
Capscrew, 1/2" x 1-1/2" Hex Head NC
16
Lockwasher, 1/2"
16
See Take Up Idler - Section 2
2
See Rear Sprocket - Section 2
2
See Upper Roller - Section 2
2
See Lower Roller - Section 2
2
See Track Roller and Pivot Shaft - Section 2
6
Beam - See Main Frame - Section 1
Guard - Left Hand (Not Shown)
1
Guard - Right Hand (Shown)
1
Capscrew, 1/2" x 2-1/4" Hex Head NC
2
Capscrew, 1/2" x 1-1/2" Hex Head NC
4
Locknut, ½ " NC
6
Lockwasher, 1/2"
6
See Track Spring - Section 2
2
Anchor
2
Cover, Guard
2
Capscrew, 3/8" x 1" Hex Head NC
2
Lockwarsher. 3/8"
2
Washer, 3/8" Flat
2
Wrench, Track Adjusting
2
Wrench, Track Frame (Not Shipped With Paver Available From Factory)
2
NOTE: Quantities Shown are for Both Tracks.
TRACK SPRING
REF. NO.
1
2
3
4
5
6
7
PART NUMBER
DESCRIPTION
5036BP06
5036BP07
5036BP05
5036BP08
7017-029
7008-342
7017-036
Base
Spring, Outer
Cap
Spring, Inner
Nut, 5/8" Jam NC
Bolt, 1½ " x 17" NC
Nut, 1½ " Jam NC
NOTE: Quantities are shown for one assembly only.
QUANTITY
1
1
1
1
8
1
2
REAR SPROCKET
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
4
4A
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
9704-050-01
5036BD53-02
5036BD54-01
7455-013
7014-023
45890-102-17
7258-013
7258-004
5036B059
5036BD06-02
7048-046
7048-047
7048-048
45200-040
50368D07
7049-003
7017-038
7394-103
7010-023
7017-051
7014-005
7024-001
5036B004
Split Sprocket Assembly
Hub
Sprocket, Tooth Section
Screw, Shoulder 3/4" x 1-1/2"
Washer, 3/4"
Locknut, 5/8" NC
Cone, Timken
Cup, Timken
Sprocket
Cap
Shim, .020"
Shim, .007"
Shim, .005"
Seal, Oil
Plate
Washer, Timken
Nut, 1-3/4" Jam NC
Capscrew, 5/8" x 2-1/4" Hex Head NF
Capscrew, 1/2" x 1-3/4" Hex Head NC
Nut, 5/8" Jam Hex NF
Lockwasher, 1/2"
Plug, '1/8" Pipe
Shaft
See Track - Section 2
QUANTITY
1
1
1
6
6
6
2
2
1
1
1
1
1
2
1
2
4
6
12
6
12
2
1
NOTE: Quantities listed are for one assembly only.
LITHO IN U.S.A
TAKE-UP IDLER
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
4
-5
6
7
8
9
10
11
12
5036BD26-02
9701-020
7376-005
7376-001
50368D10-02
7048-014
7048-015
7048-016
45200-008
7010-021
7014-005
7024-001
Idler, Track
Shaft
Cone, Timken
Cup, Timken
Cap
Shim, .020"
Shim, .0071's
Shim, .005"
Seal, Oil
Capscrew, 1/2" x 1-1/4" Hex Head NC
Lockwasher, 1/2"
Plug, 1/8" Pipe
NOTE: Quantities listed are for one assembly only.
QUANTITY
1
1
2
2
2
As Req.
As Req.
As Req.
2
8
8
2
UPPER ROLLER
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
10
11
5036BD38A
45030-003-03
7051-003
5036BD041
50368016A
50368D60
7010-127
7014-005
7012-027
*Roller, With Bushing
*Bushing
Alemite, Fitting 67 1/2°
Washer
Shaft
Spacer, Roller
Capscrew, ½ " x 3¼ " Hex Head NC
Lockwasher, "
Nut, ½ " Hex NC
Frame - See Track Frame - This Section
Nipple, Alemite Extension 3/4"
7053-001
*NOTE: Items 1 and 2 are press fitted.
NOTE: Quantities listed are for one assembly only.
QUANTITY
1
1
2
1
1
1
1
1
1
LOWER ROLLER
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
5
6
7
8
9
10
5036BD37C
45030-003-04
5036BD41
50368032
7010-109
7012-025
7014-003
7051-001
*Roller, With Bushing
*Bushing (Only)
Washer
Shaft
Capscrew, 3/8" x 4" Hex Head NC (Not Shown)
Nut, 3/8" Hex (Not Shown)
Lockwasher, 3/8" (Not Shown)
Grease Fitting, 1/8"
Frame - See Track Frame - This Section
NOTE: Quantities listed are for one assembly only.
*NOTE: Items #1 and 2 are press fitted to make Item #1.
QUANTITY
1
2
2
1
1
1
1
1
TRACK ROLLER PIVOT SHAFT
REF. NO.
PART NUMBER
DESCRIPTION
1
2
4
5
6
7
8
10
11
12
13
14
15
16
17
5036BD39A
45030-003-03
503BD41
5036BD23
5036BD43
5036BD21
5036BD20
5036BD19
7010-034
7010-034
7012-029
7014-007
7014-005
*Roller, With Bushing
*Bushing (Only)
Washer
Shaft
Lock
Bracket
Shaft
Flat
Capscrew, 5/8" x 2" Hex Head NC
Capscrew, 5/8"x 2" Hex Head NC
Nut, 5/8 " Hex NC
Lockwasher, 5/8"
Lockwasher, 1/2"
Frame-See Track Frame- This Section
Fitting, Alemite 1/8" x 45°
7051-002
NOTE: Quantities listed are for one assembly only.
*NOTE: Item #1 and 2 are press fitted.
QUANTITY
2
4
4
2
2
1
1
2
4
4
4
4
2
2
SECTION 3
MAIN FRAME
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
10
11
12
9704-000-01
9701-568
5036AK04
5036KD09
5036K012
5036AD10
5036AD11
40504-001-05
5036KD10
5036KD11
5036AK05
5036AK06
5036AK07
7072-149
7072-197
5036AD33
5036AD35
Frame, Main
Plate, Insp. Conveyor Chain
Plate, Side
Angle, Buffer Screed
Angle, Buffer Screed
Clamp, Gate - Center
Clamp, Gate - Outside
Pipe, 3/4" x 1-15/16"
Cover, Plate
Cover, Plate
Angle, Side - Far Side
Angle, Side - Near Side
Angle, Corner
Bolt, Carriage 5/8" x 2"
Bolt, Carriage 5/8" x 1-3/4"
Guard
Guard
See Walking Beam - This Section
See Beam Roller - This Section
See Gate - This Section
13
14
15
16
17
18
QUANTITY
1
1
2
1
1
1
2
12
1
1
1
1
2
2
4
1
1
WALKING BEAM
REF. NO.
1
2
3
4
PART NUMBER
5036AD17
5036BD17
5036BD18
7011-139
DESCRIPTION
Walking Beam
Washer
Washer
Pin, Cotter ½ " x 4"
QUANTITY
1
3
3
3
BEAM ROLLER ASSEMBLY
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
5036AD32
41218-037-00
7130-105
4
5
7017-027
7302-013
Tube
Shaft
Setscrew, Socket Type 1/2" x 1-1/4 "NC - Cone Point
Nut, Jam 1/2" - NC
Bearing
NOTE: Quantities shown are for one Assembly only.
QUANTITY
1
1
4
4
2
GATE
REF. NO.
1
2
3
4
5
6
7
8
9
10
PART NUMBER
5036AD12
5036AD25
1201B08BA
5036AD36
5036AD13
5036AD14
7131-050
40812-002-04
5036AD15
5036AD16
DESCRIPTION
QUANTITY
Gate
1
Gate
1
Rack
4
Shim
As Req.
Shaft
2
Pinion
4
Setscrew, ¼ " x ½ a" Socket Head Cup Point NC 4
Key, 3/16" x 3/16" x 2¼ "
4
Block
6
Clamp
2
Frame - See Main Frame - Section 3
ACCESSORY TOOL NOT SHIPPED WITH PAVER. AVAILABLE FROM FACTORY.
45500-024-01
Wrench, Gate Adjusting
1
HOPPER WINGS
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
4
9704-000-06
9704-000-05
5036VG12
45090-002-43
5
6
5036VC09
41005-075
9700-907
7010-015
45890-102-16
9704-000-11
7430-007
7430-105
7010-104
7014-003
7131-080
7017-025
7017-034
Wing, Hopper - Right Hand
1
Wing, Hopper - Left Hand
1
Bracket, Cylinder Mount
2
Cylinder, Hopper Wing - See Form # 14011 - This
Section
2
Pin, Rod
2
Rod, Hinge
2
Flat, Guard
6
Capscrew, 3/8" x 1½ " NC
12
Locknut, ½ " Hex NC
12
Guard, Front
2
Fitting, Straight ½ " MP x ½ " 37°
2
Fitting, 90°1/2" NPT x 3/8" 37°
2
Capscrew, 3/8" x 3-3/4" NC
4
Lockwasher, 3/8"
4
Setscrew, 3/8" x 1" NC
4
Nut, 3/8" Jam NC
4
Nut, 1¼ " Jam NC
4
See Hopper Wing-Hydraulic Circuit - Section 7
7
8
9
10
11
12
13
14
QUANTITY
CYLINDER-HOPPER WINGS
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
45090-002-43
45090-524-24
45090-524-23
45090-524-22
45090-524-21
45090-536-07
45090-539-03
45090-539-02
45090-524-08
45090-524-07
45090-512-58
45090-512-59
45090-512-53
45090-511-31
45090-512-54
45090-511-32
45090-526-38
45090-526-39
45090-526-36
45090-526-37
Cylinder - Complete
Piston
Piston
Tube, 2nd Stage
Tube, 1st Stage
Case
Head
Head
*Piston Ring
*Piston Ring
*O-Ring
*O-Ring
*O-Ring
*Back Up Washer
*O-Ring
*Back Up Washer
*U-Cup and Load O-Ring
*U-Cup and Load O-Ring
*Seal, Wiper
*Seal, Wiper
*NOTE: These parts may be purchased as a repair kit by ordering
Part Number 45090-526-35.
QUANTITY
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
TRACTOR ACCESSORIES
TRACTOR ACCESSORIES
REF. NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
PART NUMBER
DESCRIPTION
5036KD20
7072-052
7056-011
7014-003
7014-018
5036KD18
5036KD19
5036KD14
40503-050
9701-810
9704-450-09
45515-004-01
45515-004-02
7435-134
45890-102-25
7014-016
9704-450-17
46000-004-04
7472-023
4418-017
4418-087
4418-319
4418-129-09
4418-320
4418-135-01
4418-135-02
4418-305
4418-306
4418-304
4418-135-18
4418-307
4418-308
4418-135-28
4418-312
4418-147
4418-197
7435-134
45890-102-25
7014-016
4418-010
4418-310
4418-314
4418-313
4418-315
4418-309
4418-311
4418-303
40503-004-00-02
7061-004
7085-004
7027-002
4418-335
Bracket, Guide Marker
Bolt, Carriage 3/8" x 1" NC
Nut, 3/8" Wing NC
Lockwasher, 3/8"
Washer, 3/8" Flat
Support, Guide Marker - Right Hand
Support, Guide Marker - Left Hand
Marker, Guide
Pipe, 1/2" x 50"
Rail, Hand
Brace. Shipping (remove for operation)
Extinguisher, Fire
Bracket, Fire Extinguisher
Screw, 1/4" x 5/8" Round Head Cadium
Locknut, 1/4"-20
Washer, 1/4" Flat
Box, Tool (Military)
Padlock, with Two Keys
Screw, Tapping 3/8" -16 x 3/4"
Plate, Serial
Emblem, Cedarapids
Plate, Tie Down Points
Emblem Strike-off Adjustment
Plate, Lifting Point
Emblem, Patent
Emblem, Lubrication
Plate, Lift Here
Plate, Lift Here
Plate, Throw Out Collar
Plate, Fill with Diesel Fuel Only
Plate, Tie Down Here
Plate, Tie Down Here
Emblem, Paver Speed
Plate, Safety Cable
Emblem, Cedarapids
Emblem, Slow Moving Vehicle
Screw, 1/4" x 5/8" Round Head Cadium
Locknut, 1/4"-20
Washer, 1/4" Flat
Emblem, Cedarapids
Plate, Battery Caution
Plate, Clutch - Right Hand
Plate, Clutch - Left Hand
Plate, Do Not Stand in Hopper
Plate, Stand Clear Hopper
Plate, Ear Protection
Plate, Stop
Pipe. 1/2" x 4" TBE
Elbow, 1/2" Pipe at 90 degrees Street
Elbow. 1/2" Pipe at 90 degrees
Plug, Magnetic
Plate, Identification
QTY.
1
1
1
1
1
1
1
1
1
2
2
1
1
3
3
3
1
2
8
1
1
1
1
1
1
1
2
2
1
1
4
4
1
2
2
1
2
2
2
3
1
1
1
1
4
1
1
2
2
2
2
1
HOODS, COVERS AND WALKWAYS
REF. NO.
PART NUMBER
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
9704-300-29
9704-300-30
9704-300-31
9704-300-32
9704-300-33
9704-300-34
9704-300-35
9704-300-36
45775-282-03
46000-004-05
46000-004-07
41733-003-01
9704-300-37
9704-300-72
9704-300-73
9704-300-75
5036KN03
9704-300-76
45890-252-07
DESCRIPTION
Shell, Radiator
Hood, Rear
Cover, Transmission
Cover, Six Speed
Hood, Center
Panel, Side
Cover, End
Panel, Electric Box
Boot, Shifter
Lock, With Keys
Hasplock, With Padlock & Keys
Tape, Sponge 1" x 2"
Brace, Transmission Cover
Cover, Vandal
Cover, Clutch
Angle, Hood Support
Angle, Walkway Support
Walkway, Floor Plate
Bolt, 5/16" Washer Head NF
QUANTITY
1
1
1
1
1
2
1
1
3
1
4
0.7
1
2
2
2
2
4
29
ACOUSTIC MATERIAL
HOODS, COVERS, WALKWAYS
REF. NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
10
9704-300-66
9704-300-67
9704-300-84
9704-300-88
9704-300-89
9704-300-90
9704-301-76
9704-301-77
9704-301-78
9704-301-79
Acoustic Material,
Acoustic Material,
Acoustic Material,
Acoustic Material,
Acoustic Material,
Acoustic Material,
Acoustic Material,
Acoustic Material,
Acoustic Material,
Acoustic Material,
QUANTITY
Side Panel
Center Hood
Walkway
Hood
Hood
Hood End Cover
Transmission Cover
Transmission Cover
Transmission Cover
Transmission Cover
2
1
4
1
1
1
1
1
1
1
OPERATORS SEAT STANDARD
REF.NO.
1
2
3
4
PART NO.
5036MD01
5036iNID01-01
5036MD01-02
5036MD02
DESCRIPTION
Seat Assembly
Cushion, Seat
Cushion, Back Rest
Pedestal
QUANTITY
1
1
1
1
SLAT CONVEYOR
SLAT CONVEYOR
REF.NO
1
2
3
4
5
{
6
7
{
8
9
10
{
11
12
13
14
15
16
17
18
19
20
21
22
22
23
{
{
PART NUMBER
DESCRIPTION
9701-610
9701-611
5036EE02
5036EE03
5036ED05
F0115FGA
Plate - Right Hand (Not Shown)
Plate - Left Hand (Shown)
Guard - Left Hand
Guard - Right Hand
Sprocket and Shaft
Flange Bearing - 1-15/16" Bore - See Form # 1001
This Section
Capscrew, Grade 5, 1/2" x 1-1/2" Hex NC
Capscrew, Grade 5, 1/2" x 3/4" Hex NC
Locknut, 1/2" NC
Washer, 1/2" Flat
Sprocket
Plate
Flange Bearing - 1-7/16" Bore - See Form # 1001
This Section
Bolt, Plow 3/8" x 1-1/2"
Locknut, 3/8" NC
Flat
Bolt, Adjusting
Shaft
Idler, Front
Bar, Flight
Plate, Baffle
Track, Return
Bolt, #3 Plow 1/2" x 1-1/4"
Locknut, 1/2"
Track, Hanger
See Slat Conveyor Chain - This Section
See Main Frame - Section 3
See Slat Conveyor Liner - This Section
Bolt, Carriage 3/4" x 2"
Nut, 3/4" Hex Jam NC
Skirtboards and Covers - Slat Conveyors
For BSF-400 and BSF-420 - This Section
For BSF-2 - See Main Frame - Section 1
7383-070
7383-071
45890-102-19
7014-020
4431-513-01
5036ED06
F0107FGA
7445-011
45890-102-17
5036ED07
5036ED08
41213-029-08
4430-021-01
4430-009
5036EE01-01
5036AG01-01
7445-010
45890-102-19
5036AG01-02
5036ED24
7072-172
7017-030
QUANTITY
1
1
2
2
2
4
8
8
8
8
4
4
4
16
16
4
4
2
4
46
2
4
12
20
6
4
16
ANTI-FRICTION BEARING
FLANGE TYPE
REF.NO.
PART NUMBER
DESCRIPTION
2
3
4
5
F0100FGA
F0100FG
7041-004
Variable
7131-046
FLANGE TYPE - 1" BORE
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 1/4" x 1/4" Socket Head Cup Point
1
1
1
1
1
2
3
4
5
F0103FGA
F0103FG
7041-007
Variable
7131-046
FLANGE TYPE - 1-3/16" BORE
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 1/4" x 1/4" Socket Head Cup Point
1
1
1
1
1
2
3
4
5
FO1O6FGA
F0107FG
7041-010
Variable
7131-074
FLANGE TYPE - 1-3/8" BORE
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 3/8" x 3/8" Socket Head Cup Point
1
1
1
1
1
2
3
4
5
F0107FGA
F0107FG
7041-011
Variable
7131-074
FLANGE BEARING - 1-7/16" BORE
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 3/8" x 3/8" Socket Head Cup Point
-Continued-
QUANTITY
1
1
1
1
1
ANTI-FRICTION BEARINGS-Flange Type - Continued
REF.NO.
PART NUMBER
DESCRIPTION
QUANTITY
FLANGE TYPE - 1-5/8" BORE
2
3
4
5
F0110FGA
F0111FG
7041-014
Variable
7131-074
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 3/8" x 3/8" Socket Head Cup Point
1
1
1
1
1
FLANGE TYPE - 1-11/16" BORE
2
3
4
5
F0111FGA
F0111FG
7041-015
Variable
7131-074
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 3/8" x 3/8" Socket Head Cup Point
1
1
1
1
1
FLANGE TYPE - 1-3/4" BORE
2
3
4
5
F0112FGA
F0111FG
7041-016
Variable
7131-074
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 3/8" x 3/8" Socket Head Cup Point
1
1
1
1
1
FLANGE TYPE - 1-15/16" BORE
2
3
4
5
F011FGA
F0115FG
7041-019
Variable
7131-074
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 3/8" x 3/8" Socket Head Cup Point
1
1
1
1
1
FLANGE TYPE - 2-3/16" BORE
2
3
4
5
FO203FGA
F0203FG
7041-023
Variable
7131-087
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 7/16" x 7/16" Socket Head Cup Point
1
1
1
1
1
FLANGE TYPE - 2-7/16" BORE
2
3
4
5
F0207FGA
F0207FG
7041-024
Variable
7131-087
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 7/16" x 7/16" Socket Head Cup Point
1
1
1
1
1
FLANGE TYPE - 2-15/16" BORE
2
3
4
5
F0215FGA
F0215FG
7041-025
Variable
7131-100
Bearing - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Setscrew, 1/2" x 1/2" Socket Head Cup Point
1
1
1
1
1
SLAT CONVEYOR CHAIN
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
5036ED24
50005-502-08
50005-502-07
50005-502-09
4
5
7238-168
Slat Conveyor Chain
Link, Roller With Bushing and Roller - Plain
Link, Attaching Includes 2 Side Bars and Pins
Link, Roller With Bushing and Roller Slotted
Bar, Flight - See Slat Conveyor - This Section
Pin, Roll
QUANTITY
4
92
SLAT CONVEYOR LINER ASSEMBLY
REF.NO.
PART NO.
DESCRIPTION
I
2
3
4
5
6
7
5036ED18
5036ED19
5036ED20
5036ED21
7016-003
7012-025
7014-003
Liner, Front Curved
Liner, Front Flat
Liner, Rear Flat
Liner, Rear Curved
Capscrew, 3/8" x 1" Flat Head NC
Nut, 3/8" Hex NC
Lockwasher, 3/8" Spring
NOTE: 1 Set Shown
QUANTITY
2
2
2
2
40
40
40
GREASE PIPING
SLAT CONVEYOR
GREASE PIPING
SLAT CONVEYOR
REF.NO.
PART NUMBER
1
QUANTITY
Run #1 - Slat Conveyor Front Shaft
Bearing Grease Piping
7061-001
40500-001-08-01
7085-001
40500-007-0.8-01
7084-001
7051-002
45000-251-01
7095-035
7014-001
2
Elbow, Street 1/8" x 90°
Nipple, 1/8" x 1-1/2"
Elbow, Pipe 1/8" x 90°
Nipple, 1/8" x 7-1/2"
Coupling, Pipe 1/8"
Fitting, Grease 1/8" x 45°
Clamp, Tube
Bolt, Stove 1/4" x 1/2" NC
Lockwasher, 1/4"
4
4
4
4
4
4
4
4
4
Run #2 - Slat Conveyor Rear Shaft
Outer Bearing Grease Piping
7061-001
40500-002-00-01
7085-001
40500-007-08-01
7085-001
40500-008-00-01
7084-001
7051-002
7000E23B
7095-035
7014-001
45000-251-01
3
DESCRIPTION
Elbow, Street 1/8" x 90°
Nipple, 1/8" x 2"
Elbow, Pipe 1/8" x 90°
Nipple, 1/8" x 7-1/2"
Elbow, Pipe 1/8" x 90°
Nipple, 1/8" x 8"
Coupling, Pipe 1/8"
Fitting, Grease 1/8" x 45°
Base, Tube Clamp
Bolt, Stove 1/4" x 1/2" NC
Lockwasher, 1/4"
Tube, Clamp
2
2
2
2
2
2
2
2
2
2
2
2
Run #3 - Slat Conveyor Rear Shaft
Inner Bearing Grease Piping
7061-001
40500-002-00-01
7085-001
40500-008-08-01
7085-001
40500-013-00-01
7084-001
7051-002
45000-251-01
7000E23B
7095-035
7014-001
Elbow, Street 1/8" x 90°
Nipple, 1/8" x 2"
Elbow, Pipe 1/8" x 90°
Nipple, 1/8" x 8-1/2"
Elbow, Pipe 1/8" x 90°
Nipple, 1/8" x 13"
Coupling, Pipe 1/8"
Fitting, Grease 1/8" x 45°
Clamp, Tube
Base, Tube Clamp
Bolt, Stove 1/4" x 1/2" NC
Lockwasher, 1/4"
2
2
2
2
2
2
2
2
2
2
2
2
SKIRTBOARD AND COVERS
SLAT CONVEYOR
REF.NO.
1
2
3
4
5
PART NUMBER
DESCRIPTION
5036AD09-01
5036AK13
5036AD05
5036AD07
Cover, Front
Skirtboard, Front
Skirtboard, Rear
Cover, Center
See Main Frame - Section 3
QUANTITY
2
2
4
1
GREASE PIPING
SCREW CONVEYOR
REF.NO.
