TM 10-3930-644-14&P
TECHNICAL MANUAL
OPERATOR'S, ORGANIZATIONAL,
DIRECT SUPPORT AND GENERAL SUPPORT
INSTRUCTIONS
MAINTENANCE MANUAL
(INCLUDING REPAIR PARTS INFORMATION AND
SUPPLEMENTAL MAINTENANCE AND REPAIR PARTS
INSTRUCTIONS)
OPERATING
INSTRUCTIONS
MAINTENANCE
INSTRUCTIONS
REPAIR
INSTRUCTIONS
TRUCK, FORK LIFT
GASOLINE ENGINE DRIVEN, 4,000 LB.CAPACITY,
ALLIS-CHALMERS
MODEL ACP-40-PS
MHE 234
NSN 3930-01-040-4594
(144" LIFT HEIGHT & PNEUMATIC TIRES)
MODEL ACC-40-PS
MHE 232
NSN 3930-01-039-8291
(144" LIFT HEIGHT & SOLID RUBBER TIRES)
NSN 3930-01-039-8292
(180" LIFT HEIGHT & SOLID RUBBER TIRES)
SUPPLEMENTAL OPERATING
MAINTENANCE AND REPAIR
PARTS INSTRUCTIONS
PARTS LIST
HEADQUARTERS, DEPARTMENT OF THE ARMY
JUNE 1984
FOREWORD
Allis-Chalmers Lift Trucks are designed, operator-engineered, and manufactured to rigid
specifications so that your company can achieve the most production for its investment.
Correct operation and regular preventive maintenance, coupled with authorized AllisChalmers service and parts will ensure long operational life and continued top
performance of your lift truck. This Operator's Manual is your guide to proper operation
and service intervals. By using this manual, veteran operators can gain additional
information on techniques, while operators with little or no experience can learn proper
operation in less time and with less chance of an accident
INTENDED USE
A lift truck is a mobile, self propelled machine intended to lift, stock and carry material
within its rated capacity in and around plants, warehouses, yards, loading platforms,
docks, railroad cars and highway trailers over paved and well graded, semiprepared
surfaces for short distances. It is usually associated with manufacturing or warehousing
and is not intended for such uses as earth moving, snow removal or over the road
hauling. Any unintended use may seriously affect its operational safety, reliability and
longevity.
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 this
solvent is 138°° F.
WARNING
When removing radiator cap, use a rag to protect your hand. Loosen cap only 1/4
turn and let pressure release. Steam produced can scald.
WARNING
No smoking or open sparks, arcs, or flame allowed in area while fueling or working
on any part of fuel system.
WARNING
Brake assembly parts may be coated with asbestos dust. Breathing asbestos dust
may be hazardous to your health. Never use compressed air or dry brush to clean
these assemblies. Dust shall be removed using an industrial type vacuum cleaner
equipped with a high efficiency filter system. Clean dirt or mud from brakeassemblies with water and a bristle brush or a cloth.
WARNING
Carbon monoxide poisoning can be deadly. Do not operate in an enclosed area
unless adequate ventilation is provided.
WARNING
When backing forklift look where you are going and what your load is doing.
Crushing may result. When you turn around to see, care must be taken to keep all
of your body within the overhead protection frame.
TM 10-3930-644-14&P
WARNING
It is normal for the battery to generate hydrogen gas which is explosive when
mixed with air. Never expose the battery to an open flame or to an electric spark.
Do not remove or install battery cables while vent plugs are removed. Battery fluid
is a sulfuric acid solution. Avoid getting it on skin, clothing, painted surfaces, etc.
Should any of the solution come in contact with your Clothing or skin, flush the
area immediately with cold water. If the solution gets on your face or in your eyes,
flush the area with cold water and get medical help immediately.
WARNING
This (testing of ignition switch circuits) could be dangerous work. Electrically it is
always wisest to disconnect the battery when any troubleshooting or maintenance
is performed on the electrical system.
WARNING
Be sure to properly support the carrier assembly as the cap screws are removed.
WARNING
Be certain that hoist chain and lift are adequately rated for estimated
counterweight mass density. Do not attempt to lift counterweight with a hoist
rated below estimated counterweight mass.
WARNING
Always provide adequate ventilation of the working area during this operation
(cleaning radiator cooling fans) to avoid possible toxic effects of the cleaning
spray.
WARNING
Before proceeding further (with exhaust system removal), be absolutely sure that
engine has not been running for at least an hour or two. This will insure that
exhaust system has cooled adequately.
TM 10-3930-644-14&P
HEADQUARTERS
DEPARTMENT OF THE ARMY
Washington, DC, 12 June 1984
OPERATOR, ORGANIZATIONAL,
DIRECT SUPPORT AND GENERAL SUPPORT
MAINTENANCE MANUAL
(Including Repair Parts Information and
Supplemental Maintenance and Repair Parts
Instructions)
TRUCK, FORK LIFT, 4,000 LB.CAPACITY
GASOLINE ENGINE DRIVEN (Allis Chalmers)
MODEL ACP-40-PS
MHE 234
NSN 3930-01-040-4594
(144" LIFT HEIGHT & PNEUMATIC TIRES)
MODEL ACC-40-PS
MHE 232
NSN 3930-01-039-8291
(144" LIFT HEIGHT & SOLID RUBBER TIRES)
NSN 3930-01-039-8292
(180" LIFT HEIGHT & SOLID RUBBER TIRES)
REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS
You can help improve this manual. If you find any mistakes