1
PART NUMBER
DESCRIPTION
40500-004-00-01
7061-001
40500-008-00-01
7084-001
7051-003
45000-251-01
7000E23B
7095-035
7014-001
Grease Piping, Screw Conveyor Inner Bearing
Nipple, 1/8" x 4"
Elbow, Pipe 1/8" x 90°
Nipple, 1/8" x 8"
Coupling, Pipe 1/8"
Fitting, Grease 1/8" x 67°
Clamp, Tube
Base, Tube Clamp
Bolt, Stove 1/4" x 1/2" NC
Lockwasher, 1/4"
QUANTITY
2
4
4
2
2
2
2
2
2
SCREW CONVEYOR
14" DIAMETER
LEFT HAND SIDE SHOWN
-RIGHT SIDE TYPICAL-
SCREW CONVEYOR
14" DIAMETER - PARTS LIST NO
REF.NO.
1
2
PART NUMBER
5036DD21-01
{ 5036DD22-01
7010-020
{ 7014-005
3
4
5
6
7
8
F011SFGA
{
{
9
{
10
{
9700-608
5036BD41
7445-013
45890-102-19
5036FD03
5036FJO2
5036FJ03
7383-109
7014-007
7012-029
5036FJ04
5036FJ05
11
12
13
14
15
{
{
47445-003
45890-102-19
5036FD14
5036FD22
40500-015-00-01
7084-001
7051-002
17
19
21
22
7051-001
9701-735
.
DESCRIPTION
*Flange - Left Hand (Shown)
*Flange - Right Hand (Opposite Side-Not Shown)
Capscrew, 1/2" x 1" Hex Head NC
Lockwasher, 1/2"
Flange Bearing - 1-15/16" Bore - See Form # 1001
For BSF-2 Paver - See Section 12
For Any Other Paver - See This Section
Plate, Seal
Washer
Bolt, Plow 1/2" x 1/2"
Locknut, 1/2"
Sprocket, With Shaft
*Screw - Left Hand (Shown)
*Screw - Right Hand (Opposite Side-Not Shown)
Capscrew, Grade 5, 5/8" x 3-3/4" Hex NC
Lockwasher, 5/8"
Nut, 5/8" Hex NC
*Screw - Left Hand (Shown)
*Screw - Right Hand (Opposite Side-Not Shown)
*Hanger, Bearing - Left Hand (Shown)
*Hanger, Bearing - Right Hand (Opposite SideNot Shown)
Bolt, Plow 1/2" x 2p."
Locknut, 1/2"
Shaft
Agitator
Pipe, 1/8" x 15"
Coupling
Fitting, Grease 1/8" x 45°
See Remote Adjustable Screw Control - This
Section
See Grease Piping - This Section
Fitting, Grease 1/8"
Cover, Screw
*NOTE: Right and Left Hand is determined by facing direction of paver travel.
QUANTITY
1
1
8
8
4
4
4
8
8
2
1
1
4
4
4
1
1
1
1
8
8
2
2
2
2
2
2
2
REMOTE ADJUSTABLE SCREW CONTROL
REF.NO.
PART NUMBER
DESCRIPTION
1
7383-038
2
3
5036PGB03
40721-032
9700-202
5036PGB04
5036PGB05
7009-155
5036LF09
7018-001
Capscrew, Grade 5, 3/8" x 1" Hex Head NC Heat Treated
1
Support, Switch
1
Tubing (Used With Basic Screed
1
Tubing (Used With 5' Extensions
1
Bolt, Tightening
1
Control Arm
1
Capscrew, 1/4" x 5/8" Hex Head NF
2
Extension, Arm
1
Setscrew, 1/4" x 1/2" NC
1
Limit Switch and Cable For BSF-2 Paver - See Terminal Box and Screw
Control - Section 11
For BSF-2H or BSF-4 Paver - See Screed
Electrical - Section 8
For BSF-3R Paver - See Electric Power and
Control Tractor - Section 11
For BSF-400, BSF-420 and BSF-520 Paver - See
Base Electric Parts - Section 8
4
5
6
7
{
NOTE: Left Hand Assembly shown, quantities shown are for one assembly.
QUANTITY
SECTION 5
SCREED PULL ARMS
STANDARD
REF.NO.
1
2
3
4
5
PART NUMBER
9701-130
9701-130
5036ND02-01
5036ND02-02
7051-002
DESCRIPTION
*Arm, Screed - Left Hand
*Arm, Screed - Right Hand
Cap
Shim, Trunnion zap
Fitting, Alemite 1/8" - 45
*NOTE: Right and Left Hand is Determined by Facing Direction of Paver Travel.
QUANTITY
1
1
2
8
1
SCREED
OPTIONAL CURVE STRIKE-OFF AVAILABLE
SCREED
REF.NO.
1
2
3
4
5
6
PART NUMBER
{
9701-699
{
9701-700
7012-027
5036NH21
7472-026
7012-025
5036NH07
7017-036
9701-192
9701-193
7
8
8A
9
10
11
12
13
14
15
16
17
{
18
19
20
21
22
23
24
{
25
26
27
28
29
24
30
31
32
33
{
34
35
{
9700-559
9701-199
45335-500-07
5036NK02-01
5036NH12
5036NH49
9701-249
5036NJ04
5036NH38
5036N025
5021DE01
41700-114-24
5036NU03
5036ND22
5036ND21
5036ND23
5036RUB15
5036RUF04
7383-070
7014-005
5036NU13
5036NU06
7012-029
5036RUB06
5036NH46
45890-103-02
7012-034
9701-509
7010-023
9700-404
9704-405
5036NH04
DESCRIPTION
See Screed Pull Arms - This Section
See Screed Adjusting Mechanism - This Section
Moldboard, Models BSF-2, BSF-3R, BSF-400 and
BSF-420
Moldboard, Models BSF-2H, BSF-4 and BSF-520
Nut, 1/2" Hex NC
Washer
Screw, 3/8" x 1¼ " Swage Form
Nut, 3/8" NC
Bolt, 1½ " x 6" Hex Head NC
Nut, 1½ "
*Stair - Right Hand (Not Shown)
*Stair - Left Hand (Shown)
See Screed Vibrator
BSF-2 and BSF-3R - Section 11
BSF-2H, BSF-4, BSF-520, BSF-420 and BSF-400
Section 8
See Burner Oil Lines - This Section
Liner, Burner Stack With Insulation
Hand Rail
Clamp
Guard
Gauge, Crown
Back Plate, Gauge Crown
Frame, Screed
Seal
Plate, Mounting
Walkway
Key, Stud
Insulation
Panel, Inner
Plate, End
Duct, Heat
Clip
Gauge, Strike-Off Height
Bar and Bolt Adjusting
Capscrew, Grade 5, ½ " x 1½ " Hex Head NC
Lockwasher, ½ "
Support, Strike-Off Adjust
Pointer, Strike-Off Gauge
Nut, 5/8" Hex NC
Bracket, Adjusting
Bolt, 3/4" x 2¼ " Hardened
Locknut, 3/4" Hex NC
Nut, 1¼ " Hex NC
Arm, Crown Adjusting
Capscrew, Grade 5, ½ " x 1" Hex Head NC
*Frame, Screed - Right Hand (Not Shown)
*Frame, Screed - Left Hand (Shown)
Link, Outside
See Crown Adjusting Mechanism - This Section
-Continued-
QUANTITY
1
1
20
20
14
14
2
4
1
1
-
1
1
2
1
2
2
1
4
4
1
4
1
1
2
1
8
4
4
4
4
8
4
8
4
16
16
4
4
8
1
1
8
SCREED - Continued
REF.NO.
PART NUMBER
36
37
50
51
52
53
54
55
56
57
58.
59
60
61
5036NH05
5036NH06
7017-030
9701-042
9701-043
9701-044
9701-045
7010-157
7014-025
9700-199
7012-032
5036RD06B
5036RD07B
7010-021
7014-020
7014-005
7012-027
9700-197
9700-195
7389-056
7010-035
7014-007
5036NB03
7014-023
5036NB04
9704-900-11
7455-002
7453-601
5036NU05
5036RUB07
5036RUF02
5036RUF03
5036NH02-07
9701-063
45500-036-06
45500-020-06
62
63
5036RUG02
5036RUG03
38
39
40
41
42
43
44
45
46
47
48
49
DESCRIPTION
QUANTITY
Link, Center
Bolt, 3/4" x 2-3/4" Hex Head NC
Nut, 3/4" Jam
*Plate, Side - Right Hand (Not Shown)
*Plate, Side - Left Hand (Shown)
*Arm, Support - Right Hand (Not Shown)
*Arm, Support - Left Hand (Shown)
**Capscrew, 1" x 3k" Hex Head NC
**Washer, 1" Flat
**Spacer
**Nut, I" Hex NC
*Shoe, Cut-Off 12" (Not Shown)
*Shoe, Cut-Off 24" (Shown)
Capscrew, ½ " x 1i" Hex Head NC
Washer, ½ " Flat
Lockwasher, ½ "
Nut, ½ " Hex NC
*Plate, End - Right Hand (Not Shown)
*Plate, End - Left Hand (Shown)
Capscrew, Grade 5, 5/8" x 2" Flat Head
Capscrew, 5/8" x 2¼ " Hex 'Head NC
Lockwasher, 5/8"
Anchor, Chain Adjustment
Washer, 3/4" Flat
**Handle
**Handle
Screw, Shoulder
Washer, 5/8" Compression Type
Washer
Seal
*Strike-Off Flat 60"
*Strike-Off Flat 60"
Indicator, Crown
Screed, Bottom
Gauge, Strike-Off
Wrench, 5/16" Allen
OPTIONAL'CURVED STRIKE-OFFS AVAILABLE
*Strike-Off, Curved - Right Hand
*Strike-Off, Curved - Left Hand
*NOTE: Right and Left Hand is determined by direction of paver travel.
**NOTE: Items 40, 41, 42, 43, 50 and 51 are included by Ordering Hardware
Package, Part Number 9701-369.
8
8
16
1
1
1
1
2
2
2
4
1
1
2
2
2
2
1
1
4
4
4
2
2
2
2
6
12
6
6
1
1
2
1
1
1
DUAL CROWN ADJUSTING MECHANISM
REF. NO.
1
2
3
4
5
6
7
8
PART NUMBER
5036QL02
9700-179
5036QL04
9700-429
5036QLO5
5036NH06
45890-103-02
9700-161
50005-020
50005-020-01
50005-020-03
5036QL14
9
10
11
12
13
14
15
16
17
18
{
5036QL13
9700-181
9700-180
7253-050
7010-021
7014-005
7012-027
9700-109
9700-183
45500-750-06
DESCRIPTION
Turnbuckle, Front
Turnbuckle, Rear
Drawbolt - Right Hand Thread - Front
Drawbolt - Right Hand Thread - Rear
Drawbolt - Left Hand Thread'
Bolt, 3/4" x 2-3/4"
Locknut, 3/4" Jam NC
Chain Package
Chain, Roller
Link, Offset Coupler
Link, Connecting
Spreader
See Screed - This Section
Angle, Clip
Sprocket
Collar, Adjusting
Ring, Retaining
Capscrew, 1/2" x 1-1/4" Hex NC
Lockwasher, 1/2"
Nut, 1/2" Hex NC
Lock
Gauge
Wrench
QUANTITY
1
1
1
1
2
4
8
1
5.1'
1
1
1
2
1
1
1
2
2
2
1
1
1
SCREED ADJUSTING MECHANISM
SCREED ADJUSTING MECHANISM
REF.NO
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
15A
15B
15C
16
17
18
19
20
21
22
{
PART NUMBER
5036ND31
7131-052
40800-002
9704-550-41
5036ND54-01
7018-022
9700-395
5036ND18
5036ND51
5036ND30
5036ND32-01
5036ND56
5036ND33-01
5036ND19
5036NH13
4431-550-02
4431-550-01
7041-026
7051-001
7253-040
5036NH26
7383-230
7014-022
7383-080
7383-076
45890-102-19
DESCRIPTION
QUANTITY
Handwheel
2
Setscrew, ¼ " x 3/4" Socket Head Cup Point
2
Key, ¼ " Square x 2"
2
Screw, Screed Adjusting
2
Indicator
2
Setscrew, 3/8" x 5/8" Square Head
2
Scale
2
Shim, 1/16"
As Req.
Shim, 1/32"
As Req.
Cap
2
Nut
2
Bracket
2
Lock
2
Lever, Step Latch
2
Spring, Compression
2
Bearing - Complete
2
Bearing
2
Ball Bearing
2
Grease Fitting, 1/8"
2
Ring, Snap
2
Gasket, Bottom
2
Lockscrew, Grade 5, 5/8" x 1;" NC
2
Washer, 5/8" Flat
4
Capscrew, Grade 5, ½ " x 4" NC
4
Capscrew, Grade 5, ½ " x 3" NC
4
Locknut, ½ " NC
8
BURNER AND OIL LINE
REF. NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
PART NUMBER
9704-500-63
45251-006-05
45251-001-76
50030-001-21
45191-004-05
40500-002-08-02
45251-006-07
45251-006-06
45251-006-03
5036ND26A
45186-002-03
50030-001-21
7431-003
7061-002
7107-002
7431-008
7430-004
7304-001
40500-000-12-01
5036ND62
7435-139
7014-016
7012-023
9704-550-61
DESCRIPTION
Spray Hose - Complete
Extension
Valve, Shut-Off
Hose, 3/8" ID
Clamp, 3/8" Hose
Nipple, Half 1/8" x 2 1/2"
O-Ring
O-Ring
Nozzle, Cap
Tank, Fuel
Strainer, Fuel
Hose, 3/8" ID x 22"
Connector, 3/8" Hose x ¼ " NPT
Elbow, ¼ ," 900 St.
Bushing, 3/8" x i" Pipe Reducer
Connector, 3/8" Hose x 3/8" - 370
Fitting, ¼ " MP x 3/8" - 370 St.
Reducer, 1/4" x 1/8" NPT
Nipple, 1/8" NPT
Bracket, Tank Mounting
Screw, Machine ¼ " x 1¼ " NC
Washer, ½ " Flat
Nut, ¼ " Hex NC
Walkway
See Screed Oil Burner - This Section
QUANTITY
1
1
1
As Req.
2
1
1
1
1
1
1
2
2
2
1
2
2
1
1
2
2
2
2
1
SCREED OIL BURNER
SCREED OIL BURNER
REF.NO
1
2
PART NUMBER
{
3
4
5
{
6
7
8
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
{
{
9704-550-62
9700-881
7010-077
7007-064
45652-507-02
9704-550-25
45652-508-02
7435-139
7439-006
7440-012
45652-529-01
4431-451-01
7010-006
7014-002
46098-400-09
47436-098
7439-003
45652-511-06
45652-528-01-01
7010-013
7014-003
45252-003-02
40500-002-00-01
45652-518-02
40500-001-08-01
45652-518-01
45652-516-03
9704-550-48
7435-135
7439-006
7014-016
9704-600-60
9704-550-28
46176-006-01
46200-009-03
9704-550-43
9704-500-29
9704-600-58
45345-001-05
9704-600-59
DESCRIPTION
Screed Oil Burner - Complete
Cover
Capscrew, ¼ "-20 x ½ "
Washer, ¼ "
Housing
Manifold
Band, Shutter
Screw, ¼ " x ¼ " Round Head
Lockwasher, ¼ "
Nut, ¼ "-20
Wheel, Blower
Standoff, Motor
Capscrew, 5/16" x 3/4"
Lockwasher, 5/16"
Motor
Screw, #10-32 x 3/4"
Lockwasher, #10
Coupling
Pump, Fuel Unit
Capscrew,. 3/8" x 1"
Lockwasher, 3/8"
Valve, Solenoid
Nipple, 1/8" NPT x 2"
Valve, Shut Off
Nipple, 1/8" NPT x 1½ "
Valve, Shut Off 900
Line, Fuel Oil
Electrode Oil Pipe - See Form # 14390 This Section
Screw, ¼ " x 3/4" Round Head
Lockwasher, ¼ "
Washer, ¼ " Flat
Coil Switch - Complete
Bracket
Coil, Ignition
Switch
Name Tag
Insulator
Cable to Pulsator
Spirap
Wire, Coil to Switch
Liner, With Insulations - See Screed - This
Section
QUANTITY
1
4
4
1
1
1
1
1
1
1
1
2
2
1
4
4
1
1
2
2
2
1
1
1
1
1
1
2
2
2
1
1
1
1
1
1
1
1.3'
1
ELECTRODE AND OIL PIPE
REF.NO
1
2
3
4
5
6
7
8
9
10
11
12
13
PART NUMBER
DESCRIPTION
9704-550-48
45652-533-12
45652-505-27
45652-505-24
7435-098
Electrode and Oil Pipe - Complete
Bracket
Rod, Negative Electrode
Electrode
Screw, #10-24 x 3/4" Round Head NC - Cadium
Plated
Lockwasher, #10 - Cadium Plated
Wire, Ignition
Pipe, Oil
Nut, Fixture
Washer, 3/8" Flat
Cone, Air
Adapter, Nozzle
Nozzle, Tip 1.35 GPH @ 70°
Setscrew, -10-24 x 1/2"
Lockwasher, #10 - Cadium Plated
Nut, #10-24 NC - Cadium Plated
Setscrew, #10-24 x 1/4"
{ 7439-003
9704-600-05
9700-504
9700-571
7014-018
45652-513-02
45652-512-05
45652-512-15
7131-039
7439-003
7440-009
7131-035
{
QUANTITY
1
1
1
1
1
1
1
2
2
1
1
1
1
1
1
1
SCREED LIFT
LEFT HAND SCREED LIFT SHOWN
RIGHT HAND TYPICAL
SCREED LIFT
REF.NO.
PART NUMBER
DESCRIPTION
QUANTITY
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
5036CL03
9701-145
9704-450-03
45090-002-32
5032-176-03
5032-176-04
5032-176-05
40510-000-12
5036CD04-01
5036CD12
5036CD21
9704-100-03
9704-100-04
7014-028
7014-023
7017-030
5036CF07
7010-047
7262-009
7430-006
7430-007
7430-013
40539-005-08-01
7051-001
7051-003
Housing, Screed Lift
Baffle, Screed Lift Housing
Support, Operator Seat
Cylinder - See Form # 11023 - This Section
Shroud
Support, Sheave
Pin
Spacer, 12" XH Pipe x 3/4"
Sheave
Shaft, Sheave
Shaft, Cable Anchor
Cable, Screed Lift
Cable, Safety
Washer, 1-3/8"' Flat
Washer, 3/4" Flat
Nut, 3/4" Jam NC
Screed, Hook
Capscrew, 3/4" x 2-3/4" NC
Shackle
Fitting, Straight 3/8" MP x ½ " 37°
Fitting, Straight ½ " MP x ½ " 37°
Fitting, Straight 3/8" FP x ½ " 37°
Nipple, 3/8" XH Pipe x 5½ "
Fitting, Grease
Fitting, Grease
See Auxiliary Hydraulic Circuit - Section 7
See
Screed
Lift
Hydraulic
Circuit
2
2
2
2
2
2
2
4
4
2
2
2
2
2
4
4
2
2
2
1
2
1
1
2
2
-
Section
7
CYLINDER - SCREED LIFT
REF.NO.
1
2
3
4
6
7
8
9
10
11
12
13
14
15
PART NUMBER
DESCRIPTION
45090-002-32
45090-500-07
45090-527-11
45090-529-04
45090-524-16
Cylinder - Complete
Body, Cylinder
Rod, Piston
Guide, Piston Rod
Piston
Nut, 7/8" Hex NF
*O-Ring
*O-Ring
*O-Ring
*Washer, Back-Up
*Washer, Back-Up
*Ring, Retaining
*Wiper, Rod
Pin, Clevis
Hitch Pin Clip
45090-512-31
45090-512-29
45090-512-14
45090-511-14
45090-511-13
45090-512-33
45090-513-05
45090-509-10
45090-511-38
*NOTE:
NOTE:
These parts can be ordered as a complete packing kit,
Part Number 45090-526-20.
Quantities shown are for one (1) assembly.
QUANTITY
1
1
1
1
1
2
1
1
2
1
1
1
1
1
12" SCREED EXTENSION
WITH ADJUSTABLE STRIKE - OFFS
12’’SCREED EXTENSION
WITH ADJUSTABLE STRIKE - OFFS
REF.NO.
1
2
3
4
5
PART NUMBER
{
6
7
8
9
10
11
12
13
14
15
16
17
{
{
18
19
20
20A
21
22
23
24
25
26
27
28
29
30
31
32
33
{
DESCRIPTION
QUANTITY
9701-741
5036-603-01
5036RWF02
5036RWF04
7383-070
7014-005
7455-002
7453-601
5036NU05
5036RUB07
7389-044
Extension, 12" Moldboard
1
Extension, 12" Screed
1
Strike-Off, 12" Flat
1
Bolt, Adjusting
2
Capscrew, Grade 5, 1/2" x 1-1/2" Hex NC
2
Lockwasher, 1/2"
2
Screw, Shoulder
2
Washer, Spring
4
Washer, Special Flat
2
Seal
2
Capscrew, Grade 5, 1/2" x 1" Flat Head Socket
Type NC
2
7012-029
Nut, 5/8" Hex NC
4
5036RMF06
Support
1
5036RMF07
Bracket, Adjusting
1
7010-016
Capscrew, 3/8" x 1-3/4" Hex NC
4
7014-003
Lockwasher, 3/8"
4
7012-025
Nut, 3/8" Hex NC
4
7014-018
Washer, 3/8" Flat
4
5036RUB15
Gauge, Strike-Off
2
5036NU06
Pointer, Strike-Off Gauge
2
7010-087
Capscrew, 1/4" x 5/8" Hex NC
4
7014-001
Lockwasher, 1/4"
4
5036RMF04
Cover
1
5036RMFO9
Cover, Screed Extension
1
5036RWG02
*Strike-Off, 12" Curved
1
9701-804
Guard
1
HARDWARE FOR MOUNTING SCREED EXTENSIONS TOGETHER
7010-025
Capscrew, 1/2" x 2-1/4" Hex NC
3
7383-078
Capscrew, Grade 5, 1/2" x 3-1/2" Hex NC
3
7014-005
Lockwasher, 1/2"
3
7012-027
Nut, 1/2" Hex NC
3
9700-816
Shim, 1/4"
As Req.
9700-815
Shim, #10 Gauge
As Req.
9700-814
Shim, #20 Gauge
As Req.
5036RF08
Spacer
3
7383-078
Capscrew, Grade 5, 1/2" x 3-1/2" Hex NC
6
7453-602
Washer, 1/2" Belleville
12
7012-027
Nut, 1/2" Hex NC
6
7012-029
Nut, 5/8" Hex NC
4
See Screed - Section 5
See Screw Conveyor - Section 4
See Screw Extensions - This Section
NOTE:
*NOTE:
NOTE:
Quantities shown are for one complete assembly.
Curved Strike-Off, available from factory.
Items 5, 6, 7, 8, 9, 10, 11, 14, 16, 17 and 21 thru 30 may be purchased by ordering
Part Number 9701-763 Hardware Package.
SCREW EXTENSIONS
LEFT HAND SIDE SHOWN
-RIGHT SIDE TYPICAL-
REF.NO.
1
2
3
4
PART NUMBER
DESCRIPTION
5032-12!e-17
5032-125-18
5032-125-19
Screw, Section - Right Hand
Screw, Section - Left Hand
Shaft, Stub
See Screw Conveyor - Section 4
QUANTITY
1
1
2
HEAT DUCT EXTENSION
REF.NO.
1
2
PART NUMBER
DESCRIPTION
5036RF09
Extension, Heat Duct
See Screed - Section 5
QUANTITY
1
MATERIAL RETAINING PLATES
MATERIAL RETAINING PLATES
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
{
PART NUMBER
DESCRIPTION
QUANTITY
9700-514
9700-225
9700-350
9700-352
5036RY04
9704-700-31
7010-022
7014-005
7012-027
7072-101
0119A04
7014-020
Plate, Material
2
Brace
1
Angle, Retainer
1
Support, Brace
2
Bar, Clamp
1
Hardware Package (Includes Items 5 thru 13)
Capscrew, 1/2" x 1-1/2" NC
4
Lockwasher, 1/2"
11
Nut, 1/2" Hex NC
11
Bolt, Carriage 1/2" x 1-1/4" NC
5
Bolt, Carriage 1/2" x 5-1/2"
2
Washer, 1/2" Flat
2
See Screed Pull Arms - BSF-2H and BSF-4 - This
Section
See Screed Pull Arms - BSF-2 and BSF-3R Section 5
See 5' Screw Extension - BSF-2H and BSF-4 Section 4
SECTION 6
POWER MOUNTING AND DRIVE COMPONENTS
STANDARD CONVEYOR DRIVE
TWO SPEED CONVEYOR DRIVE
POWER MOUNTING AND DRIVE COMPONENTS
REF.NO.
1
2
3
4
5
6
7
8
9
10
DESCRIPTION
Power Mounting Parts
Air Cleaner and Exhaust System
Alternator and Drive
Generator and Drive
Automatic Throttle Control
Power Take Off
24 Speed Transmission, Clutch and Drive Shaft
Clutch, Transfer Case and Brakes
Standard Conveyor Drive
Two Speed Conveyor Drive (Optional)
POWER MOUNTING PARTS
POWER MOUNTING PARTS
POWER MOUNTING PARTS
REF.NO.
PART NUMBER
DESCRIPTION
1
45924-008-02
Power Mounting
Make - GMC Diesel
Model # 3-53
2
45080-001-07
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
41733-003-02
5036GD21A
46325-002-09
50030-002-01
50030-002-01
50030-002-02
7431-004
7431-008
7431-006
7430-002
7430-017
7430-019
45191-501-08
7430-022
7430-007
45191-250-07
9704-302-06
7024-002
45191-004-28
7296-006
7296-005
45865-003-03
45865-002-17
5008U20U
5008U20T
46026-004-03
46026-016-03
9701-416
50036-070-00
45191-503-13
45191-503-15
9704-302-05
9704-300-50
9704-300-51
9704-300-52
5036GF10
5036GF11
5036GF12
5036GF31
Pump, Hydraulic - See Form # 12560 This Section
Tape, Anti Squeak 1/8" x 1½ "
Strap, Tank
Relay, Magnetic Continuous
Hose, ¼ " ID x 5'-6"
Hose, ¼ " ID x 24"
Hose, 3/8" ID x 4'-6"
Hose End, 3/8" NPT Rigid Male
Hose End, 3/8" NPT Sy. Female
Hose End, ¼ " Swivel Female
Connector, ¼ " Tube ¼ " Pipe
Elbow, 90°¼ " Tube x ¼ " Pipe
Elbow, 90°3/8" Tube x 3/8" Pipe
Elbow, 90°3/8"
Fitting, 90°½ " MP x ½ " 37°
Fitting, Straight ,½ " MP x ½ " 37°
Fitting, Straight 1" MP x 1" Hose
Sender, Fuel
Plug, ¼ " NPT
Clamp, Hose
Terminal, Stud Type - Negative
Terminal, Stud Type - Positive
Sensor, Temp Sending
Sensor, Oil Pressure Sending
Cable, Battery
Cable, Battery - Starter
Bushing, Male Fiber
Locknut, Conduit
Hose - Complete
Hose, ½ " ID x 70"
Male Pipe End
Swivel Fitting JIC 37°
Tank, Modified Fuel
Bracket, Engine Mount
Bracket, Engine Mount
Bracket, Relay Mount
Shim, 1/8"
Shim, 1/16"
Shim, 1/32"
Support, Engine - Rear
QUANTITY
1
31
32
33
34
35
36
-Continued-
1
3.0'
3
2
5.5'
2.0'
4.5'
1
1
2
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
1
1
1
1
1
1
1
2
As Req.
As Req.
As Req.
1
POWER MOUNTING PARTS - Continued
REF.NO.
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
PART NUMBER
DESCRIPTION
QUANTITY
5036GF31-01
5036GD20A
5008U25J
5008U26B
5008U27D-01
5008U27D-02
5008U27D-03
7024-003
45890-252-07
7838-038
7009-026
7010-035
7016-075
7504-050
7084-004
7024-004
7107-007
7509-007
45045-002-02
5036GFG01
Spacer, Rear Support
Mount, Fuel Tank
Box, Battery
Lid, Battery Box
Liner, Bottom
Liner, Side
Liner, Side
Plug, 3/8" NPT
Bolt, Washer Head 5/16" NF
Capscrew, Grade 5, 3/8" x 1" NC
Capscrew, 5/8" x 1-3/4" NF
Capscrew, 5/8" x 2¼ " NC
Capscrew, 3/4" x 2-3/4" Flat Head NC
Capscrew, #8-32 x 3/8”NC
Coupling, ½ " NPT
Plug, ½ " NPT
Bushing, 3/4" NPT x ½ " NPT
Clamp, Vinyl Cover 13/16"
Hold Down
Anchor, Hold Down
See 24 Speed Transmission - This Section
See Power Take-Off - This Section
See Coupling and Sheave - This Section
2
3
1
1
1
2
2
1
8
12
2
2
2
5
1
1
1
1
2
2
HYDRAULIC PUMP
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
10
11
12
13
14
45080-001-07
45080-500-17
45080-504-01
45080-507-05
45080-506-05
45080-502-07
45080-504-09
45080-521-05
45080-501-20
45080-512-06
45080-511-02
45080-513-10
45080-517-08
45080-525-02
45080-525-03
Pump Assembly
Ring Snap
Bearing
Shaft
Key
Kit, Seal
Bearing
Body
Bolt
Pin
Cartridge Kit
Plate, Pressure
Spring
Cover
Capscrew,-Cover
QUANTITY
1
1
1
1
1
1
1
2
2
1
1
1
1
4
AIR CLEANER AND EXHAUST SYSTEM
REF.NO.
PART NUMBER
DESCRIPTION
QUANTITY
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
45690-001-21
45690-001-21-01
9704-301-23
50030-004-10
50030-004-10
45191-004-62
45710-001-06
45915-004-08
45710-002-02
46185-001-15
50125-004-01
9704-301-28
40516-005-12-0!
40716-018
9704-301-27
9704-301-26
9704-301-25
7061-011
Air Cleaner - See Form v 14513 - This Section 1
Sand, Air Cleaner Mounting
2
Elbow, 90°Tubing
1
Hose, Rubber 4" ID x 7"
0.6'
Hose, Rubber 4" ID x 4"
0.3'
Clamp, Hose 4"
5
Muffler, Exhaust
1
Cap, Rain
1
Clamp, Muffler
2
Clamp, Exhaust
2
Tubing, Flexible Exhaust
1.6'
Support, Exhaust
1
Nipple, 3" NPT x 5-3/4" TBE
1
Tube, 16 Ga. 3½ " OD x 18"
1
Shield, Heat
1
Gasket, Exhaust
2
Screen, Air Cleaner Inlet
1
Elbow, 90°Street 3" NPT
2
AIR CLEANER
REF.NO.
1
2
3
4
5
6
PART NUMBER
DESCRIPTION
45690-001-21
*
45690-001-21-03
45690-001-21-04
&5690-001-21-05
45690-001-21-06
45690-001-21-07
Air Cleaner - Complete
Body
Element
Kit, Nut and Gasket
Clamp
Baffle
Cup, Dust
*NOTE:
QUANTITY
1
1
1
1
1
1
1
The Body is not a service item. The manufacturer recommends replacement of entire
cleaner if body is damaged.
ALTERNATOR AND DRIVE
REF.NO.
1
1A
1B
1C
2
3
4
5
6
7
8
9
10
11
12
PART NUMBER
5204-400-87
46150-506-07
46150-506-08
46150-506-09
46150-508-02
5032-308-02
7010-013
7014-018
7014-003
7010-264
40540-005-08
7014-005
7012-027
7441-041
9704-402-56
*NOTE:
**NOTE:
DESCRIPTION
QUANTITY
Alternator, Motorola
Diode, Isolation
**Diode, Positive
*Diode, Negative
Sheave, Alternator
Bracket, Mounting
Capscrew, 3/8" x 1" NC
Washer, 3/8" Flat
Lockwasher, 3/8"
Capscrew, ½ " x 8" NC
Pipe, ½ " x 5½ "
Lockwasher, ½ "
Nut, ½ " Hex
V-Belt (Matched Set)
Harness - See Base Electric Parts - Section 8
Negative Diode (Black Stamped Part Number),
Positive Diode (Red Stamped Part Number).
1
2
3
3
1
1
3
3
3
1
1
1
1
2
GENERATOR AND DRIVE
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
{
{
{
{
15
{
16
{
PART NUMBER
DESCRIPTION
46150-001-75
01B04-002-03
7401-018
7118-031
9704-300-41
5036GE29
5032-301-15
5032-301-21
5032-301-22
7389-024
7007-140
Generator - See Winpower Manual - This Section
Sheave
Bushing
Belt
Support, Mounting
Bracket, Adjusting
Clip, Generator Mounting
Bracket, Rear
Bracket, Front
Capscrew, 3/8" x 1" Socket Flat Head NC
Washer, 3/8" Shakeproof
See Coupling and Sheave - This Section
Capscrew, 3/8" x 5/8" NC
Lockwasher, ¼ ”
Capscrew, 3/8" x 1" NC
Lockwasher, 3/8"
Washer, 3/8" Flat
Capscrew, Grade 5, 3/8" x 1½ " N C
Lockwasher, 3/8"
Washer, 3/8" Flat
Capscrew, 3/8" x 1¼ " NC
Nut, 3/8" Hex NC
Lockwasher, 3/8"
Washer, 3/8" Flat
Capscrew, ½ " x 1¼ " NC
Nut, ½ " Hex NC
Lockwasher, ½ "
7010-087
7014-001
7010-013
7014-003
7014-018
7383-040
7014-003
7014-018
7010-014
7012-025
7014-003
7014-018
7010-021
7012-027
7014-005
QUANTITY
1
1
1
1
1
1
3
1
1
2
2
4
4
2
2
2
3
3
3
6
6
6
6
3
3
3
OPERATING AND MAINTENANCE
INSTRUCTIONS
Model No.
FM3V2-B/3
INSTRUCTION MANUAL
INTRODUCTION
The information in this manual covers revolving field type alternators using static excitation. This type of excitation will
be discussed in detail in later paragraphs of this manual. The information contained should be studied carefully and the
instruction book kept at hand for ready reference. Read very carefully the paragraphs on proper use and maintenance.
The equipment described is the result of careful engineering design and manufacturing techniques. It has been
thoroughly inspected and tested before shipment. Carefully inspect on delivery for evidence of shipping damage. If
damage has occurred it should be noted on the freight bill in order that acclaim can be filed to recover the cost of the
damage. If the damage appears to be of a major nature, the fault should be corrected before using.
If you wish to contact your dealer or the factory, make sure you mention the model and serial number as listed on the
nameplate on the side of the alternator.
Winpower alternators are designed to deliver voltage and current identical to that of a normal power line. Equipment that
can be operated on normal power can also be operated by the alternator, provided the capacity of the alternator is not
exceeded. It should be remembered that the power line, for all practical purposes, is backed by an unlimited generator.
Promptly fill in and return the guarantee card enclosed in the front of the manual.
ALTERNATOR
The alternator is a revolving field type, using a static system for excitation and control of the voltage regulation. The
section below describes the static excitation. The rotor in a two pole machine must revolve at 3600 RPM for 60 hertz
current and at 3000 RPM for 50 hertz. Frequency varies in direct relation to the speed of rotation. The governor of the
driving engine or tractor will therefore determine the variation in frequency. An unstable governor or
one that droops in speed excessively under load will result in excessive frequency variation. A droop at 5% in speed will
result in a frequency variation of 3 hertz. This variation is of little consequence for most equipment to be powered. The
driving engine should have sufficient power to maintain speed under load. The best of governors cannot control an
overloaded engine.
WHAT IS STATIC EXCITATION?
The word "static" means without motion; thus, the term "static excited" means that the control system which provides the
current for the electro-magnetic field is provided without the use of an out-moded revolving DC armature. Commutators
and commutator brushes with the inherent problem of sparking and maintenance are eliminated. The use of a
mechanical voltage regulator with vibrating or multiple moving contacts is also eliminated.
-2-
Direct current is required for the electro-magnetic field. A single coil is wound in the alternator stator (the stationary
winding) to provide the current for the base field. This coil is entirely separate from the main winding and is at right
angles in mechanical position. The AC voltage generated in this coil is fed to a full wave silicon diode bridge to provide
rectified direct current for the base field. As the field is the rotating component, the current connection is accomplished
by the use of slip rings and brushes. The base field is connected to ring #1 (nearest to the bearing) and ring #3. The
base field is designed to provide magnetic lines of force required to generate rated voltage with no load on the alternator.
In order to maintain close voltage regulation as the load is varied, a control field is used. The control circuit consists of
an additional full wave bridge, in series with one load line, and a control winding on the field poles. The control field is
connected to ring #1 and ring #2. When a load is connected to the alternator, this current is rectified and fed through the
control field winding. By this means, the total strength of the field is varied in relation to the load.
The description of static excitation opened with the statement that "static" is-defined as without motion. In later
paragraphs the revolving field has been discussed. To avoid confusion, a word of explanation is in order. There must be
some relative motion between the coils which generate voltage and the magnetic field which causes the voltage to be
produced. In a revolving field generator, the winding that produces the voltage is stationary and the field poles revolve.
The reverse is true in the case of a revolving armature generator; the field is stationary and the voltage producing
winding rotates.
LOAD CONNECTION
Standard connection for 2000 watt, single voltage alternators use duplex grounding type receptacles. Special
applications, to be used as part of other equipment, may provide a plate to accept conduit fittings. Short leads are
brought out for connection.
Larger capacity machines are provided with an outlet box enclosing a terminal strip for connection. Optional panels are
available for capacities above 2000 watts. These are designed to be installed in the field. A voltage indicator, a circuit
breaker, 15 ampere duplex receptacle and a 50 ampere receptacle are included in the special panels. The voltage
indicator uses a color band of red and green in place of a numbered scale. Voltage and frequency are correct in the
green portion of the color band.
MAINTENANCE
Little maintenance is required other than routine inspection and cleaning. The bearings are pre-lubricated and will be a
long life item unless damage by accident or excessive driving belt tension.
The interior of the alternator should be clean and unobstructed. Slip rings and brushholders should be kept free from dirt,
oil and moisture. If compressed air is available it can be used effectively for cleaning.
SHEAVE & BELT ALIGNMENT
LOW OUTPUT VOLTAGE
POSSIBLE CAUSE
Low Speed
High line loss. Indicated by lower voltage at
load than at generator terminals.
Shorted or grounded field coil. In some cases
one coil only, that is shorted or grounded,
will reduce voltage to approximately one half
of rating.
Defective compound field circuit. Field
connected to Rings #1 and *2.
Defective control field bridge.
Excessive speed
Clogged ventilating inlet and/or outlet.
Excessive heat from other equipment
Overload
Poor Brush Contact: Brushes tight in holder.
Weak Brush Spring Tension
Film on Collector Rings caused by corrosive
or dirty atmosphere.
Defective Rectifier Bridge (See illustration
for method of checking bridge.)
Openifield circuit (See illustration for
method for checking.)
Grounded or shorted field coil(s) (See illustration for method.)
Loss of residual magnetism. This is a condition brought about by some unusual condition.
It will always occur after disassembly.
Defective Stator:
Shorted winding. This can be identified by the
use of a "growler" at a competent rewinding
shop
Grounded winding. Check by test lamp from
stator winding to frame
Open winding circuit. Check all circuits for
continuity IE: S2 to S1, S4 to L1.
REMEDY
1. Check for overload on the engine.
2. Defective governor. Check governor spring
ension, tight or defective throttle lever
and joints.
3. Defective engine.
Increase size of line wiring. Might also be
the result of loose connections which will be
indicated by excessive heating at the loose
connections.
See information for testing field circuits.
See information for testing field circuits.
See information on-testing bridge assemblies.
HIGH OUTPUT VOLTAGE
Check governor linkage, spring tension, etc.
Governor linkage must be free from dirt & gum.
EXCESSIVE HEATING
Clean. Make sure interior is unobstructed.Construct baffle or some means to direct heat
in another direction.
Reduce load.
NO OUTPUT VOLTAGE
Clean Brushholder. Brush should move freely
in holder.
Brush spring tension should snap brush into
contact with ring when lifted and released.
Clean rings with fine sandpaper during rotation.
Caution: Tape sandpaper to stiff cardboard for
safety.
Replace defective bridge assembly. Find assembly number under DIODE ASSEMBLY in parts list.
Replace Rotor Assembly.
Replace Rotor Assembly.
See note under field assembly for procedure
to restore magnetism.
Replace the Stator. See illustration for
testing method. (Include generator model
and serial number on the order.)
Step by Step Check List
1. Check alternator shaft speed. Should be 3600 RPM, 60 hertz at full load.
2. Check voltage output at terminal ends of Lines L1 and L2. If volt-age is correct at this point, make a progressive
check from this point through the wiring system.
3. Check brush contact to rings. Brushes and holders should be free from dirt. Brush should snap back when lifted and
released. Using caution to prevent scratching the ring or chipping the brush, a thin knife edge can be inserted for
lifting the brush.
4. Inspect all wiring for loose or broken connection. Look for loose or broken solder joints. If a solder joint needs
repairing on a diode, use a hot iron to accomplish repair quickly. Blow on the joint for quick cooling. Diodes can be
destroyed by prolonged heat.
5. Check diodes. (See method outlined under Bridge Assemblies). Isolate all brushes from the rings by inserting heavy
paper under the brush. Remove one quick disconnect clip from the base field bridge. This will isolate all parallel
circuits.
6. Before removing the paper insulation from under brushes, check out the rotor as outlined under Field Assembly. If
voltage is correct at no load but drops excessively on load, and correct speed is maintained, suspect the control field
or the control field connections.
7. When the voltage at correct speed is very low at no load and approximately 50% of rating on load, the base stator
winding may be open. Check for a circuit between the brown leads connected to the base field bridge. Disconnect
one lead before making check.
BRIDGE ASSEMBLIES
(TYPICAL)
1. Base Field Rectifier Bridge Assembly
2. Negative Control Field Rectifier Bridge Assembly
3. Positive Control Field Rectifier Bridge Assembly
Caution: When replacing diodes a solider connection is required. It is very important that the solder joint is made
quickly. Use a hot iron and remove immediately when the solder flows. The diode can be destroyed by prolonged heat.
Check the diode with the ohmmeter before installing.
Check for Defective Diode
1.
2.
3.
Disconnect all external wiring from both AC and DC circuit. (Carefully mark the point of connection of each wire to
assure proper re-connection).
A diode that is in good order will conduct current in one direction and block in the opposite. The conducting
direction is marked on the case by an arrow and by a color band on the smaller
Use an ohmmeter (or a 1.5 volt flash light battery and bulb as illustrated) to check the current direction. Connect
positive at the base of the arrow and negative at the end to which the arrow points. (See illustration) A diode that
conducts in both directions or neither direction is defective.
Alternate means for testing a diode if an ohmmeter is not available.
BRUSHHOLDER ASSEMBLY
Models rated at 2000 watts and under use one bracket assembly 2 as shown in solid lines. Models above that rating
have two brushes on rings #1 and #2 (numbering from end of shaft) and use added bracket 1 as shown in dotted lines.
Note:
1.
2.
3.
4.
5.
When replacing brushes, the most simple method is to
disconnect the entire bracket assembly by removing
the screw at each end. The bracket can then be tilted
forward for easy access to the brushholder caps.
A-745 Brushholder bracket (right)
A-746 Brushholder bracket (left)
B-701 Brushholder
B-791-A Cap
B-701-B Clip
6.
7.
8.
9.
10.
Y-114
S-6096
*2005
#1110
#2652
Brush
Clamp
Screws
Lock Washer
Screw - Self tapping
FIELD ASSEMBLY
Resistance of Field Circuits at 25°C -(77°F)
Model
FM3V2-B/3
FM2V2-B
FM4V2-B
FM4V2-C
FM6V2-C
Base Field (Ring #1 to 3)
43 to 53 ohms
32 to 42 ohms
43 to 53 ohms
43 to 53 ohms
47 to 57 ohms
Control Field (Ring #1 to 2)
Less than 1 ohm
Less than 1 ohm
Less than 1 ohm
Less than 1 ohm
Less than 1 ohm
Note: When ordering replacement field assemblies, be sure to include model and serial number from
nameplate on alternator frame.
TESTING A FIELD CIRCUIT
Make sure that all brushes are not in contact with the slip rings. If the alternator has not been disassembled, paper
inserted between the brush and slip ring will serve as insulation. The complete brushholder bracket can be removed if
this procedure is preferred, by removing the screws and nuts at each end of the bracket. The brush gear may use one
bracket or two brackets, depending on the capacity of the alternator. When two are used, both must be insulated or
disconnected.
To measure the resistance of the base field, touch the ohmmeter leads to ring #1 and #3 as shown in the illustration.
Measure from rings #1 and #2 for the control field.
A resistance appreciably lower than shown on the table indicates shorted turns in one or both field coils. The resistance
of less than one ohm on the control field is too low to measure accurately with the average ohmmeter. A complete circuit
between rings should be indicated. A high resistance would indicate a broken connection.
A grounded field circuit can be identified by connecting the meter from the slip rings to the rotor shaft.
NOTE: Occasionally an alternator will lose residual magnetism. It is very unusual unless the alternator has been
disassembled, in which case it will be necessary to "flash the field" on the first start.
(continued)
FIELD ASSEMBLY (Continued)
A step down transformer with a nominal 125 volt primary winding and from 15 to 30 volt secondary can be used for this
purpose. The primary should have a cord with a plug for a wall receptacle. The secondary should have extension leads
with insulated probes. With the alternator operating, plug into the wall outlet and insert the probes momentarily into the
125 volt convenience outlet. For equipment not furnished with the outlet, touch the probes to the connection of L1 and
L2. A momentary contact is all that is required. The transformer assembly can be purchased from the factory at a
nominal cost if not available locally.
STATOR ASSEMBLY
Note:
When ordering replacement stator assemblies be sure to include the model and serial number from the
nameplate on the side of the generator.
The stator assembly has a winding to develop voltage for the base field. The lead extensions from this winding are
colored brown. Connection from this winding is to the base bridge.
A single, two pole winding is used for two wire, single voltage models. This winding connects to the control (Series) field
bridge. The control bridge is divided into a positive and a negative side and is in series with the load. (See bridge
assembly illustration)
Three wire, dual voltage models use two identical, two pole windings. Each winding generates 125 volts. The voltage
from either line to neutral is, therefore, 125. From L1 to L: the winding is in series for 250 volt output.
When a fault in the stator is suspected each individual winding should be checked. The resistance of 'the separate
windings will be low, less than one ohm, but a complete circuit should be indicated. IE: #S1 to #S2, #S4 to #L1.
The various windings should also be checked for ground. For this purpose connect an ohmmeter from a bare spot on the
frame to one lead of each coil. A meter deflection indicates a grounded winding.
When all stator leads are disconnected, there should be no circuit from one winding to any other. If a circuit is indicated,
the winding is shorted.
If any of the above conditions are indicated, the stator assembly must be replaced.
PARTS LIST
FM3V2-B/3
(IOWA MFG. CO.)
46150-001-75
FIND NO.
PART NO.
DESCRIPTION
1
2
3
4
5
6
7
8
9
9a
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
G-5208-9
G-5285-2
D-59
11099
A-722-5
S-6242
G-4799-3
A-726-3
A-746
A-745
B-701
B-701-1
B-701-2
Y-114
S-6096
G-5298-3
G-5297-3
EE-2171
J-545
J-546
4074-2
4074-4
A-727
V-1059
V-1085
EE-910
S-6982-1
Stator Frame Assembly
Rotor Assembly
Bearing
Retaining Ring
Drive End Bell
Bearing Retainer
Bearing End Bell Assembly
End Bell
Brushholder Bracket
Brushholder Bracket
Brushholder
Brushholder Cap
Brushholder Clip
Brush
Clamp
Rectifier Assembly (Neg.)
Rectifier Assembly (Pos.)
Rectifier Assembly (Shunt)
Board, Insulating
Bushing
Screw 1/4-20 x 7-1/2
Screw 1/4-20 x 6-1/2
Fan
End Hood
Handy Box
Cover
Cover Plage
Wiring Diagram E-7374
PARTS DRAWING E-8594
PL-01229
REQ'D/UNIT
1
1
2
2
1
2
1
1
1
1
5
5
5
5
5
1
1
1
1
4
1
3
1
1
1
1
1
E-8594
E-8594
E-7
E-7374
AUTOMATIC THROTTLE CONTROL
AUTOMATIC THROTTLE CONTROL
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
{
PART NUMBER
DESCRIPTION
5036XG21
7436-093
7439-003
7014-043
46205-001-12
7012-046
9704-300-85
5036XG23
5036XG24
5036XG25
7011-001
5036XG26
7025-001
7014-001
5036XG27
7072-054
7012-025
7010-014
7014-003
45870-001-19
5036XG01-08
7010-087
7012-023
7014-017
7010-015
5036XG01-10
5036XD12
7435-071
7026-003
7012-045
7438-007
Bracket, Solenoid
Screw, #10-32 x 3/8"
Lockwasher, #10
Washer, 3/16" Flat
Solenoid
Nut, 5/16" NF
Coupler, Threaded
Link, Throttle
Pin, Lower Link
Pin, Upper Link
Pin, Cotter 3/32" x 1"
Lever, Throttle
Capscrew, ¼ " x 3/4" Nylok Socket Head
Lockwasher, ¼ "
Bracket, Idler Stop
Bolt, Carriage 3/8" x 1½ " NC
Nut, 3/8" Hex NC
Capscrew, 3/8" x 1¼ " NC
Lockwasher, 3/8"
Spring
Clamp, Bowden Wire
Capscrew, ¼ " x 5/8" NC
Nut, ¼ " NC
Washer, 5/16" Flat
Capscrew, 3/8" x 1½ " NC
Lever, Fuel Stop
Collar Set
Screw, #8-32 x ¼ "
Capscrew, 1/4" x 1¼ " Socket Head NF
Nut, ¼ " NF
Washer, ¼ " Shakeproof
QUANTITY
1
4
4
1
1
1
1
1
1
1
2
1
1
2
1
1
1
2
4
1
1
1
1
3
2
1
1
1
1
1
1
POWER TAKE-OFF
DIESEL ENGINE
POWER TAKE-OFF
DIESEL ENGINE
REF.NO.
1
2
3
4
{
5
6
7
8
9
10
11
{
13
14
{
15
16
17
18
19
20
21
22
23
24
25
{
PART NUMBER
DESCRIPTION
45550-019-06
45550-002-17
40800-002
45550-024-01
7017-051
7033-008
7030-008
7166-005
5036GD23
5036GF61
40800-001-04
5010W02A
7383-038
7014-003
45134-001-14
5010W05-01
7010-033
7012-029
7014-007
5010W07
45200-021
5010W08
4418-091
7010-077
7014-001
7253-048
45550-110-02
Ring, Driving
Yoke, Throw-Out
Key, ¼ " Square x 2"
Line, Lube
Nut, 5/8" Jam NF
Lockwasher
Locknut
Bearing
Shaft, Clutch
Handle, Clutch
Key, 1/4" Square x 1¼ "
Housing, Bell
Capscrew, Grade 5, 3/8" x 1" NC
Lockwasher, 3/8"
Bearing
Cover
Capscrew, 5/8" x 1-3/4" NC
Nut, 5/8" Hex NC
Lockwasher, 5/8"
Shaft
Seal, Oil
Gasket, Plate Adjusting
Plate, Clutch Adjusting
Capscrew, ¼ " x ½ " NC
Lockwesher, ¼ "
Ring, Snap
Clutch, Twin Disc - Model C-110 - See Form #
14963 - This Section
See Generator and Drive - This Section
Fitting, Grease 1/8" Straight
Line, Lube 12"
Line, Lube 10"
Lockscrew, Grade 5, 3/8" x 1%" NC
7051-001
5036GMM02
5036BMM03
7383-263
QUANTITY
1
1
3
1
1
1
1
1
1
2
2
1
9
9
1
1
6
6
6
1
2
1
1
2
2
1
1
4
3
1
8
TWIN DISC CLUTCH
MODES C - 110
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
PART NUMBER
DESCRIPTION
45550-110-02
45550-004-13
45550-002-08
45550-002-18
45550-005-02
45550-014-37
45550-014-36
45550-014-11
45550-010-16
45550-013-07
45550-013-15
45550-016-01
45550-014-42
45550-013-31
45550-007-08
45550-020-03
45550-014-44
45550-018-02
45550-022-10
45550-008-06
45550-010-06
Clutch Without Driving Ring - Complete
Hub and Back Plate
Adjusting Yoke Assembly - Complete
Adjusting Yoke
Finger Lever
Lever Pin
Cotter Pin
Adjusting Lock Pin
Adjusting Lock Pin Spring
Sliding Sleeve Assembly - Complete
Sliding Sleeve
Lever Link
Lever Link Pin
Cone Collar
Bolt
Nut
Cotter Pin
Washer (Collar)
Driving Plate (3 Segments Each)
Floating Plate
Release Spring
QUANTITY
1
1
1
1
4
4
4
1
1
1
1
8
8
1
2
2
8
4
1
1
6
24 SPEED TRANSMISSION, CLUTCH & DRIVE SHAFT
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
PART NUMBER
DESCRIPTION
7264-037
4430-006-01-01
7131-076
45200-027
7166-011
5036DD19
5036DF06
45200-033
7012-047
7014-003
5036DF02
5036DD32
7009-007
5036DF03
7009-005
7014-003
See Generator and Drive - This Section
See Coupling and Sheave - This Section
See Electric Clutch - This Section
See Clutch Transfer Case and Brakes - This Section
See 24 Speed Transmission - This Section
See Six Speed Shifter - This Section
See Range Shift - This Section.
See Forward and Reverse Shift - This Section
Key
Flange
Setscrew, 3/8" x 1½ " NC
Seal, Oil
Bearing
Spacer
Spacer
Seal, Oil
Nut, 5/8" NF
Lockwasher, 3/8"
Coupling
Washer
Capscrew, 3/8" x 11/4" NF
See Spicer Universal Joint - This Section
Capscrew, 3/8" x 3/4" NF
Lockwasher, 3/8"
QUANTITY
2
2
4
2
4
2
2
2
8
8
2
2
8
2
8
8
COUPLING AND SHEAVE
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
45476-001-02
45476-502-04
4431-038-01
4430-008-01
40803-002-12
40802-002-08
7131-074
7131-077
*Coupling - Complete With Bolts
*Bolt Set (Only)
Flange
Sheave
Key, 1/2" x 1/2" x 2-3/4"
Key, 3/8" x 3/8" x 2 1/2)'"
Setscrew, 3/8" x 3/8" NC
Setscrew, 3/8" x 5/8" NC
QUANTITY
1
4
1
1
1
1
2
2
ELECTRIC CLUTCH - 12 VOLT
REF.NO.
1
2
3
4
5
6
7
8
9
10
PART NUMBER
DESCRIPTION
45003-504-02
45551-263-01
45552-258-01
45003-501-01
7341-009
7010-006
7014-002
50360G02
45003-502-02
7264-037
Field Assembly, Inside Mounted 12 Volt
Rotor
Armature
Hub, Rotor
Bushing, Taperlock 2" Bore
Capscrew, 5/16" x 3/4"
Lockwasher, 5/16"
Pin, Clutch Drive
Spring, Follow Up
Key, 1/2" x 1/2" x 2" Round End
NOTE: Quantities shown are for one clutch assembly only.
QUANTITY
1
1
1
1
1
20
20
4
4
1
24 SPEED TRANSMISSION
24 SPEED TRANSMISSION
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
7
8
9
10
11
12
13
14
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
45775-009-03
45775-255-03
45775-256-23
45775-257-17
45134-001-24
45775-262-46
45775-251-22
7252-068
7253-059
45775-266-02
45775-251-23
45775-251-24
45775-251-25
45775-262-04
45775-251-10
45775-267-01
45134-001-26
45775-261-02
45134-001-14
45775-257-06
45775-251-11
45775-251-12
45775-258-02
45775-251-13
45775-251-14
45775-258-03
45775-251-15
45134-001-27
45775-257-07
45775-268-01
45134-001-25
45775-251-47
45775-257-36
45775-251-17
45775-251-18
45134-001-21
7166-011
45775-251-19
45775-251-20
45775-257-35
45134-001-20
45200-021
45775-259-04
45775-260-02
45775-280-01
45775-281-01
7030-006
7033-006
45775-256-10
Transmission - Complete
Main Housing
Housing Cover
Bevel Pinion
Ball Bearing
Lockscrew, Idler Shaft
Driven Gear, 1st
Snap Ring
Snap Ring
Sliding Clutch
Driven Gear, 2nd
Driven Gear, 3rd
Driven Gear, 4th
Washer
Sliding Gear, 5th and 6th
Bearing Shim, #13 Standard
Ball Bearing, Snap Ring Type
Snap Ring, #10 Standard
Ball Bearing
Pinion and Shaft
Drive Pinion, 2nd
Drive Pinion, 3rd
Spacer, 2-1/4" ID x 2-3/4" OD x 3-3/8"
Drive Gear, 4th
Drive Gear, 5th
Spacer, 2-1/4" ID x 2-3/4" OD x 2-1/8"
Drive Gear, 6th
Ball Bearing, Snap Ring Type
Idler Shaft
Reverse Idler
Ball Bearing
Sliding Gear, High
Countershaft
Sliding Gear, Forward & Reverse
Sliding Gear, Low & Intermediate
Ball Bearing
Ball Bearing
Drive Gear, High
Drive Gear, Intermediate
Input, Shaft
Ball Bearing
Oil Seal, National
Gasket
Bearing, Retainer
Breather
Breather Extension
Locknut, Ball Bearing
Lockwasher, Ball Bearing
Mounting Cover
- Continued -
QUANTITY
1
1
1
1
1
1
1
4
5
2
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
1
1
2
1
2
24 SPEED TRANSMISSION - Continued
REF.NO.
52
53
54
55
56
57
58
59
60
61
62
63
65
66
67
69
70
71
72
73
74
75
76
77
78
79
80
81
82
84
86
87
88
89
90
91
92
93
94
95
97
98
PART NUMBER
45200-183
45130-002-06
45130-001-09
45775-258-04
45775-251-21
45775-259-30
45775-259-07
45775-259-08
45775-256-07
45775-305-02
45775-295-02
7166-015
45775-302-01
45775-253-03
45775-254-04
45775-295-04
45775-264-04
45775-259-09
45775-256-11
45775-267-04
7027-003
45775-262-48
7007-024
7100-007
7009-008
7014-003
7012-047
7009-006
7007-024
7100-008
7009-007
45775-296-02
7061-003
45775-255-20
45775-255-19
5036DD02-03
45775-257-10
7028-061
45720-003-18
40502-002-08-01
45775-276-12
45775-251-48
45775-258-12
DESCRIPTION
Oil Seal, National
Cup, Bearing
Cone, Bearing
Spacer, 2-3/8" ID x 3" OD x 1-5/8"
Bevel Gear
Gasket Kit
Gasket, Main Housing
Gasket
Bearing Cover
Elbow, Male
Tubing, 1/2"
Ball Bearing
Gauge, Sight
Oil Pump With Coupling
Coupling, Pump Only
Lube Line, 3/8" OD
Fitting, Lube Spray
Gasket, Oil Pump
Bearing Cover
Shim Kit - Bevel Bearing
Plug,'3/4" Pipe Magnetic
Capscrew, '5/16" x 7/8" Hex Head NC
Lockwasher, 5/16" Internal Teeth
Washer, 5/16" Brass
Capscrew, 3/8" x 1-1/2" Hex Head NF
Lockwasher, 3/8"
Nut, 3/8" Hex NF
Capscrew, 3/8" x 1" Hex Head NF
Lockwasher, 5/16" Internal Teeth
Washer, 3/8" Brass
Capscrew, 3/8" x 1-1/4" Hex Head NF
Filter, Cartridge
Elbow, 3/8" Street
See Range Shift - This Section
See Six Speed Shifter - This Section
See Forward and Reverse - This Section
Output Shaft
Dowel
Connector, Male
Nipple, 3/8" x 2-1/2"
Plug, Expansion
Gear, 33T
Spacer
QUANTITY
2
2
2
1
1
Kit
1
1
1
2
As Req.
8
1
1
1
1
1
l
1
1 Kit
1
4
4
4
6
16
14
11
4
12
12
1
1
1
2
1
1
1
1
1
THE FOLLOWING PARTS ARE NOT INCLUDED WITH COMPLETE 24 SPEED TRANSMISSION
100
101
102
103
104
105
7010-034
7012-029
7014-007
5036DD53-01
40504-008-08-01
7061-005
Capscrew, 5/8" x 2" Hex Head NC
Nut, 5/8" Hex NC
Lockwasher, 5/8"
Stick, Dip
Nipple, 3/4" x 8-1/2" Pipe
Elbow, 3/4" Street
4
4
4
1
1
1
RANGE SHIFT
RANGE SHIFT
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
24
25
26
27
28
29
30
PART NUMBER
45775-255-20
45775-255-13
45775-259-46
45775-259-11
45775-256-30
45775-269-02
45775-270-01
45775-262-03
45775-273-01
45775-252-0145775-257-38
45775-257-37
45775-276-01
45775-271-04
45775-271-14
45775-274-02
45775-270-03
45775-277-01
45775-260-03
45250-020-04
7011-064
7064-016
7010-013
45775-276-02
45775-270-04
7007-031
45775-278-03
45775-282-01
45775-261-04
7014-003
DESCRIPTION
Range Shifter Assembly
Housing, Range Shift
Gasket, Range Shift Housing
Gasket,-Shifter Cover
Cover, Shifter
Shift Lever, Range
Spring, Shift Shaft
Washer, Shift Cap
Cap, Shift Housing
Ball, Shift Lever
Shifter Shaft, High
Shifter Shaft, Low and Intermediate
Expansion Plug, 1-1/8"
Fork, High
Fork, Low and Intermediate
Plunger, Interlock
Spring
Ball
Retainer, Spring
Plug, 1/2" Pipe
Pin, Cotter 1/8" x 2"
Capscrew, 1/2" x 1-3/4" Hex Head NF
Capscrew, 3/8" x 1" Hex Head NC
Expansion Plug, 1-1/4"
Spring
Lockwasher, Internal Teeth 1-1/4" OD
Nut, 3/4" Hex Jam NF
Boot, Cover
Clamp, Boot
Lockwasher, 3/8"
QUANTITY
1
1
1
1
1
1
1
1
1
1
1
1
2
1
1
2
1
2
2
1
1
2
8
8
2
2
2
1
1
8
6 SPEED SHIFTER
6 SPEED SHIFTER
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
28
29
30
31
32
33
34
35
36
37
45775-255-19
45775-255-04
45775-259-10
45775-259-11
45775-256-09
45775-269-01
45775-270-01
45775-262-03
45775-273-01
45775-252-01
45775-257-11
45775-257-12
45775-257-13
45775-272-01
45775-271-01
45775-271-02
45775-272-02
45775-271-03
7011-064
7024-003
45775-274-01
45775-270-05
45775-277-01
45775-275-01
45775-276-01
7010-013
7009-006
45775-260-03
45775-270-04
7017-052
7007-031
45775-275-03
45775-282-01
45775-261-04
7014-003
45775-265-06
7238-116
Six Speed Shifter - Complete
Housing
Gasket
Gasket, Shifter Cover
Cover, Shifter
Shift Lever, Six Speed
Spring, Shift Shaft
Washer, Shift Cap
Cap, Shift Housing
Ball, Shift Lever
Shifter Shaft, 5th and 6th
Shifter Shaft, 3rd and 4th
Shifter Shaft, 1st and 2nd
Shifter Dog, 5th and 6th
Fork, 5th and 6th
Fork, 3rd and 4th
Shifter Dog, 1st and 2nd
Fork, 1st and 2nd
Pin, Cotter 1/8" x 2"
Plug, 3/8" American Standard Pipe
Plunger, Locking
Spring
Ball
Pin, 1/4" x 1" Interlock
Expansion Plug, 1-1/8"
Capscrew, 3/8" x 1" Hex Head NC
Capscrew, 3/8" x 1" Hex Head NF
Retainer, Spring
Spring
Nut, 3/4" Jam NF
Lockwasher, Internal Teeth 1-1/4" OD
Pin, Groove
Boot, Cover
Clamp, Boot
Lockwasher, 3/8"
Collar, Shifter Stop
Pin, Roll 1/4"
QUANTITY
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
4
2
3
1
3
4
10
3
3
3
3
3
1
1
14
1
1
FORWARD AND REVERSE SHIFT
FORWARD AND REVERSE SHIFT
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
10
11
12
13
14
16
17
18
19
20
21
23
24
25
26
5036DD02-03
45775-255-06
45775-259-12
45775-259-11
45775-256-30
45775-269-03
45775-270-01
45775-262-03
45775-273-01
45775-252-01
45775-257-16
45775-271-06
45200-184
45775-277-01
45775-270-04
45775-262-47
7065-016
7010-013
7014-003
7009-006
46200-001-13
7017-052
45775-260-03
45775-282-01
45775-261-04
Forward and Reverse Shift - Complete
Housing
Gasket, Housing
Gasket, Shifter Cover
Cover, Shifter
Shift Lever, Forward and Reverse
Spring, Shift Shaft
Washer, Shift Cap
Cap, Shift Housing
Ball, Shift Lever
Shifter, Shaft
Fork, Forward and Reverse
Seal, Oil
Ball
Spring
Capscrew, 1-1/2" Socket Head NC
Capscrew, 1-1/2" x 1-3/4" Hex Head NF
Capscrew, 3/8" x 1" Hex Head NC
Lockwasher, 3/8"
Capscrew, 3/8" x 1" Hex Head NF
Micro-Switch
Nut, 3/4" Jam NF
Retainer, Spring
Boot, Cover
Clamp, Boot
QUANTITY
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
4
1
4
8
4
1
1
1
1
1
SPICER UNIVERSAL JOINT
REF.NO.
1
2
3
4
5
6
7
PART NUMBER
DESCRIPTION
5036DF03
Spicer Universal Joint Assembly,
Complete
1
Flange Yoke
Sleeve Yoke Assembly
Dust Cap
Steel Washer
Cork Washer
Shaft Sub-Assembly
Journal & Bearing Kit
Journal Cross Assembly
Bearing Assembly
Snap Ring
Zerk Nipple
Journal Gasket
2
1
1
1
1
1
2
2
8
8
2
8
45377-500-01
45377-500-02
45377-501-01
45377-502-01
45377-502-02
45377-503-01
45377-504-01
45377-505-01
45377-506-01
45377-507-01
45377-508-01
45377-509-01
Quantities shown are for One Assembly Only.
QUANTITY
CLUTCH, TRANSFER CASE AND BRAKES
CLUTCH, TRANSFER CASE AND BRAKES
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
PART NUMBER
DESCRIPTION
45775-009-04
45775-009-05
See Transfer Case - Right Hand - This Section
See Transfer Case - Left Hand - This Section
See Electrically Released Brake - This Section
See Electric Clutch - This Section
Flange
Bushing
Key
Flange
Setscrew, 3/81' x ½ i NC
Key - See Electric Clutch - This Section
Seal, Oil
Bearing
Spacer
Spacer
Capscrew, ½ ”x 1;½ " NC
Nut, ½ " Hex NC
Lockwasher, ½ i"
Flange
Chain
Sprocket, Transfer Case - Standard
Sprocket, Transfer Case - Slow Down
Plate, Retaining
Capscrew, ½ ”x 1 ½ ”NF
Lockwasher, ½ "
Setscrew
Nut, 5/8" Jam NC
Capscrew, 3/4" x 3" NC
Lockwasher, 3/4"
For BSF-420 Paver - See Two Speed Transmission,
Hydraulic Motor, Clutch and Drive Shaft This Section
For BSF-400 Paver - See 24 Speed Transmission,
Clutch and Drive Shaft - This Section
See Track Drive - Section 2
4430-007-01
7340-017
5036DD51
4430-006-01-02
7131-076
45200-027
7166-011
5036DD19
5036DF06
7010-022
7012-027
7014-005
4430-003-01
5036DD55
9700-055
9700-054
9700-056
7009-014
7014-005
(7018-050
7017-029
(7010-048
7012-009
QUANTITY
1
1
2
2
2
2
2
2
4
2
2
4
2
2
8
8
8
2
2
1
1
2
4
4
8
8
16
16
TRANSFER CASE
TRANSFER CASE
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
45775-009-04
45775-009-05
7026-016
7014-003
45775-256-35
45775-267-16
45200-191
45130-002-04
45130-001-08
7009-007
45775-256-31
45775-259-53
1000-177
45775-257-01
45775-251-03
45775-261-01
45775-256-34
7026-017
7033-0.10
7030-010
45775-256-33
45134-001-21
45775-251-01
45775-257-02
45775-251-04
45775-256-37
45775-256-32
45134-001-22
45775-251-05
45775-257-03
45775-251-31
7009-014
7014-005
45775-260-09
45775-267-15
7306-001
7306-016
45775-258-01
45775-251-02
45775-257-45
45130-001-05
45130-002-03
45200-181
45775-256-36
7052-019
7027-002
7061-003
7107-008
Transfer Case, Complete - Right Hand
Transfer Case, Complete - Left Hand
Capscrew, 3/8" x 1-3/4" Hex Socket Head NF
Lockwasher, 3/8"
Cover, Mounting
Shim Kit
Seal, Oil
Cup, Roller Bearing
Cone, Roller Bearing
Capscrew, 3/8" x 1-1/4" Hex Head NF
Cover, Housing
Gasket, Housing
Housing, Main
Shaft, Input
Pinion, Input
Snap Ring
Cover, Mounting
Capscrew, 3/8" x 2" Hex Socket Head NF
Lockwasher
Locknut
Cover, Bearing
Ball Bearing
Gear, Drive
Shaft, Stub
Gear, Driven
Cover, Bearing
Cover, Bearing
Ball, Bearing
Gear, Intermediate
Shaft, Stub
Gear, Drive
Capscrew, 1/2" x 1-1/2" Hex Head NF
Lockwasher, 1/2"
Retainer, Bearing
Shim Kit
Cup, Roller Bearing
Cone, Roller Bearing
Spacer, Output Shaft
Gear, Output
Shaft, Output
Cone, Roller Bearing
Cup, Roller Bearing
Seal, Oil
Carrier, Bearing
Breather, Alemite
Plug, 1/2" Pipe - Magnetic Drain
Elbow, 3/8" x 90°
Reducer, Bushing 3/8" x 3/4"
- Continued -
QUANTITY
1
1
8
50
1
As Req.
2
2
2
34
1
1
1
1
1
1
1
8
1
1
1
2
1
1
1
1
2
2
1
1
1
16
16
1
As Req.
1
1
1
1
1
1
1
1
1
1
2
1
1
TRANSFER CASE - Continued
REF.NO.
47
48
PART NUMBER
7024-004
7024-005
DESCRIPTION
Plug, 1/2" Pipe
Plug, 3/4" Pipe
QUANTITY
2
1
THE FOLLOWING PARTS ARE NOT INCLUDED WITH COMPLETE TRANSFER CASE.
49
50
51
52
53
54
7018-050
7017-029
7010-048
7014-009
5036DD36
5036DD44
5036DD43
5036DD47
5036DD37
5036DD41
5036DD42
5036DD48
Setscrew, 5/8" x 3" Square Head
Nut, 5/8" Jam Hex NC
Capscrew, 3/4" x 3" Hex Head NC
Lockwasher, 3/4"
Shim, Short 20 Gauge
Shim, Short 16 Gauge
Shim, Short 10 Gauge
Shim, Short 7 Gauge
Shim, Long 20 Gauge
Shim, Long 16 Gauge
Shim, Long 10 Gauge
Shim, Long 7 Gauge
4
4
8
8
As Req.
As Req.
As Req.
As Req.
As Req.
As Req.
As Req.
As Req.
ELECTRICALLY RELEASED BRAKE
12 VO LT
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
45003-506-13
7025-006
7014-002
45003-500-02
45003-502-03
50020-001-02
45003-505-01
45003-503-01
10
45003-500-01
Magnet, 12 Volt
Capscrew, 5/16" x 3/4" Socket Head NC
Lockwasher, 5/16"
Washer, Retaining
Spring
Locking Wire
Armature
Pin
Flange
For BSF-2 - See Drives - This Section
For BSF-520, BSF-2H, BSF-420 or BSF-400 See Transfer Case, Clutch and Brake This Section
For BSF-620 or BSF-4 - See Drives - This
Section
Ring, Retaining
QUANTITY
1
6
6
4
12
3.0'
1
4
1
ELECTRIC CLUTCH - 12 VOLT
REF.NO.
1
2
3
4
5
6
7
8
9
10
PART NUMBER
DESCRIPTION
45003-504-02
45551-263-01
45552-258-01
45003-501-01
7341-009
7010-006
7014-002
50360G02
45003-502-02
7264-037
Field Assembly, Inside Mounted 12 Volt
Rotor
Armature
Hub, Rotor
Bushing, Taperlock 2" Bore
Capscrew, 5/16" x 3/4"
Lockwasher, 5/16"
Pin, Clutch Drive
Spring, Follow Up
Key, 1/2" x 1/2" x 2" Round End
NOTE: Quantities shown are for one clutch assembly only.
QUANTITY
1
1
1
1
1
20
20
4
4
1
STANDARD CONVEYOR DRIVES
STANDARD CONVEYOR DRIVES
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
4
5
6
7
8
9
5036DD06
7010-031
7012-029
7014-007
5036DD07
7072-102
1206B10
7445-001
F0115PGA
10
11
12
13
14
15
16
17
18
7445-002
7012-027
7014-005
7014-020
7153-027
7012-008
7017-030
5036DD08
1387A39E
1387A30F
40803-b03
7131-077
5036DD23
7024-001
5036DD24
7010-020
7014-005
7014-020
5036DD16
7254-033
5036DD38
9701-132
40500-002-00-01
40500-005-08-01
7051-002
7085-001
7000E23B
7014-018
Frame
Capscrew, 5/8" x 1¼ " NC
Nut, 5/8" Hex NC
Lockwasher, 5/8"
Plate, Take-Up
Bolt, Carriage ½ " x 1i½ " NC
Lug, Adjusting
Bolt, Plow #3 I-" x 1-3/4" NC
Pillow Block Bearing - 1-15/16" Bore - See Form #
1003 - This Section
Bolt, Plow #3 2" x 2" NC
Nut, ½ " Hex NC
Lockwasher, ½ "
Washer, ½ " Flat
Bolt, Adjusting 3/4" x 8½ " NC
Nut, 3/4" Square NC
Nut, 3/4" Jam NC
Shaft and Sprocket
Sprocket, Standard
Sprocket, Speed Up
Key, ½ " Square x 3"
Setscrew, 3/8".x 5/8" NC
Shaft, Idler
Plug, 1/8" Pipe
Plate
Capscrew, ½ ”x 1" NC
Lockwasher, l"
Washer, ½ '" Flat
Sprocket, With Bushing
Bushing (Only)
Chain, #100 Roller Counter Drive
Chain, #120 Roller Conveyor Drives
Nipple, Pipe 1/8" x 2"
Nipple, Pipe 1/8" x 5½ "
Fitting, Alemite 1/8" @45°
Elbow, 900 Pipe 1/8"
Base, Tube Clamp
Washer, 3/8" Flat
Main Frame - See Main Frame - Section 3
Fitting, Hydraulic Straight 1/8"
See Transmission, Clutch and Drive Shaft This Section
19
20
21
22
23
24
25
26
27
27A
28
29
30
31
32
33
34
35
36
38
39
7051-001
QUANTITY
1
5
5
5
2
8
2
4
4
8
20
20
16
2
2
4
2
1
1
2
4
1
2
1
8
8
8
2
2
2
2
2
2
2
4
2
2
4
ANTI-FRICTION BEARING ASSEMBLIES
REF.NO.
1
2
3
4
5
PART NUMBER
DESCRIPTION
F0100PGA
F0100PG
7041-004
Variable
7131-046
PILLOW BLOCK TYPE - 1" BORE
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 1/" x 1/4" Cup Point
QUANTITY
1
1
1
1
1
PILLOW BLOCK TYPE - 1-3/16" BORE
1
2
3
5
F0103PGA
F0103PG
7041-007
Variable
7131-046
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Set Screw, 1/4"x1/4" Socket Head, Cup Point
1
1
1
1
1
PILLOW BLOCK TYPE - 1-3/8" BORE
1
2
5
F0106PGA
F107PG
7041-010
Variable
7131-074
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 3/8" x 3/8" Cup Point
1
1
1
1
1
PILLOW BLOCK TYPE - 1-7/16" BORE
1
2
3
4
5
F0107PGA
F0107PG
7041-011
Variable
7131-074
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 3/8" x 3/8" Cup Point
1
1
1
1
1
REF.NO.
PART NUMBER
DESCRIPTION
QUANTITY
PILLOW BLOCK TYPE - 1-5/8" BORE
1
2
3
4
5
FOIIOPGA
FO11PG
7041-014
Variable
7131-074
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 3/8" x 3/8" Cup Point
1
1
1
1
1
PILLOW BLOCK TYPE - 1-11/16" BORE
1
2
3
4
5
F0111PGA
F0111PG
7041-015
Variable
7131-074
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 3/8" x 3/8" Cup Point
1
1
1
1
1
PILLOW BLOCK TYPE - 1-3/4" BORE
1
2
3
4
5
F0112PGA
F011lPG
7041-016
Variable
7131-074
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 3/8" x 3/8" Cup Point
1
1
1
1
1
PILLOW BLOCK TYPE - 1-15/16" BORE
1
2
3
4
5
F011SPGA
F011SPG
7041-019
Variable
7131-074
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 3/8" x 3/8" Cup Point
1
1
1
1
1
PILLOW BLOCK TYPE - 2-3/16" BORE
1
2
3
4
5
F0203PGA
F0203PG
7041-023
Variable
7131-087
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 7/16" x 7/16" Cup Point
1
1
1
1
1
PILLOW BLOCK TYPE - 2-7/16" BORE
1
2
3
4
5
F0207PGA
F0207PG
7041-024
Variable
7131-087
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw - 7/16" x 7/16" Cup Point
1
1
1
1
1
PILLOW BLOCK TYPE - 2-15/16" BORE
1
2
3
4
5
F0215PGA
F0215PG
7041-025
Variable
7131-100
Bearing Assembly - Complete
Bearing Housing
Bearing and Collar
Grease Fitting
Socket Head Set Screw 1/2" x 1/2" Cup Point
1
1
1
1
1
SECTION 7
HYDRAULIC COMPONENTS
REF.NO.
1
2
3
4
PART NUMBER
DESCRIPTION
Hydraulic Reservoir, Filter and Relief Valve
Hydraulic Lines-Hopper Wings
Hydraulic Lines-Screed Wings
Hydraulic Valve Bank
SECTION
7
7
7
7
OPTIONAL EXTRA EQUIPMENT
5
If this Section is Missing from Your Parts Manual
this mean the Truck Hook was Not Purchased:
Truck Hook Hydraulic Circuit
10
HYDRAULIC RESERVOIR, FILTER & RELIEF VALVE
HYDRAULIC RESERVOIR, FILTER & RELIEF VALVE
REF.NO.
PART NUMBER
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
5036QT05
40504-011-02-01
40540-001-02-01
40540-002-00-01
40500-001-08-01
45080-510-21
45080-510-05
45259-006-35
45191-250-15
7430-002
7430-007
7430-046
45720-769-05
7390-050
7061-001
7061-005
7085-005
7084-001
9704-650-60
5036QT03
5036QT04
45080-510-20
7060-004
7027-003
7061-007
7107-015
45080-510-22
45080-001-21
DESCRIPTION
Brace, Filter
Nipple, 3/4" Pipe x 11-1/8"
Nipple, 2" Pipe x 1-1/8"
Nipple, ½ " Pipe x 2"
Nipple, 1/8" Pipe x 1½ "
Filter, Oil
Filter, Oil Fill and Air Cap
Valve, Relief - See Form - 11159 - This Section
Fitting, 3/4" MP x 1" Hose
Fitting, Str. ¼ " MP x ¼ " 370
Fitting, Str. ½ " MP x ½ " 370
Fitting, Str. ¾ " MP x ½ " 370
Reducer, Pipe ½ " x ¼ "
Tee, Pipe ½ "
Elbow, 90ºStreet 1/8" Pipe
Elbow, 90ºStreet 3/4" Pipe
Elbow, 90º3/4" Pipe
Coupling, Pipe 1/8"
Reservoir
Cover, Reservoir
Gasket, Reservoir
Strainer, Oil
Gauge, Oil Window
Plug, Pipe Magnetic
Elbow, 90ºStreet 1I" Pipe
Bushing, Pipe 1¼ " x 3/4"
**Element, Filter
**Gauge
**NOTE: Items 27 and 28 are furnished with Item # 6.
QUANTITY
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
3
1
1
1
1
1
1
1
1
1
1
1
1
HYDRAULIC RELIEF VALVE ASSEMBLY
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
PART NUMBER
DESCRIPTION
45259-006-35
45259-506-11
45259-508-14
45259-502-16
45259-513-04
45259-533-01
45259-509-06
45259-506-10
45259-508-40
45259-516-13
45259-517-05
45259-517-06
Relief Valve - Complete Assembly
Housing
"O"-Ring
Gasket, Body
Relief Seat
Ball
Spring
Body
"O"-Ring
Adjusting Screw
Jam nut
Acorn Cap
QUANTITY
1
1
1
1
1
1
1
1
1
1
1
1
HYDRAULIC LINES
HOPPER WINGS
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
PART NUMBER
DESCRIPTION
7551-043-33-01
50035-043-00
45191-503-86
45191-503-81
7552-037-33
50036-037-00
45191-503-15
7552-088-35
50036-088-00
45191-503-15
45191-503-47
40540-102-00-01
45720-770-10
7430-022
7430-007
7390-003
Hose - Complete
Hose, 3/8" ID x 43"
Swivel Fitting JIC 37º
Swivel Fitting JIC 37º
Hose - Complete
Hose, '" ID 37"
Swivel Fitting JIC 37º
Hose - Complete
Hose, ½ " ID x 88"
Swivel Fitting JIC 37º
90ºElbow With SAE 37ºNut
Pipe, ½ " x 8'-6"
Tee, ½ " Pipe
Fitting, 90º1/2" MP x ½ ”37º
Fitting, ½ " MP x ½ " 37º
Elbow, 90º ½ " Pipe
See Hydraulic Line-Screed Lift - This Section
See Reservoir - This Section
See Valve Bank - This Section
Pump - See Power Mounting - Section 6
Cylinder - See Hopper Wings - Section 3
QUANTITY
2
2
2
2
2
2
4
2
2
2
2
2
2
2
4
2
HYDRAULIC LINES
SCREED LIFT
HYDRAULIC LINES
SCREED LIFT
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
PART NUMBER
DESCRIPTION
7552-065-35
50036-065
45191-503-15
45191-503-47
7552-028-33
50036-028
45191-503-15
7552-041-35
50036-041
45191-503-15
45191-503-47
7552-080-34
50036-080-00
45191-503-15
45276-002-04
7550-068-33
50039-068
45191-503-85
7552-080-35
50036-080
45191-503-15
45191-503-47
50030-007-02
Hose - Complete
Hose, ½ " ID x 65"
Fitting, ½ " Hose x ½ " 37º
Fitting, 90º½ " Hose x ½ " 37º
Hose - Complete
Hose, ½ " ID x 28"
Swivel Fitting ½ " H x ½ " 37º
Hose - Complete
Hose, ½ " ID x 41"
Swivel Fitting JIC 37º
90ºElbow With SAE 37ºNut
Hose - Complete
Hose, ½ " ID x 80"
Swivel Fitting JIC 37º
Hose End 370 JIC Swivel 45ºEll.
Hose - Complete
Hose, ¼ " ID x 68"
Fitting, ¼ " Hose x i" 37ºJIC
Hose - Complete
Hose, ½ " ID x 80"
Swivel Fitting JIC 37º
90ºElbow With SAE 37ºNut
Hose, 881 1" x 62"
See Reservoir - This Section
See Valve Bank - This Section
Pump - See Power Mounting - Section 6
Cylinder - See Screed Lift - Section 5
QUANTITY
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
1
1
2
1
1
1
1
5.2’'
HYDRAULIC VALVE BANK
REF.NO.
PART NUMBER
DESCRIPTION
1
45252-005-01
2
3
4
5
6
7
8
9
10
11
12
13
14
45090-001-36
45090-001-42
45090-503-11
45259-508-14
45259-508-47
7430-255
7430-278
7430-292
7383-227
7010-084
7010-095
7014-002
7012-024-
Valve, 4-Way Solenoid - See Form # 13575 - This
Section
Valve, Holding - See Form # 12617 - This Section
Valve, Throttle
Valve, Banking
O-Ring
O-Ring
Fitting, Str. ½ " '0' x ½ " 37º
Fitting, 90º2½ " '0' x 2" 37º
Fitting, Tee ½ " 'P' x 2" 37ºx ½ " 37º
Capscrew, Grade 5, 5/16" x 5-1/2" Hex Head NC
Capscrew, 5/16" x 5/8" NC
Capscrew, 5/16" x 21/4 " NC
Lockwasher, 5/16"
Nut, 5/16" Hex NC
QUANTITY
2
1
1
1
2
4
2
2
2
3
4
4
11
3
4-WAY SOLENOID VALVE
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
PART NUMBER
DESCRIPTION
45252-005-01
45090-511-36
45090-510-07
46176-004-03
45259-508-30
45090-509-13
45090-531-08
45259-508-17
45090-535-05
45090-503-09
45090-509-14
45090-506-15
45090-540-02
45720-779-39
45259-508-14
7010-097
7012-024
45090-250-11
4-Way Solenoid Valve - Complete
Nut
Sleeve
Coil
O-Ring
Pin
Tube
O-Ring
Plunger
Plug
Pin
Spring
Retainer
Plug, Banking
O-Ring
Capscrew, 5/16" x 2-3/4" Hex Head NC
Nut, 5/16" Hex NC
Bracket, Mounting
*Spool
*Body
Wrench, Spanner
45500-015-03
QUANTITY
1
2
1
2
2
2
2
2
2
2
2
2
2
2
As Req.
2
2
2
1
1
1
NOTE: Quantities shown are for one assembly.
*NOTE: Body and Spool are not available as separate items-purchase complete assembly.
HOLDING VALVE
SCREED LIFT
REF.NO.
1
2
3
4
5
6
7
8
9
PART NUMBER
DESCRIPTION
QUANTITY
45090-001-36
45259-508-44
45090-506-17
45259-508-34
45090-503-10
45090-524-27
45090-500-19
45090-512-55
45090-536-10
45090-544-02
Holding Valve Attachment - Complete
O-Ring
Spring
O-Ring
Plug
Piston
Body
Back-Up Ring
Cage
Check
1
2
2
2
2
1
1
2
2
2
SECTION 8
BASE ELECTRIC PARTS
BASE ELECTRIC PARTS
REF.NO.
1
2
3
4
5
6
7
8
10
11
12
13
14
15
16
17
18
19
20
21
22
PART NUMBER
DESCRIPTION
9704-402-33
9704-402-52
See Meter Box - This Section
See Control Console - This Section
See Control Box Parts - This Section
See Pad, Brake - Right Hand - This Section
See Pad, Brake - Left Hand - This Section
Receptacle, 30A
Screw
Washer, Shakeproof
Terminal Box
Screw, #10-32 x 1¼ 41
Lockwasher, #10
Nut, 410-32 Hex
Terminal Block
Switch, Limit
Hub, ½ "
Hub, 1"
Lights
Horn
Bushing, Fibre 1"
Locknut, 1"
See Generator and Drive - Section 6
See Hydraulic Assemblies - Section 7
See Screed. Electrical - This Section
See Electric Clutch and Brake - Section 6
Engine Harness - See Power Mounting Parts Section 6
See Electrical Cables - This Section
Forward-Reverse Limit Switch - See
9704-402-40
9704-402-41
46300-003-10
7435-132
7438-025
9704-401-16
7435-102
7439-003
7440-023
46260-001-10
46200-001-17
46026-023-01
46026-023-03
46270-252-06
46010-001-12
46026-004-03
46026-016-03
QUANTITY
1
1
1
1
1
1
4
4
1
4
4
4
2
2
1
1
6
1
1
1
METER BOX
MILITARY PAVER-VSF-400
REF.NO.
1
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
19
20
21
PART NUMBER
DESCRIPTION
9704-402-33
9704-402-34
9704-402-32
46225-003-02
46225-001-07
45865-001-23
46225-002-07
45865-002-16
45865-003-04
45915-012-04
46200-010-05
46200-003-75
46165-002-72
46165-001-41
46270-004-04
46270-002-37
46270-005-03
46270-001-36
46165-001-40
46165-004-79
46260-001-78
46260-001-10
435-060
440-007
7438-021
7435-076
7440-008
7438-022
7504-055
Meter Box - Complete
Box
Meter Panel
Frequency Meter
AC Voltmeter
Hour Tachometer
Ammeter
Oil Pressure Meter
Water Temperature Meter
Fuel Level Meter
Push-Pull Switch
Ignition Switch
Circuit Breaker 30A
Circuit Breaker 30A
Socket, Panel Light
Bulb, Panel Light
Socket, Gauge Light
Bulb, Gauge Light
Circuit Breaker 10A
Circuit Breaker 15A
Bus Bar
Terminal Block
Screw, #6-32 x 9/16" Round Head NC
Nut, #6-32
Shakeproof, -6
Screw, -8-32 x 9/16" Round Head NC
Nut, -8-32
Shakeproof, -8
Screw, #8-32 x 3/4" Binding Head
QUANTITY
1
1
1
1
1
1
1
1
1
1
4
1
1
3
3
3
4
4
1
3
1
1
4
4
4
10
10
10
8
CONTROL CONSOLE
CONTROL CONSOLE
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
PART NUMBER
DESCRIPTION
9704-402-52
5036JJC12
9704-401-63
46200-009-06
46200-009-08
46200-009-21
46200-009-11
46200-009-18
46200-009-08
46955-001-35
5036JG09-01
5036JJC04
7014-017
7056-026
4418-296
9704-402-51
46026-016-03
Control Console - Complete With Cover
Cover
Box, Console
Switch
Switch
Switch
Switch
Switch
Switch
Diode
Support, Console
Yoke, Console Mount
Washer, 5/16" Flat
Nut, 5/16" Wing
Instruction Decal
Cable, Control Console to Rear Junction Box
Locknut
QUANTITY
1
1
1
1
3
3
1
1
2
1
1
4
2
1
1
1
CONTROL BOX PARTS
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
PART NUMBER
DESCRIPTION
9704-402-53
4418-220
5036JG02-04
46313-001-01
46313-002-19
7435-134
7435-132
7438-025
7504-037
7438-021
7440-007
7504-069
7438-023
7440-023
46295-001-01
See Control Box Panel - This Section
Decal
Ground Plate
Duplex, Outlet
Cover, Outlet
Screw, ¼ "-20 x 5/8"
Screw, ¼ "-20 x -½ "
Lockwasher, ¼ "
Screw, #6-32 x ½ "
Lockwasher, #6
Nut, #6-32
Screw, #10-32 x 3/4"
Lockwasher, #10
Nut, #10-32
Hole Covers, a" CDT
QUANTITY
1
1
1
1
1
4
2
6
2
2
2
9
9
9
2
CONTROL BOX PANEL
CONTROL BOX PANEL
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
PART NUMBER
DESCRIPTION
9704-402-53
9704-401-05
46325-002-16
46325-001-52
9800-019
46960-002-54
46955-001-35
46165-002-93
46260-001-10
46260-001-04
46015-001-13
56000-003-01
45345-001-02
7504-052
438-022
7504-037
438-021
Panel - Complete
Panel, Mounting
Relay
Relay
Module, Bleeder
Resistor
Diodes
Break, 30A
Terminal Block
Terminal Block
Socket, Octal
Panduit, 1/2" x 1-1/4"
Tape, Double-Sided
Screw, #8-32 x 1/2"
Lockwasher, #8
Screw, #6-32 x 1/2"
Lockwasher, #6
QUANTITY
1
1
2
9
2
8
8
1
2
1
11
6.0’
6.0’
6
6
34
34
Not Shown
15
9704-402-55
Control Box Wire Harness - Complete
1
PAD, BRAKE
REF.NO.
1
2
3
4
PART NUMBER
DESCRIPTION
9704-402-40
9704-402-41
9704-400-72
46960-002-70
46260-001-14
7435-061
7438-021
7440-007
Pad, Brake - Right Hand - Complete
Pad, Brake - Left Hand - Complete
Pad, Mounting
Resistor
Terminal Block
Screw, #6-32
Lockwasher, -#6
Nut, #6-32
QUANTITY
1
1
1
1
1
6
6
6
ELECTRICAL CABLES
ELECTRICAL CABLES
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
PART NUMBER
DESCRIPTION
9704-402-54
9704-400-84
9704-402-42
9704-402-43
9704-402-49
9704-400-78
9704-402-46
9704-402-47
9704-402-44
9704-402-45
9704-402-48
9704-402-50
Conduit, Meter Box to Control Box
Conduit, A.C. Generator to Control Box
Cable, Control Box to Right Hand Brake
Cable, Control Box to Left Hand Brake
Cable, Control Box to Rear Junction Box
Cable, Control Box to Screed Receptacle
Cable, Right Hand Lights to Junction Box
Cable, Left Hand Lights to Junction Box
Cable, Limit Switch to Junction Box - Right Hand 1
Cable, Limit Switch to Junction Box - Left Hand
Cable, Junction Box to Solenoid Bank
Cable, Control Box to Forward-Reverse Limit
Switch
See Control Console - Cable-Console to Junction
Box - This Section
QUANTITY
1
1
1
1
1
1
1
1
1
1
1
1
ELECTRICAL PARTS - SCREED
REF.NO.
PART NUMBER
DESCRIPTION
1
2
3
9704-600-57
9704-600-56
9704-600-52
4
9704-600-53
Cable, 10/4 to Paver
Cable, Left Hand to Right Hand Box
See Screed Electrical Box - Right Hand - This
Section
See Screed Electrical Box - Left Hand - This
Section
See Electrical Cables - This Section
See Vibrator - Form # 7513 - This Section
Limit Switch - See Base Electrical Parts - This
Section
Junction Box - See Base Electrical Parts - This
Section
Receptacle - See Base Electrical Parts - This
Section
See Screed Oil Burner - Section 5
5
6
7
8
9
10
46950-001-11
QUANTITY
1
1
1
1
4
SCREED ELECTRICAL BOX
REF.NO.
1
2
3
4
S
6
7
8
PART NUMBER
DESCRIPTION
9704-600-51
46245-251-11
5036PDG02
46260-001-05
9704-600-06
9800-643
9800-738
9800-626
Box
Auto-Transformer
Washer, Rubber
Terminal Block
Pulsator - See Form # 14356 - This Section
Plate
Plate
Cover
QUANTITY
2
2
2
1
1
1
2
1
PULSATOR
REF.NO. PART NUMBER
1
2
3
4
5
6
7
8
9
10
11
9704-600-06
46960-002-65
46960-002-30
46960-002-63
46960-002-47
46960-002-64
46180-001-18
46180-001-22
46955-002-01
46955-002-07
46955-001-37
46955-003-02
DESCRIPTION
Pulsator - Complete
Resistor
Resistor
Resistor
Resistor
Resistor
Capacitor
Capacitor
Transistor
Transistor
Diode
Heat Sink
QUANTITY
1
1
2
1
2
2
3
1
SCREED VIBRATOR
SCREED VIBRATOR
REF.NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
PART NUMBER
DESCRIPTION
46950-001-11
46950-520-01
46950-505-03
46950-510-02
46950-521-01
Vibrator - Complete
Base Casting
Cover
Armature Assembly
E-Frame Assembly
Spring
(a) Bottom
(b) Top
Spacer, Spring
Clamp, Spring
Support, End
Hammer Assembly
Rod, Tie
Bar, Strike
Shim, Strike Bar
Shim, End Support
Pads, Impact
Grommet, Capscrew - Cover
Seal, Neoprene
46950-501-05
46950-501-06
46950-504-02
46950-506-02
46950-522-01
46950-523-01
46950-524-01
46950-525-01
46950-518-02
46950-518-03
46950-526-01
46950-513-10
41733-003-03
*QUANTITY
1
1
2
2
1
1
14
6
2
1
2
2
As Req.
As Req.
Set of 4
4
4.6'
*NOTE: Quantities Shown are for One vibrator Only. When Ordering always give Eriez Model
Number and Serial Number.
PART VII
SUPPLEIMNTAL OPERATING, MAINTENANCE, AND REPAIR PAIRTS INSTRUCTIONS
FOR
PAVING MACHINE, BITUMINOUS MATERIAL, CRAWLER-MOUNTED
DIESEL-ENGINE-DRIVEN
TABLE OF CONTENTS
Section I
GENERAL
Purpose
Scope
Description
Operational Concept
Procurement Status
Equipment Publications
Personnel and Training
Logistics Assistance
Warranty
Reporting
Section II
MAINTENANCE
Maintenance Concept
Maintenance Allocation Chart
Modifications
Equipment Improvement Recommendations
Equipment Readiness Reporting
Maintenance Expenditure Limits
Shipment and Storage
Destruction to Prevent Enemy Use
Fire Protection
Basic Issue Items List
Maintenance and Operating Supply List
Special Tools and Equipment
Maintenance Forms and Records
Section III
Paragraph
1-1
1-2
1-3
1-4
1-5
1-6
1-7
1-8
1-9
1-10
Page
1
1
1
1
1
2
2
2
3
3
2-1
2-2
2-3
2-4
2-5
2-6
2-7
2-8
2-9
2-10
2-11
2-12
2-13
4
4
4
5
5
5
5
5
5
5
5
5
5
3-1
3-2
3-3
3-4
3-5
6
6
6
7
7
REPAIR PARTS SUPPLY
General
Prescribed Load List
Authorized Stockage List
Requisitioning Repair Parts
Submitting Requisitions
i
TABLE OF CONTENTS (Continued)
APPENDIXES
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
PAGE
Equipment Publications
Warranty Guidelines
Maintenance Allocation Chart
Modification Procedure
Basic Issue Items List
Items Troop Installed Or Authorized List
Prescribed Load List/Authorized Stockage List
Sample Format, DA Form 2765, Part Number Request
Sample Format, MILSTRIP Request (NSN)
Sample Format, MILSTRIP Request (NON-NSN)
Sample Format, MILSTRIP Request (NON-NSN Manual)
Cross Reference Part Number List
Maintenance And Operating Supply List
Preventive Maintenance Checks And Services
Operator/Crew PMCS
Organizational PMCS
Cleaning And Lubricating Paver
Lubrication Detail
Asphalt Paver Lubrication Chart
Index For Engine Repair Parts
ii
A-1
B-1
C-1
D-1
E-1
F-1
G-1
H-1
I-1
J-1
K-1
L-1
M-1
N-1
O-1
P-1
Q-1
R-1
SECTION I
GENERAL
1-1. Purpose. To provide User and Support personnel supplemental maintenance and repair parts instructions that
have special application for the Paving Machine - Model BSF-400.
1-2. Scope. This publication applies to Department of the Army Units, Organizations and Activities that use and/or
support the Paving Machine, Bituminous Material, Crawler - Mounted.
1-3. Description. The Paving Machine, Bituminous Material, Crawler Mounted is designed to lay a uniform high density
mat of asphalt material, on highways, roadways, airport runways, parking lots, and driveways. It is capable of performing
jobs having strict control specifications and high production requirements.
The paver will level and compact asphalt material up to 10 inches in depth with mat widths varying from 6 to 20 feet.
Mat depth and width are accomplished by adjustment of feed controls and by arrangement and adjustment of the
finishing and compacting device called the "screed."
1-4. Operational Concept. The uniformly mixed hot asphalt material is dumped by truck onto the hopper of the paver
at a rate suitable for spreading. The paver contacts the rear wheels of the truck and pushes the vehicle ahead as the
paving progresses. The hot material is metered by two separate slat conveyors to the two spreading screws at the rear
of the tractor and ahead of the screed where the feed of material may be manually or automatically regulated for proper
distribution. The screed rides up on the asphalt to the degree set on the adjustable controls and varies the thickness and
contour of the mat deposited beneath it. The screed unit is equipped with electric vibrators which assist in the initial
compaction and smoothing of the high density mat. Final compaction is accomplished by separate rolling equipment.
Numerous cut-off and leveling attachments meet the need for varying width and contour requirements.
The screed is equipped with an oil fired heater which is operated prior to paving, in order to bring the screed temperature
up to the temperature of the asphalt so that no sticking or dragging will occur.
Raising and lowering of the full floating screed for paving or travel is done hydraulically by toggle switch control.
1-5. Procurement Status. The procurement contract number is IDA 700-77- C-8481 and was awarded on 15 August
1977. Additional Pavers were procured under Contract Number DAAE07-79-C-5795, dtd 29 Jun 79.
1
1-6. Equipment Publications .
a. Initially two sets of the manufacturer's commercial publications will be overpacked and shipped with each paver
(reference Appendix a).
b. Additional commercial manuals may be obtained by requisitioning from Defense Construction Supply Center
(DCSC). Requisitions to DCSC should be prepared in the same manner as for part numbered repair parts, using the
Federal Supply Code for manufacturer's FSCM and manual numbers listed in Appendix A. If DD Form 1348-6 is used,
mail it direct to Commander, DCSC, ATTN: DCSC-OSR, Columbus, OH 43215.
c. If additional assistance is required, contact the address in paragraph 1-10 of this publication.
1-7. Personnel and Training.
a. MOS Requirements:
(1) Operator: 62H20, Concrete/Asphalt Equipment Operator.
(2) Organizational Maintenance: 62B20, Construction Equipment Repairman.
(3) Direct and General Support Maintenance: 62B30, Construction Equipment Repairman; 63G20, Fuel and
Electrical Systems Repairman, 44B20 Metal Body Repairman.
b. New Equipment Training: New Equipment Training Teams (NETTs) are available to major field commands.
Requests for NETTs should be forwarded to Commander, US Army Tank-Automotive Materiel Readiness Command
(TARCOM), ATTN: DRSTA-MLT, Warren, MI 48090. Training teams should be requested only when trained personnel
are not available in the command to operator and/or maintain the paving machine.
1-8. Logistics Assistance .
a. Tank-Automotive Command Field Maintenance Technicians (FMTs) stationed at CONUS and OCONUS
installations will be fully qualified and available to furnish on-site training and or assistance concurrent with receipt of the
paving machine.
b. Assistance can be obtained by contacting the Logistics Assistance Office listed in Appendix B of AR 700-4.
2
1-9. Warranty. The paving machine contractor warrants the products furnished under this contract according to the
terms and conditions described in the equipment publications and Appendix B of this publication. All warranties
furnished to the paving machine contractor by subcontractors of assemblies or components utilized in the manufacture of
the end item will be extended to the Government. See Appendix B for warranty guidelines.
1-10. Reporting. You can improve this publication by recommending improvements, using DA Form 2028
(Recommend Changes to Publications and Blank Forms) and mail direct to Commander, US Army Tank-Automotive
Materiel Readiness Command, ATTN: DRSTA-MBA(S), Warren, MI 48090.
3
SECTION II
MAINTENANCE
2-1. Maintenance Concept. The paving machine will not require any new or special maintenance considerations. All
maintenance functions can be accomplished within the current maintenance concepts established for construction
equipment.
a. Operator/Crew Maintenance: Operator and crew maintenance is limited to daily preventive maintenance checks and
services.
b Organizational Maintenance: Organizational maintenance consists of scheduled preventive maintenance services,
minor repairs and adjustments.
c. Direct Support Maintenance: Direct support maintenance consists of repairs on-site or in a direct support unit's shops.
Repairs are accomplished with a minimum of tools and test equipment; the assemblies and end items thus repaired are
returned to their users.
d. General Support Maintenance: General support maintenance overhauls selected assemblies and repairs items
designated by the area support command for return to stock.
e. Depot Maintenance: Depot maintenance overhauls end items and selected major assemblies when they are required
to satisfy overall Army requirements. Overhaul of the end item may also be performed by contract with the
manufacturer.
2-2. Maintenance Allocation Chart. Maintenance will be performed as necessary by the category indicated in the
Maintenance Allocation Chart (MAC) (Appendix C) to retain or restore serviceability. All authorized maintenance within
the capability of a using organization will be accomplished before referring the item to support maintenance. Higher
categories will perform the maintenance functions of lower categories when required or directed by the appropriate
Commanders. Using and support units may exceed their authorized scope and functions in the MAC when approval is
granted by the next higher support maintenance Commander.
2-3. Modifications . Modifications will be accomplished by the end item manufacturer after TARCOM approves the field
campaign or modification plan. See Appendix D.
4
2-4. Equipment Improvement Recommendations (EIR) .
submitted in accordance with TM 38-750.
Equipment Improvement Recommendations will be
2-5. Equipment Readiness Reporting . Readiness Reporting will be accomplished as required by the current TM 38750.
2-6. Maintenance Expenditure Limits. The average life expectancy for the paver is 12 years.
PECENT OF REPAIR
YEAR
50%
45%
40%
35%
30%
20%
10%
1981
1983
1985
1987
1989
1991
1993
2-7. Shipment and Storage.
a. Shipment and Storage. Refer to TB 740-94-2 for procedures covering preservation of equipment for shipment
and storage.
b. Administrative Storage. Refer to TM 740-90-1 for instructions covering administrative storage of equipment.
2-8. Destruction to Prevent Enemy Use. Refer to TM 7593-244-3 for procedures covering destruction of equipment to
prevent enemy use.
2-9. Fire Protection.
a. A hand operated fire extinguisher may be installed at the discretion of the using unit.
b. Approved hand-portable fire extinguishers are listed in TB 5-4200-200-10.
2-10. Basic Issue Items List (BILL) . See Appendixes E and F for a list of items which accompany the end item or are
required for operation and/or operator's maintenance.
2-11. Maintenance and Operating Supply List . See Appendix M for a list of maintenance and operating supplies
required for initial operation.
2-12. Special Tools and Equipment . No special tools or equipment are required for operation and maintenance of the
paving machine.
2-13. Maintenance Forms and Records.
required by the current TM38-750.
Operational, maintenance, and historical records will be maintained as
5
SECTION III
REPAIR PARTS SUPPLY
3-1. General.
a. The basic policies and procedures in AR 710-2, AR 725-50 and DA CIR70)-27 are applicable to repair parts
management for construction equipment.
b. Manufacturer's parts manuals are furnished with paver instead of Department of the Army Repair Parts and
Special Tool List (RPSTL).
c. National Stock Number (NSNs) are initially assigned only to PLL/ASL parts and major assemblies, i.e., engines,
transmissions, etc. Additional NSNs are assigned by the supply support activities as demands warrant.
d. Automated Processing (AUTODIN) of Federal Supply Code Manufacturer (FSCM) part number requisitions,
without edit fair matching NSNs and exception data, is authorized.
e. Proper use of project codes and weapon systems designator codes on parts requisitions is essential.
f. Repair parts are available from commercial sources and may be purchased locally in accordance with AR 711-2
and AR 734-110.
g. Initial Prescribed Load List (PLL) and Authorized Stock List (ASL) will be distributed by US Army TankAutomotive Materiel Readiness Command (TARCOM), ATTN: DRSTA-FH.
3-2. Prescribed Load List (PLL). The PLL distributed by TARCOM is an estimated 15 days supply recommended for
initial Blockage at organizational maintenance. Management of PLL items will be governed by the provisions of AR 7102 and local command procedures. Selection of PLL parts for shipment to CONUS/OCOOIUS units is based upon the
receiving Command's recommendation after their review of the TARCOM prepared list. Organizations and activities in
CONUS/OCONUS will establish PLL stocks through normal requisitioning process.
3-3. Authorized Stockage List (ASL) . The ASL distributed by TARCOM is an estimated 45 days supply of repair parts
for support units and activities. The ASL parts will be shipped according to the recommendations of the receiving
commands, after they have reviewed the initial list distributed by TARCOM. Support units and activities in
CONUS/OCONUS will establish ASL stocks through normal requisitioning process.
6
3-4. Requisitioning Repair Parts .
a. Using Units/Organizations: Requisitions (DA Form 2765 Series) will be prepare(d according to AR 710-2 and
local command directives. Units in CONUS will use Project Code "BGW" In block 19. Units OCONUS will enter in block
19 Project Code "JZC", see Appendix H.
b. Support Units and Activities:
(1) General: All MILSTRIP requisitions (DD Form 1348 Series) prepared for repair parts support will include
distribution and Project Codes, see Appendixes I, J, and K.
(2) Distribution Code: Supply customers in CONUS will use code "F" in card column 54. Customers OCONUS
will use the appropriate code from Appendix P, Paragraph P-31(1) AR 725.50.
(3) Project Codes: The applicable Project Code will be entered in card columns 57-59 of requisitions for NSN
parts, whether CONUS or OCONUS customers. Project Code "BGW1" will be used by CONUS customers when
requisitioning part numbered parts. Supply customers OCONUS will use Project Code "JZC" for part numbered parts.
3-5. Submitting Requisitions .
a. Using Units and Organizations will submit DA Form 2765 Series requisitions to designated support units or
activities in accordance with local procedures.
b. Support units and activities will forward MILSTRIP requisitions for NSN parts through the Defense Automated
Addressing System (DAAS) to the managing Supply Support Activity. Requisitions for part numbered part will lie
forwarded through DAAS to the Defense Construction Supply Center (DCSC).
NOTE: When the manufacturer's part number and Federal Supply Code for Manufacturer (FSCM) exceed the space in
card columns 8 through 22 of A02/AOB requisitions, prepare an A05/AOE requisition (DD Form 1348-6) and mail it to
Commander, Defense Construction Supply Center, ATTN: DCSC-OSR, Columbus, Ohio 43215.
7
APPENDIX A
REFERENCES
A-1. Publications
Logistic Assistance Program .........................................................................................................AR 700-4
Material Management for Using Units,
Support Units and Installations ......................................................................................................AR 710-2
Requisitioning Receipt, and Issue System .....................................................................................AR 725-50
Indexes should be consulted frequently for latest changes of revisions of references and for new
publications relating to material covered in this publication.
Index of Administrative Publications..............................................................................................DA PAM 310-1
Index of Blank Forms ....................................................................................................................DA PAM 310-2
Index of Doctrinal Training and Organization Publications.............................................................DA PAM 310-3
Index of Technical Manuals, Technical Bulletins, Supply Manuals
(Types 7, 8, and 9), Supply Bulletins and Lubrication Orders ..................................................DA PAM 310-4
A-2. Forms.
Refer to TM 38-750, The Army Maintenance Management System (TAMMS), for instructions on the use of maintenance
forms pertaining to the materiel.
A-3. Other Publications.
The following publications contain information pertinent to the major item and associated equipment.
a. Camouflage.
Camouflage ..................................................................................................................................FM 5-20
b. Decontamination.
Chemical, Biological, and Radiological (CBR) Decontamination....................................................TM 3-220
Nuclear, Biological and Chemical Defense....................................................................................FM 21-40
c. General.
Utilization of Engineer Construction Equipment.............................................................................TM 5-331b
Basic Cold Weather Manual..........................................................................................................FM 31-70
Northern Operations......................................................................................................................FM 31-71
Operation and Maintenance of Ordnance Materiel in Cold Weather (0°to -65°F) ..........................FM 9-207
Procedures for Destruction of Equipment to Prevent Enemy Use ..................................................TM 750-244-3
A-1
APPENDIX A
REFERENCES
d. Maintenance and Repair
Inspection, Care and Maintenance of Antifriction Bearings ............................................................TM 9-214
Welding Theory and Application....................................................................................................TM 9-237
Hand Portable Fire Extinguishers Approved for Army Users..........................................................TB 5-4200-200-10
e. Administrative Storage.
Administrative Storage of Equipment ............................................................................................TM 740-90-1
Preservation of USAMECOM Mechanical Equipment for
Shipment and Storage...................................................................................................................TB 740-97-2
A-2
APPENDIX B
WARRANTY GUIDELINES
1. A warranty period of 12 months applies to the Paving Machine, Model BSF-400,
manufactured by IOWA Mfg.
Co. after delivery to the Government. This warranty applies to the end item, components and all supplies furnished
under the contract.
2. Using units may not contact their local dealer. You must mail DA Form 2407 to the Maintenance Directorate,
TARCOM, at the following address: US Army Tank-Automotive Material Readiness Command, ATTN: DRSTA-MVB,
Warren Michigan 48090. To expedite actions you may call the information to AUTOVON 273-3349, 3439, or 3387 with
the information from your DA 2477, section 1, block 1 through 11, blocks 16, 17, 18 and 20.
3. General information:
a. DA Form 24)7 (prepared in accordance with warranty claim actions in TM 38-750) will be used to submit
warranty claims actions for end items when components, parts or assemblies are defective and are covered by a
manufacturer's warranty. End items under warranty are identified by a decal plate and/or warranty statement included in
the operator's and maintenance manual for the end item. All warranty actions settled or unsettled will be reported to the
National Maintenance Point (NMP) on DL Form 2407. For warranties settled locally the DA Form 2407 will contain a
statement "For Information Only" in block 35.
b. Maintenance activities in support of organizational maintenance are the responsible points of contact between
the originator of warranty claims and the National Maintenance Point (US Army Tank-Automotive Material Readiness
Command, DRSTA-MVB, AUTOVON 273-3349, 273-3439, 273-3.387, Warren, Michigan 48090, which serves as the DL
Representative with the contractor. in warranty matters. NOTE: In certain instances, the originating organization and the
support activity are one and the same.
c. Before you take your equipment to a dealer for repair, whether or not it was necessary for you to go through the
NMP (TARCOM), check with your local procurement office to see if a funds commitment document is needed.
Sometimes, even though the majority of the repairs are covered by the warranty, there may be a small charge for normal
maintenance costs, i.e., oil filters, oil, etc. Further, the cause of damage could be determined by the dealer to be directly
related to "operator abuse." In that case, the Government may be obligated to pay for teardown services even if the
repairs are no longer desired, or for the complete cost if repairs are to be completed by the dealer.
B-1
APPENDIX B
d. When the equipment is given to the dealer for repairs, find out how long the work will take, the extent of the
problem, if possible, and the charges, if any, which may be involved. Leave the name and telephone number of the
person to be contacted for pickup of the equipment and specifically state that he should be called as soon as the repairs
are finished. In addition, state he should be telephoned if unexpected problems, costs and/or delays are encountered.
Get the name and telephone number of the Service Manager, for any required follow-up purpose".
e. When you arrive to pick up your equipment after completion of services, make certain that you know exactly
what repairs were performed and/or parts replaced. This is required for overall problem trend evaluation by the IMP and
must be identified upon completion of warranty services.
f. Telephone the NMP at TARCOM, AUTOVON 273-3349, 273-3439, and/or 273-3383 if:
(1) Your equipment requires repairs and you cannot obtain these services using the procedures listed above.
(2) The length of time required for repairs may seriously hamper your mission, or if the dealer's overall response to
your requirements are not satisfactory.
(3) You have any questions regarding warranty procedures - either in general or about a specific job. Do not wait
until your problems become critical.
g. Do not attempt to conduct negotiations regarding a breach of warranty. This is a function of the Contracting
Officer, through the NMP at TARCOM.
B-2
APPENDIX C
MAINTENANCE ALIOCATICN CHART
FOR
Paving Machine, Bituminous Material, Crawler Mtd.
Section I. INTRODUCTION
1. General: This Maintenance Allocation Chart designates responsibility for performance of Maintenance functions to
specific Maintenance categories.
2. Maintenance functions:
a. Inspect: To determine the serviceability of an item by comparing its physical, mechanical and/or electrical
characteristics with established standards through examination.
b. Test: To verify serviceability and detect incipient failures by measuring the mechanical or electrical characteristics
of an item and comparing those characteristics with prescribed standards.
c. Service: Operations required periodically to keep an item in proper operating condition, i.e., to clean
(decontaminate), to preserve, to drain, to paint, or to replenish fuel, lubricants, hydraulic fluids, or compressed air
supplies.
d. Adjust: To maintain, within prescribed limits, by bringing into proper or exact position, or by setting the operating
characteristics to specified parameters.
e. Align: To adjust specified variable elements of an item to bring about optimum or desired performance.
f. Calibrate: To determine and cause corrections to be made or to be adjusted on instruments or test measuring and
diagnostic equipment used in precision measurement. Consists of comparisons of two instruments, one of which is a
certified standard of known accuracy, to detect and adjust any discrepancy in the accuracy of the instrument being
compared.
g. Install: The act of emplacing, seating, or fixing into position an item, part, or module (component or assembly) in a
manner to allow the proper functioning of an equipment or system.
h. Replace: The act of substituting a serviceable like type part, subassembly, or module (component or assembly) for
an unserviceable counterpart.
i. Repair: The application of maintenance services or other maintenance actions to restore serviceability to an item
by correcting specific damage, fault, malfunction, or failure in a part, subassembly, module (component or assembly),
end item, or system.
C-1
APPENDIX C
j.
Overhaul: That maintenance effort (service/action) necessary to restore an item to a completely
serviceable/operational condition as prescribed by maintenance standards (i.e., DMWR) in appropriate technical
publications. Overhaul is normally the highest degree of maintenance performed by the Army. Overhaul does not
normally return an item to like new condition.
k. Rebuild: Consists of those services/actions necessary for the restoration of unserviceable equipment to a like new
condition in accordance with original manufacturing standards. Rebuild is the highest degree of materiel maintenance
applied to Army equipment. The rebuild operation includes the act of returning to zero those age measurements
(hours/miles, etc) considered in classifying Army equipments/components.
3. Column entries: Columns used in the Maintenance allocation chart are explained below:
a. Column 1, Group Number: Column 1 lists group numbers, the purpose of which is to identify components,
assemblies, subassemblies, and modules with the next higher assembly.
b. Column 2, Component/Assembly: Column 2 contains the noun names of components, assemblies, subassemblies,
and modules for which maintenance is authorized.
c. Column 3, Maintenance Functions: Column 3 lists the functions to be performed on the item listed in Column 2.
d. Column 4. Maintenance Category: Column 4 specifies, by the listing of a "work time" figure in the appropriate
subcolumn(s), the lowest level of maintenance authorized to perform the function listed in Column 3. This figure
represents the active time required to perform that maintenance function at the indicated category of maintenance. If the
number or complexity of the tasks within the listed maintenance function vary at different maintenance categories,
appropriate "work time" figures will be shown for each category. The number of manhours specified by the "work time"
figure represents the average time required to restore an item (assembly, subassembly, component, module, end item or
system) to a serviceable condition under typical field operating conditions. This time includes preparation time,
troubleshooting time, and quality assurance/quality control time in addition to the time required to perform the specific
tasks identified for the maintenance functions authorized in the Maintenance Allocation Chart.
e. Column 5, Tools and Equipment: Column 5 specifies by code those common tool sets (not individual tools) and
special tools, test, and support equipment required to perform the designated function.
f. Column 6, Remarks: Column 6 contains an alphabetic code which leads to the remark in Section IV, Remarks,
which is pertinent to the item opposite the particular code.
C-2
APPEDIX C
Section II. MAINTENANCE: ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
01
0100
Engine
Engine Assembly
Engine Mounts
0101
Cylinder Block
Cylinder Sleeve
Cylinder Head
0102
0103
Flywheel
Replace
0104
Pistons & Connecting Rods
Replace
Repair
Replace
Rocker Arms
Valve Springs
Valve Exhaust
Camshaft, Bearings &
Gears
0106
Oil Cooler
Oil Pan
F
H
D
2.0
0.1
16.0
21.0
48.0
3.0
Test
Replace
Repair
Replace
Replace
Repair
Overhaul
Replace
Replace
Replace
0105
O
1,2,3,4
Test
Service
Replace
Repair
Overhaul
Replace
Crankshaft
Main Bearings
Drive Pulley
Rings & Bearings
C
(5)
TOOLS
AND
EQUIP
5.0
4.0
20.0
3.0
1,2,3,4
4.0
4.0
8.0
5.0
4.0
1,2,3,4
2.0
3.0
1,2
3.0
2.0
.5
Replace
Test
Replace
Adjust
Replace
Repair
.5
1,2
1,2
.8
.3
2.0
1.0
2.0
Replace
4.0
Service
Replace
Replace
Repair
.2
1,2
1.0
1.5
1.0
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-3
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
Oil Pump
Oil Pressure Regulator
Oil Filter Assembly
Oil Filter Element
0108
Exhaust Manifold
02
0200
Clutch
Clutch Assembly
Drive Ring
Clutch Housing
0200
Throwout Fork Bearings
Clutch Lever Shaft /
Linkage
C
Replace
Repair
Adjust
Replace
Service
Replace
Replace
O
F
H
D
(5)
TOOLS
AND
EQUIP
.8
2.0
.2
.5
.5
1.0
.5
Replace
Replace
1.0
1.0
Replace
Repair
Replace
Replace
Repair
8.0
4.0
8.0
6.0
2.0
Service
Replace
.5
6.0
1,2,3,4
1,2
Service
Adjust
Replace
Repair
03
Fuel System
0301
Fuel Injector
Test
Replace
0302
Fuel Pump
Replace
Repair
1.0
1.0
4.0
2.0
1.0
1.5
1.0
1,2
1.0
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-4
1,2
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
0304
0305
Air Cleaner
C
Service
Replace
Repair
0.4
Air Cleaner Element
Replace
0.5
Blower Air Intake
Service
Replace
Repair
Adjust
Replace
Repair
Air-Shut Down
O
F
H
(5)
TOOLS
AND
EQUIP
D
1
1.0
.5
0.3
1,2
1.0
2.0
0.5
1.5
2.0
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-5
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
0306
Tank Fuel
Lines & Fittings
0308
Governor Engine Speed
Controls & Linkage
0309
04
0401
05
0501
Fuel Filters
Fuel Filter Element
0505
Service
Replace
Repair
Replace
O
H
.2
D
1,2
1.5
1.0
1.0
Test
Adjust
Replace
Repair
Adjust
Replace
Service
Replace
F
0.5
0.5
1.0
1,2
2.0
.1
.4
.2
1
.5
Exhaust System
Muffler
Exhaust Pipes
1
Replace
Repair
1.0
1.0
Cooling System
Radiator
Thermostat
Hoses & Clamps
0504
C
(5)
TOOLS
AND
EQUIP
Water Pump
Fan Assembly
Fan Guard
Fan Belts
Service
Replace
Repair
Replace
Replace
.2
1,2
2.0
2.0
1.0
0.5
Replace
Repair
2.0
Replace
Repair
Replace
Repair
Inspect
Adjust
Replace
1.0
1,2
1.0
1
1.0
1.0
1.0
0.1
0.5
1.0
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-6
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
06
0601
Electrical System
Alternator
Generator
Generator & Alternator
Drive Pully
0603
0607
C
O
F
H
D
(5)
TOOLS
AND
EQUIP
1,2,5
Test
Replace
Repair
Test
Replace
Repair
Inspect
Repair
.1
.5
1.5
.1
.5
1.0
.1
.1
Alternator & Generator
Drive Belts
Inspect
Adjust
Replace
Starting Motor
Test
Replace
Repair
.1
.5
Replace
Replace
.5
.7
1,5
Test
Replace
.1
.3
1,5
Replace
Repair
.2
.4
1,5
Instrument Panel
Accessories
0608
Circuit Breakers
0609
Head, Tail, & Conveyor
Lights
.1
.2
.2
1,2,5
1.5
0610
Flasher
Limit Switches
Screed Lift Switch
Replace
Replace
Replace
.2
.2
.2
1,5
0611
Horn Assembly
Replace
.3
1,5
0612
Batteries Storage
Inspect
Test
Replace
Service
0.1
1,5
.3
0.5
0.2
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-7
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
0613
Replace
Repair
0.4
0.5
Screed Wiring
Replace
Repair
Replace
Repair
Replace
Repair
.5
.5
.2
.5
.5
.5
Chassis Wiring
0700
O
Battery Cables
Cross Over Cable
07
C
F
Transmission
Transmission Assembly
1,2
Test
Service
Replace
Repair
Overhaul
1.0
0.5
10.0
20.0
30.0
Shifters
Replace
Repair
2.0
5.0
0719
Transfer Case
Replace
Repair
Overhaul
3.0
7.0
Replace
3.0
Replace
Repair
Replace
Repair
2.0
1.0
15
1501
Electrical Brake
4202
1,2
15.0
Frame & Towing
Attachments
Platforms
Drivers Seat
42
D
1,5
0705
0725
H
(5)
TOOLS
AND
EQUIP
1.0
1.5
Electrical Equipment
(Not in other groups)
Electrical Controls
Screed Vibrators
Vibrator Transformer
Screed Vibration
Adjusting Controls
1,2
1,2,5
Replace
Replace
2.0
.2
Replace
Repair
1.0
2.0
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-8
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
43
4301
4302
4305
Oil Filter & Air Cap
Oil Filter Element
Oil Strainer, Reservoir
Lines & Fittings
Hydraulic Pump
Solenoid Valve
Holding Valve, Screed Lift
Cylinder, Hopper Lifts
Cylinder, Screed Lift
6004
F
Pump Fuel
Burner Assembly
Nozzle Adapter
Electrodes
Blower Wheel
Hose & Fittings
H
D
1,2
Replace
Replace
Replace
Replace
Repair
.7
.4
.5
.5
Replace
Repair
1.5
Replace
Repair
Replace
Repair
Replace
Repair
Replace
Repair
Replace
Repair
.5
1.0
1,2
3.0
1,2
1.5
.3
.5
.5
1.5
.6
1.5
.7
1.5
Heating Unit & Burner
Fuel Lines
Fuel Strainer
6005
O
Hydraulic System
Relief Valve
60
C
(5)
TOOLS
AND
EQUIP
1,2
Replace
Repair
Replace
.6
Replace
Repair
Replace
Adjust
Replace
Replace
Replace
Repair
.5
1.5
.4
.2
.3
.4
.4
.5
1.0
.5
.3
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-9
1
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
6006
Motor Assembly
Replace
6007
Fuel Tank
Replace
Repair
73
7303
Screed & Controls
Dual Crown Adjusting Mech
Screed
Screed Adjusting Mech
Hopper Wings
Screed Pull Arms
7305
O
F
H
.3
Main Drive
Track
Sprocket, Shaft & Bearings
D
1
1.5
1.0
1,2
Asphalt Equipment
Components
Chain, Offset Coupler
7304
C
(5)
TOOLS
AND
EQUIP
1,2
Adjust
Service
Replace
Repair
Adjust
Service
Replace
Repair
Service
Adjust
Replace
Repair
Overhaul
Service
Replace
Repair
.5
.2
2.0
2.0
.2
.1
.5
1.0
.3
.5
1.0
3.0
8.0
.2
.5
1.0
Service
Replace
Repair
Replace
.1
Inspect
Service
Adjust
Replace
Repair
.1
1
.5
1.5
.4
1,2,3,4
Replace
Repair
.2
.3
2.0
3.0
1.0
2.0
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-10
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
Chain
Front Idler
Track Spring
7305
Take Up Idler & Bearings
Upper & Lower Rollers
Beam Roller Assembly
Guards: Housing & Covers
7307
Feeding & Conveyor
Frames
Slat Conveyor
Slat Conveyor Liner
Assembly
Slat Conveyor Chain
7309
Screw Feeder or
Conveyor
Screw Conveyor
Bearings & Seals
Guards & Covers
C
O
Adjust
Replace
Repair
Replace
Repair
Replace
.1
1.0
Service
Replace
Repair
Service
Replace
Replace
Repair
Replace
Repair
.1
F
H
(5)
TOOLS
AND
EQUIP
D
2.0
1.0
1.5
.5
1,2
1.0
1.0
.1
.5
.3
.4
.2
.8
1,2
Service
Adjust
Replace
Repair
.2
.2
1.0
1.0
Replace
Repair
Service
Replace
Repair
1.0
1.0
.1
1.0
1.0
1
Service
Replace
Repair
Replace
Repair
.2
1.0
1.0
.2
.5
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-11
(6)
REMARKS
APPENDIX C
Section II. MAINTENANCE ALLOCATION CHART
Paving Machine, Bituminous Material, Crawler, Mtd.
(1)
(2)
(3)
(4)
GROUP
NUMBER
COMPONENT
ASSEMBLY
MAINTENANCE
FUNCTION
MAINTENANCE CATEGORY
7309
Grease Fittings & Piping
Chain: Sprocket
Bearings & Idler
Shaft: Bearings
Drive Sprocket: &
Chain
Screw Extension
Remote Screw Control
Material Retaining Plates
7313
Screed Vibrator Agitator
Screed Extender
Screed Shim Pack
Screed Strik Off
Screed Adjusting Cables
76
7638
C
Service
Replace
.1
Service
Adjust
Replace
Repair
.1
Service
Replace
Repair
Service
Replace
Repair
Adjust
Repair
Service
Replace
Repair
.1
Adjust
Replace
Repair
Adjust
Replace
Repair
Adjust
Adjust
Replace
Repair
Replace
O
H
D
1,2
.2
.1
2.0
1.0
.4
.8
.1
.2
.2
.1
.1
.1
.2
.4
.2
.4
1,2
.6
.1
.6
.8
.1
.2
.4
.6
.5
Fire Fighting Equipment
Portable Fire Extinguisher
F
(5)
TOOLS
AND
EQUIP
1
Replace
.2
*The subcolumns are as follows:
C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-12
(6)
REMARKS
MAINTENANCE ALLOCATION CHART FOR
PAVING MACHINE, BITUMINOUS MATERIAL
CRAWLER MTD., DED
APPENDIX C
SECTION III - TOOL AND TEST EQUIPMENT REQUIREMENTS
TOOL OR TEST
EQUIPMENT
REFERENCE
MAINTENANCE
NATIONAL / NATO
CODE
CATEGORY
NOMENCLATURE
STOCK NUMBER
Unless otherwise noted all maintenance
functions can be accomplished with the
tools contained in the following common
two sets.
1
O, F, H
Shop Equip Contact Maint. 4940-00-294-9518
TRD MTD (SC 4940-97-CLE-05)
1
O, F, H
Shop Equip Org Repair, 4940-00-294-9516
Light TRK MTD (SC 494097-CL-E04
1
O, F, H
Tool Kit Automotive Maint, 410-00-754-0654
Org Maint Common #1 (SC
4910-95-CL-A72)
1
O, F, H
Tool Kit Automotive Maint, 5180-00-177-7033
Org Maint Common #2 (SC
4910-95-CL-W26)
1
O, F, H
Shop Equip Auto Maint and 4910-00-754-0653
Repair Org Maint Supp #1
(SC 4910-95-CL-A73)
1
O, F, H
Shop Equip Welding Field 3470-00-357-7268
Maint (SC 3470-95-CLA08)
1
O, F, H
Tool Set, Veh Full Tracked 4940-00-7541-0743
Sugg #2 SC 4940-95-CLA08
2
F, H
Shop Equip Gen Purp 4940-00-287-4894
Repair Semitrir MTD (SC
4940-97-CL-E03)
2
F, H
Tool Kit Automotive, Fuel 4910-00-754-0655
and Elec Sys Repair (SC
4910-95-CL-A50)
2
F, H
Tool Kit, Master Mechanic 5180-00-699-5273
and Equip Maint and
Repair (SC 5180-90-CLE05)
C-13
TOOL
NUMBER
T10138
T13152
W32593
W33004
W32867
T16714
W65747
T10549
W32456
W45060
MAINTENANCE ALLOCATION CHART FOR
PAVING MACHINE, BITUMINOUS MATERIAL
CRAWLER MTD., DED
APPENDIX C
SECTION III - TOOL AND TEST EQUIPMENT REQUIREMENTS
TOOL OR TEST
EQUIPMENT
REFERENCE
MAINTENANCE
CODE
CATEGORY
NOMENCLATURE
2
F, H
Shop Set, Fuel and Elec
Sys Field Maint Basic (SC
4910-95-CL-A01)
2
F, H
Shop Set, Fuel and Elec
Sys Field Maint Basic Sup
#2 (SC 4910-95-CL-A65)
2
Shop Equip Machine Shop,
Field Maint Basic (SC
3470-95-CL-A02)
2
Measuring Lay Out Tool
Set, Mach (SC-5280-95CL-A02)
2
Tool Kit Body And Fender
Repair
3
Wrench Set Socket, ¾ ”
Drive Hex Type
4
O, F, H
Wrench Torque, ¾ ” Drive
500 lb Cap
5
O, F, H
Multimeter
C-14
NATIONAL / NATO
STOCK NUMBER
4910-00-754-0714
TOOL
NUMBER
T30414
4910-00-390-7775
T30688
3470-00-754-0708
T15644
5280-00-511-1950
W44512
5180-00-754-0643
W33689
5310-00-754-0743
W65747
5120-00-542-5577
Y84966
6625-00-999-7465
M80242
APPENDIX D
CCE MANUFACTURER FIELD CAMPAIGNS AND MODIFICATION PROCEDURES
D-1
APPENDIX E
BASIC ISSUE ITEMS LIST
(1)
(2)
(3)
(4)
MFR PART NO.
MFR FED CODE
DESCRIPTION
UNIT OF ISSUE
45500-020-06
45500-036-06
45500-750-06
31245
31245
31245
Wrench, Allen 5/16”
Gage, Strike Off
Wrench, Crown Adj
E-1
EA
EA
EA
(5)
QUANTITY
FURNISHED
W/EQUIP
1
1
1
APPENDIX F
(1)
SMR
CODE
ITEMS TROOP INSTALLED OR AUTHORIZED LIST
(3)
(4)
DESCRIPTION
NATIONAL STOCK
UNIT
NUMBER
REF No & MFR
USABLE
OF
CODE
ON CODE
MEAS
NOTE: The following items are
overpacked with the paver.
(2)
7520-00-559-9618
Case, Cotton
(81349)
Duck:
MIL-B-11743
7510-00-889-3494
Log Book Binders MIL-B-43064
(5)
QTY
AUTH
EA
1
EA
1
NOTE: The following items are
authorized but not issued with the
paver.
4210-00-889-2221
Extinguisher, Fire Dry Chemical
EA
1
4930-00-277-9525
Grease Gun, Hand
EA
1
4930-00-204-2550
Adapter, Grease Gun Coupling, Rigid
EA
1
4930-00-288-1511
Adapter, Grease Gun Coupling, Flex
EA
1
F-1
APPENDIX G
INITIAL RECOMMENDATION
PRESCRIBED LOAD LIST (PLL)
AUTHORIZED STOCKAGE LIST (ASL)
END ITEM:
Paving Machine, Bituminous
MFR PART NO:
NSN:
N/A
SMR CODE
NATIONAL STOCK
NUMBER
MAKE:
3895-01-063-7891
PART NUMBER
FSCM
MODEL:
IOWA Mfg Co
BSF-400
SERIAL NUMBER RANGE
DATE
5627
TO
35633
PART DESCRIPTION
Mar 80
QTY OF PARTS REQ’D
FOR NO. OF END ITEMS
PLL
ASL
U/M
1-5
PAOZZ
PAOZZ
PAOZZ
PAOZZ
PAOZZ
PAOZZ
PAOZZ
PAOZZ
PAOZZ
PAOZZ
PAOZZ
2940-00-019-8087
2910-00-890-2436
2910-00-792-8985
4930-01-038-9307
3030-00-865-2470
3030-00-421-1553
3030-00-529-0466
3030-00-668-7201
5977-01-089-6783
4330-00-073-0371
2940-00-129-9757
5574978
5573261
5574961
45652-512-15
5131395
5139228
B66
MS39277-040
45652-505-24
1551
P11-8159
72582
70040
72582
31245
72582
72582
24161
96906
31245
02249
18265
Element, Oil Filter
Element, Fuel Filter Secondary
Element, Fuel Filter Primary
Nozzle, Screed Burner
Belt Set, Crankshaft Pulley
Belt Set, Water Pump
Belt, Generator Drive
Belt Set, Alternator Drive
Electrode, Screed Burner
Element, Hyd System Oil Filter
Element, Air Cleaner
PAGE 1 OF 1
$1.32
.51
1.59
1.50
3.55
2.11
5.66
4.00
1.70
4.11
7.81
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
1
1
1
2
2
1
1
1-5
1
1
1
2
1
1
1
1
2
1
1
6-20
1
2
2
2
1
1
1
1
2
2
1
21-50
2
2
2
2
1
1
1
1
2
2
1
APPENDIX H
APPENDIX
SAMPLE FORMAT - DA FORM 2765 PART NUMBER REQUEST
(CONUS Requester)
(OCONUS) Requester)
H-1
APPENDIX I
SAMPLE FORMAT - MILSTRIP REQUISITION FOR
Card Column
Description of Data
1-3
Document Identifier Code
4-6
7
8-22
23-24
25-29
30-43
44
45-50
51
52-53
54-56
Routing Identifier Code
Media/Status Code
NSN
Unit of Issue
Quantity
Document Number
Demand Code
Supplementary Address
Signal Code
Fund Code
Distribution Code CC-54
57-59
60-61
62-64
65-66
CC-55-56
Project Code
Priority Code
Required Delivery Date
Advice Code
I-1
(NSN)
Mandatory Entry
for CCE
A∅A - CONUS
A∅1 - Overseas
"F" for CONUS;
see AR 725-50
for OCONUS
Weapon System Code
APPENDIX J
SAMPLE FORMAT - MILSTRIP REQUISITION FOR
Card Column
Description of Data
1-3
Document Identifier Code
4-6
7
8-22
23-24
25-29
30-43
44
45-50
51
52-53
54-56
Routing Identifier Code
Media/Status Code
FSCM and Part Number
Unit of Issue
Quantity
Document Number
Demand Code
Supplementary Address
Signal Code
Fund Code
Distribution Code CC-54
57-59
60-61
62-64
65-66
CC-55-56
Project Code
Priority Code
Required Delivery Date
Advice Code
J-1
(NON-NSN)
Mandatory Entry
for CCE
A∅B - CONUS
A∅2 - Overseas
Always S9C
"F" for CONUS;
see AR 725-50
for OCONUS
Weapon System Code
APPENDIX J (CONT'D)
Card Column
67-69
70
Description of Data
Mandatory Entry
for CCE
Blank
Identification code applicable to
entry in cc 71-80.
A - Technical order or Technical
Manual.
B - End Item Identification
C - Noun Description
D- Drawing or Specification No.
71-80
Reference Identification
J-2
Identification of
reference specified
in cc 70
APPENDIX E
SAMPLE FORMAT - MILSTRIP REQUISITION FOR
DD
FORM
1 JAN 71
1348-6
(NON-NSN)(MANUAL)
NON-NSN REQUISITION (MANUAL)
K-1
APPENDIX K
INSTRUCTIONS
This form will only be used in those cases where the manufacturer’s code and part number exceed the spaces
allocated in card columns 8 - 22 of the requisition.
Card Column
Description of Data
Mandatory Entry
for CCE
1-3
Document Identifier Code
A∅E - CONUS
A∅5 - OCONUS
4-6
Routing Identifier Code
Always S9C
7
Media Status Code
8 - 22
FSCM and Part Number
23-24
Unit of Issue
25-29
Quantity
30-43
Document Number
44
45-50
Leave Blank
Enter In Block 1
under Identification
Data
Demand Code
Supplementary Address
51
Signal Code
52-53
Fund Code
54-56
Distribution Code CC 54
CC 55-56
57-59
Project Code
60-61
Priority Code
62-64
Required Delivery Date
65-66
Advice Code
67-80
"F for CONUS. (See
AR
725-50
for
OCONUS)
Weapon System Code
Blank
IDENTIFICATION DATA - Lower half of DD Form 13418-6, complete Blocks 1 thru 9.
K-2
APPENDIX L
CROSS REFERENCE PART NUMBER LIST
Iowa P/N
45003-500-02
45033-501-01
45003-502-02
45003-502-03
45093-503-01
45033-504-02
45003-505-31
45003-505-13
45080-001-07
45090-001-36
45090-002-32
45090-002-43
45090-503-11
45090-526-20
45090-526-35
45130-091-95
45130-001-08
45130-001-09
45130-002-03
45130-002-04
45130-002-06
45134-001-14
45134-001-20
45134-001-21
45134-001-22
45134-001-24
45134-001-25
45134-001-26
45134-001-27
45200-008
45200-021
45200-040
45200-181
45200-183
45200-184
45200-191
45252-005-01
45259-508-14
45259-508-47
45377-504-01
45476-001-02
45550-003-31
45550-019-06
45550-022-10
45551-263-01
45552-258-01
45652-505-24
Iowa FSCM
Prime P/N
31245
“
“
“
“
”
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
748-0329
540-0004
830-0008
800-3042
5301-101-01
5204-451-14
5303-111-001
DX11576A
V230-8-1C549
3011A
XB265
C1301656D
4022030
XA605
990-90003448
42687
385
476
42620
382A
472A
3310
3210
3308
3309
3313
(433343309)
5207
3310G
3307G
450286
50145S
55147S
55088S
50350S
50230S
63X1345
7107-256
3-8
2-118
5-153X
DB7493
X117C8
6187A
6314G
5204-751-02
315380
SC5813
L-1
Prime FSCM
63810
“
“
“
“
“
“
“
62983
07983
17913
16294
07488
17913
16294
60038
“
“
“
“
“
43334
“
“
“
“
“
“
“
81596
“
“
“
“
“
73680
07988
02697
“
72447
76474
61208
“
“
63810
18967
34181
APPENDIX L
CROSS REFERENCE PART NUMBER LIST
Iowa P/N
45652-512-02
45652-512-15
45652-528-01
45652-529-01
45865 002-16
45865-003-04
46098-400-09
46150-oo0-75
46165-001-40
46165-001-41
46165-002-72
46165-004-79
46200-001-13
46200-003-75
46200-009-06
46200-009-08
46200-009-11
46200-009-18
46205-001-12
46225-001-07
46225-002-07
46225-003-02
46260-001-10
46955-001-35
50005-020-01
50005-080-01
7033-006
7048-014
7048-015
7048-016
7048-046
7048-047
7048-048
7118-031
7166-005
7166-11
7166-015
7238-127
7258-004
7258-013
7306-001
7306-016
7376-001
7376-005
7441-041
45)8)-510-22
“
45690-001-21-03
Iowa FSCM
Prime P/N
31245
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
1-3/8LX1/SFNPT
1-35GPH
J2BC100-3
AA524-316-1
6464910
6402618
B122-1061
FM3V2B3
30055-10
CDM15-1
CDM35-1
30055-15
1LS 1
95582
1TL1-2
2TL1-1
1TL1-6
2TL1-3
SA2263-12
AEA33353
6474386
6717-134
20-141
1N2071A
ANS1-40CONN
ANS1-80CONN
W05
K21820
K21807
K21805
K22420
K22407
K22405
B66
7506
3209
3L13
59-062-312-1500
6420
6454
3920
3982
59425
59175
3V400 (MS 39277-40)
1551
DP-752-10
P11-8159
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
“
L-2
Prime FSCM
71895
“
99166
60399
70040
“
94506
66127
13445
82647
“
13445
91929
13445
91929
91929
91929
91929
78388
94916
70040
16127
71785
04713
84233
“
52676
“
“
“
“
“
“
24161
43334
“
“
22599
60038
“
“
“
“
“
24161
02249
50590
18265
APPENDIX M
APPENDIX _________
MAINTENANCE AND OPERATING SUPPLY LIST
NOMENCLATURE:
Paving Machine, Bituminous
MFR PART NO:
NSN:
N/A
(1)
COMPONENT
APPLICATION
Engine Crankcase
(2)
MFR PART NO.
OR
NAT’L STOCK NO.
9150-00-188-9858
MAKE:
3895-01-063-7891
MODEL:
IOWA Mfg Co
BSF-400
SERIAL NUMBER RANGE
DATE
5627
TO
5633
(3)
DESCRIPTION
Oil, Lubricating OE/HDO 30
MIL-L-2104
(4)
QTY REQ
F/INITIAL
OPN
14 qt.
Mar 80
(5)
QTY REQ
F/8 HRS
OPN
*
(6)
NOTES
5 gal.
9150-00-186-6668
Oil, Lubricating OE/HDO10
MIL-L-2104
Fuel Tank, Engine
9150-00-286-5296
Diesel Fuel, DF2
33 gal.
*
55 gal. Drum
Cooling System
6850-00-181-7933
Anti-Freeze, Permanent
MIL-A-46153
13 qt.
*
50-50-solution
Hydraulic System
9150-00-843-1636
Automotive Trans Fluid
(Dexron Type F)
10 gal.
*
Fuel Tank
Screed Heater
9140-00-247-4365
Fuel Oil
12.5 gal.
*
M-1
5 gal.
* As Required
APPENDIX M
APPENDIX _________
MAINTENANCE AND OPERATING SUPPLY LIST
NOMENCLATURE:
Paving Machine, Bituminous
MFR PART NO:
NSN:
N/A
(1)
COMPONENT
APPLICATION
Transmission
(2)
MFR PART NO.
OR
NAT’L STOCK NO.
9150-01-035-5392
MAKE:
3895-01-063-7891
MODEL:
IOWA Mfg Co
BSF-400
SERIAL NUMBER RANGE
DATE
5627
TO
5633
(3)
DESCRIPTION
Oil, Lubricating G080W/90
MIL-L-2105C
(4)
QTY REQ
F/INITIAL
OPN
17 qt.
Mar 80
(5)
QTY REQ
F/8 HRS
OPN
*
(6)
NOTES
1 qt.
5 gal.
55 gal.
9150-01-035-5393
9150-01-035-5394
Transfer Case
Left & Right
9150-01-035-5392
Oil, Lubricating G080W/90
MIL-L-2105C
19 qt.
*
1 qt.
Conveyor
Drive Chains
9150-01-035-5392
Oil, Lubricating G080W/90
MIL-L-2105C
*
*
1 qt.
Bearings, Pivots
Fittings,
General
Application
9150-00-190-0905
GAA Grease, MIL-G-10924
*
*
* As Required
M-2
APPENDIX N
PREVENTIVE MAINTENANCE CHECKS AND SERVICES
Maintenance Forms and Records
Every mission begins and ends with the paperwork. There isn't much of it, but you have to keep it up. The forms and
records you fill out have several uses. They are a permanent record of the services, repairs, and modifications made on
your vehicle. They are reports to organizational maintenance and to your commander. And they are a checklist for you
when you want to know what is wrong with the vehicle after its last use, and whether those faults have been fixed. For
the information you need on forms and records, see TM 38-750.
Preventive Maintenance Checks and Services
1.
Do your before (B) PREVENTIVE MAINTENANCE just before you operate the vehicle.
CAUTIONS and WARNINGS.
Pay attention to the
2.
DURING checks and services (D) of PREVENTIVE MAINTENANCE will be performed while the equipment and/or
its component systems are in operation.
3.
Do your after (A) PREVENTIVE MAINTENANCE right after operating the vehicle. Pay attention to the CAUTIONS
and WARNINGS.
4.
Do your weekly (W) PREVENTIVE MAINTENANCE weekly.
5.
Do your monthly (M) PREVENTIVE MAINTENANCE once a month.
6.
If something doesn't work, troubleshoot it with the instructions in this manual or notify your supervisor.
7.
Always do your PREVENTIVE MAINTENANCE in the same order so it gets to be a habit. Once you've had some
practice, you'll spot anything wrong in a hurry.
8.
If anything looks wrong and you can't fix it, write it on your DA Form 2404. If you find something seriously wrong,
report it to organizational maintenance RIGHT NOW.
9.
When you do your PREVENTIVE MAINTENANCE, take along the tools you need to make all the checks. You
always need a rag or two.
A - Keep it clean: Dirt, grease, oil, and debris only get in the way and may cover up a serious problem. Clean as you
work and as needed. Use dry cleaning solvent (SD-2) on all metal surfaces. Use soap and water when you clean rubber
or plastic material.
WARNING
Dry cleaning solvent, used to clean parts is potentially dangerous to personnel and
property. Do not use near open flame or excessive heat. Flash point of solvent is 100°F
- 138°F.
N-1
APPENDIX N
B - Bolts, nuts, and screws: Check them all for obvious looseness, missing, bent or broken condition. You can't try them
all with a tool, of course, but look for chipped paint, bare metal, or rust around bolt heads. If you find one you think is
loose, tighten it, or report it to organizational maintenance if you can't tighten it.
C - Welds: Look for loose or chipped paint, rust, or gaps where parts are welded together. If you find a bad weld, report it
to organizational maintenance.
D - Electric wires and connectors: Look for cracked or broken insulation, bare wires, and loose or broken connectors.
Tighten loose connectors and make sure the wires are in good shape.
E - Hoses and fluid lines: Look for wear, damage, and leaks, and make sure clamps and fittings are tight. Wet spots
show leaks, of course. But a stain around a fitting or connector can mean a leak. If a leak comes from a loose fitting or
connector, tighten it. If something is broken or worn out, report it to organizational maintenance.
10. It is necessary for you to know how fluid leakage affects the status of your vehicle. The following are definitions of
the types/classes of leakage an operator or crew member needs to know to be able to determine the status of his/her
vehicle. Learn, then be familiar with them and REMEMBER - WHEN IN DOUBT, NOTIFY YOUR SUPERVISOR!
Leakage Definitions for Crew/Operator PMCS
Class I
Seepage of fluid (as indicated by wetness or discoloration) not great enough to form drops.
Class II
Leakage of fluid great enough to form drops but not enough to cause drops to drip from item
being checked/inspected.
Class III
Leakage of fluid great enough to form drops that fall from the item being checked/inspected.
CAUTION
EQUIPMENT OPERATION IS ALLOWABLE WITH MINOR LEAKAGES (CLASS I OR
II). OR COURSE, CONSIDERATION MUST BE GIVEN TO THE FLUID CAPACITY IN
THE ITEM/SYSTEM BEING CHECKED/INSPECTED. WHEN IN DOUBT, NOTIFY
YOUR SUPERVISOR.
N-2
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES
APPENDIX N
N-3
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES
APPENDIX N
N-4
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES
APPENDIX N
N-5
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES
APPENDIX N
N-6
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES
APPENDIX N
N-7
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES
APPENDIX N
N-8
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES
APPENDIX N
N-9
APPENDIX O
Cleaning and Lubricating Paver
CLEANING PAVER
It is extremely important that the paver be thoroughly cleaned at the end of each day's operation! A spray
nozzle with 15 foot hose is attached to the pressure side of the screed heater fuel system. This permits the operator to
reach all areas of the paver which require cleaning and lubricating.
Method:
(1) Run engine at IDLE speed.
(2) Set valve selector switch to SPRAY-DOWN
(3) Push panel circuit breaker to ON
(4) Turn junction box burner switch to ON
(5) Depress hose line valve lever
Clean all parts of the paver which come in contact with asphalt. The track and track rollers, hopper, slat conveyors,
spreader screws, screed, drive chains, etc. all require cleaning at the end of each day. This holds true even if the paver
was actually used only a short time. Many paver troubles can be traced to improper cleaning! Fuel oil on the slat
conveyors and tracks provides the needed lubrication which prevents rapid wear. The spray should reach all track link
pins so that there is no squeaking as the paver moves. The slat conveyors should be operated during the spraying to be
sure that all of the slats and chain are reached.
IMPORTANT! Keep oil spray away from all electrical boxes, motors, generators, starters, etc. Do not
spray paver when it is parked on an asphalt mat! Move it to the side of the road where drainage of oil
and dissolved asphalt will not damage anything.
In addition to spray cleaning of the paver the following clean up practices should be routine.
1. Check for accumulation of asphalt in the heat vent holes along the top of the moldboard. This check can best be
made by feeling the exhaust of hot air when the heater is being operated (the upper vents become plugged when asphalt
spills over the moldboard when a material level too high above the screw is allowed to build up. Use a stiff wire to clean
out accumulated asphalt.
2. Periodically remove the screed plate as described in Screed Section 7 and clean the interior of all asphalt, sand,
and fine material. Failure to keep the inside of the screed plate clean will cause uneven distribution of heat to the screed
bottom and possible tearing of the mat surface.
Cleaning Paver with Screed Heater Fuel Spray Accessory
Figure 1
TRUCK ROLLERS
Two rollers located on the front of the hopper are lubricated before assembly and require no further lubrication.
However, these rollers should be cleaned often during operation to eliminate material build-up.
0-1
APPENDIX 0
LUBRICATION - GENERAL SUGGESTIONS
PROPER LUBRICATION:
Proper Lubrication helps obtain top equipment performance and minimum down-time from worn out bearings. Make it a
daily practice. Be sure to comply with all lubrication instructions on the following Lubrication Chart. Do not neglect any
area or details.
TOO MUCH GREASE:
Too Much Grease pumped into bearing housings can overheat bearings and reduce their service life.
judgment.
Use good
TOO MUCH LUBRICANT PRESSURE
The use of too much pressure when lubricating a sealed bearing can blow-out the soft seal ring. Once the seal is blown,
the bearing has no grease retention ability and no protection against the entry of dirt into the race area. Rapid failure
results!
When using a hand operated grease gun, stop pumping as soon as the easy stroking begins to change to a hard pumping
requirement. When using a pressurized grease system, develop a "feel" for the correct pressure of gun against fitting for
automatic pressure relief in case the bearing becomes filled.
SELECTION OF LUWRICANTS:
Texaco Lubricants are recommended on the lubrication chart following. Use only recommended lubricants.
GOOD HABITS:
Cleanness when lubricating is vital! The grit which is always present around grease fittings and oil reserves can destroy a
good bearing surface rapidly if it is forced inside with the lubricant.
When using a grease gun, wipe the nozzle clean before use.
Wipe grease fittings absolutely clean before each application or keep them covered with the special plastic Lubricaps
which are on each paver fitting when it leaves the factory. Keep lubricaps clean while they are off the fittings.
Leave an excess of grease on each fitting. Don't wipe it off until the next greasing. It protects the fitting.
Use grease gun with cartridge type supply unit for positive elimination of dirt and abrasive particles in the new grease.
Plastic Lubricap for Bearing Grease Fittings
Figure 2
COLOR CODED Lubricaps
Lubricaps can be installed on all fittings to keep the area around the grease fittings free from dirt and dust. This
Neoprene cap is easily removed and replaced. These inexpensive Lubricaps are available in quantities and can be
ordered for placement on equipment in the field. Lubricaps are available in colors, to the customer can establish a
coding system fir different types and time intervals of lubrication. Grease guns and lubricant containers with matching
color coding make correct lubricating routines easier.
Correct lubrication practices and continued use of the Lubricaps will insure the customer a longer bearing life, as
well as eliminate many hours of unnecessary down time. It is important that the lubrication requirements be thoroughly
understood and followed. SCHOOL YOUR LUBRICATION MAN .
O-2
APPENDIX P
Lubrication Detail
(a) Bearing Inspection
Anti-friction bearing assemblies should be checked immediately after stopping the paver, whenever possible, as
their failure is most easily detected by a high operating temperature. If a bearing is too hot to be touched, it is either
running without any lubricant; with too much, or has failed.
(b) Transmission
The main transmission for the “CEDARARAPIDS” Bituminous Paver has a capacity of 17 quarts an should be
lubricated with Texaco Multigear of Universal Gear Lubricant EP 90. It is important that the operator check for a flow of
oil through the sight gauge each day and check the level of the transmission when making general lubrication
inspections. The transmission should be flushed with Rando AA oil every 1,000 hours or seasonally. (See lubrication
chart.)
(c) Transfer Gear Cases
There are two transfer gear cases, one located on each side of the paver. Bother have a capacity of 9-1/2 quarts.
Use Texaco Multigear or Universal Gear Lubricant EP 90. The same instructions for flushing and checking should be
followed as for the main transmission. (See lubrication chart.)
(d) Hydraulic System
The system has a capacity of 10 gallons. Use Texaco Rando HD-C Oil. When filling the reservoir tank it is
important that the fluid is allowed time to floe and fill the system. Every 1,000 hours this system must be drained, the
strainer washed, and refilled with recommended lubricant. (See Section 5 for complete details.)
(e) Slat Conveyor Bearings
Each of the slat conveyors have four bearings. Two are mounted at the front of the paver and two at the back. The
lubrication of these bearings is important. They should be lubricated every 8 hours of operation with Texaco Marfak O
lubricant.
(1) To lubricate front slat conveyor bearings, remove front hopper cover plate. (See lubrication chart.)
(2) To lubricate rear slat conveyor bearings, see lubrication chart.
(f) Conveyor Drive Chains
The four conveyor drive chains should be lubricated once each week to minimize wear. To reach the chains
connecting each conveyor drive shaft to the countershafts, remove the rear deck plate on each side of the engine. The
two chains connecting the countershafts to the conveyor shafts are located directly beneath the rear end of the engine
and are readily accessible. Lightly coat all chain links with Texaco EP90 Universal Gear Lubricant. (Also used in the
paver gear cases).
(g) Track Assembly
(1) Crawler Track Link Pins - Spray fuel oil over crawler tracks when cleaning paver at the end of each day's
operation to lubricate link pins and keep them from squeaking.
(2) Paver tracks are driven from the transfer cases with heavy duty chains and sprockets, that require cleaning
and lubricating at the end of the day's operation. Remove the two rear deck plates and spray fuel oil over the chain and
sprocket using the wash-off hose from the heater fuel tank. This will normally keep the asphaltic material soft so that it
falls off during the following day's operation.
Failure to spray the chain can result in the asphaltic material building up in the chain and on the sprockets until the
chain becomes so tight it will cause the chain to break.
CAUTION: When spraying chain and sprockets, use care not to spray the electric clutch
on transfer case.
(3) Lower roller and track roller and pivot shaft assemblies are equipped with grease fittings to lubricate the
pivot pins and each roller with Texaco Marfak O lubricant every 8 hours of operation. (See lubrication chart).
(4) Track rear sprocket or front idler - Once each year remove the fill plugs and install grease fitting. Add
Texaco Marfak O lubricant until new lubricant appears at opposite pipe plug hole. Remove fitting and replace both pipe
lugs. (See illustrations in Maintenance Section II)
(h) Spreader Screw Bearings
All bearings for the spreader screws have grease fittings which are easily accessible and should be lubricated every 8
hours of operation. It is important these fittings be cleaned before lubricant is applied. Use Texaco Marfak O lubricant.
(See lubrication chart).
(i) Travel and Feed Clutches - All travel and feed clutch bearing assemblies must be disassembled and repacked
with Texaco Marfak O lubricant every season.
P-1
APPENDIX P
(j) Screed Adjusting Mechanism and Pull Arms
Ball joint housings on screed adjusting mechanisms and pull arms are equipped with grease fittings to lubricate the
ball joints with Texaco Marfak O lubricant every 8 hours of operation. (See lubrication chart).
(k) Pulleys For Screed Lift Cables
There are two pulleys for each screed lift cable and each has a grease fitting. The fitting of the enclosed pulley is not
in plain sight. All four fittings should be greased once each month.
(1) Power Unit
The diesel engine that powers the paver must be properly lubricated and maintained to insure the dependable and
smooth performance needed in a paving operation.
An individual instruction manual is provided, carefully outlining intervals of time to lubricate, clean air filter, and
change oil along with other points of preventative maintenance. More frequent replacement or cleaning of air filter will be
required in dusty conditions.
P-2
APPENDIX Q
ASPHALT PAVER LUBRICATION CHART
LOCATION
A
ITEM REQUIRING
LUBRICATION
Engine:
B
Main Transmission:
C
Power Transfer Cases:
D
E
F
Bearings and Pivot Points
Bearings and Pivot Points:
Chains. Track Drive Chains
G
Bearings
H
Track Idlers:
K
Conveyor Drive Chains:
LUBRICATING INSTRUCTIONS
TEXACO LUBRICANT
RECOMMENDED
Refer to Lubrication Requirement In Engine Instruction Manual.
Keep filled to show I/4" on dipstick. Sight glass must show oil
flow during operation. Seasonally, drain, back-flush filter
screen and case. Drain and re-fill with fresh lubricant (See
instruction Manual - Section 11 for details).
Keep filled to level hole. Seasonally, drain, flush and re-fill with
fresh lubricant.
One pump of gun each day.
one pump of gun each week.
Each day spray all track pins. Spray all slat conveyor chains
(complete loops). Remove deck plates and spray both track
drive chains. (Use oil spray accessories from screed heater
system).
Seasonally wash out and repack bearings and lube chamber.
Replace grease seals (See Instruction Manual - Section 11).
Seasonally remove plugs, install temporary fitting, add grease
until fresh grease extrudes from opposite hole. Remove plugs.
Once each week coat all conveyor drive chains lightly.
*IMPORTANT NOTE:
Never mix brands of lubricant in paver gear cases. Chemical inter-action can occur to produce harmful, non-lubricating
compounds. If uncertain of lubricant in a gear case, drain, flush and re-fill. DON'T JUST ADO MORE LUBRICANTI
Q-1
APPENDIX Q
ASPHALT PAVER LUBRICATION CHART
Q-2
APPENDIX R
Index For Engine Repair Parts
DETROIT DIESEL ENGINE MODEL 5033-7001
ENGINE STANDARD AND OPTION EQUIPMENT
GROUP NAME
GROUP NO.
Cylinder Block
Air Box Drains
Cylinder Head
Engine Lifter Bracket
Crankshaft
Crankshaft Front Cover
Crankshaft Pulley
Crankshaft Pulley Belt
Flywheel
Flywheel Housing (SAE #3)
Connecting Rod and Piston
Camshaft and Gear Train
Accessory Drive (Hydraulic Pump)
Valve Operating Mechanism
Rocker Cover
Fuel Injector (N-45)
Fuel Pump
Fuel Filter
Fuel Manifold Connections
Fuel Lines
Governor Hydraulic
Injector Controls
Air Cleaner Adaptor
Air Inlet Housing
Blower
Oil Pump
Oil Distribution System
Oil Pressure Regulator
Oil Filter
Oil Cooler
Dipstick
Oil Pan
Fresh Water Pump
Water Outlet Elbow
Thermostat
Water By-Pass Tube
Radiator
Water Connections
Fan
Exhaust Manifold
Exhaust Muffler Flange
Starting Motor
Engine Mount
1.1000
1.1000A
1.2000
1.2000A
1.3000
1.3000A
1.3000C
1.3000D
1.4000A
1.5000A
1.6000
1.7000
1.7000B
1.8000
1.8000A
2.1000A
2.2000
2.3000A
2.4000
2.5000A
2.8000A
2.9000
3.1000A
3.3000A
3.4000
4.1000A
4.1000B
4.1000C
4.2000A
4.4000A
4.6000A
4.7000A
5.1000
5.2000A
5.2000B
5.2000C
5.3000A
5.3000B
5.4000A
6.100A
6.2000A
7.3000A
11.1000A
QUICK REFERENCE ON REPLACEMENT ELEMENTS
TYPE
MFG.
PACKAGE PART NO.
Fuel Strainer
AC
T-553 (DDAD #5574961)
Fuel Filter
AC
TP-509 (DDAD #5573261)
Lube Oil Filter
AC
PF-147 (DDAD #5574978)
Air Cleaner
Donaldson
P114159
R-1
PARTS BOOK
TYPE NO.
29
63
23
1.90
20
119
111
176
327
349
61
31
203
30
38
76
127
157
48
360
1002
121
211
140
114
49
235
9
226
230
253
584
145
67
72
318
64
135
290
217
234
174
510
TM 5-3895-355-14&P
By Order of the Secretary of the Army:
Official:
E. C. MEYER
General, United States Army
Chief of Staff
J. C. PENNINGTON
Major General, United States Army
The Adjutant General
Distribution:
To be distributed in accordance with DA Form 12-25B, Operator and Organizational Maintenance requirements for Paver
Bituminous.
* U.S. GOVERNMENT PRINTING OFFICE : 1993 O - 342-421/63427
PIN: 048084-000
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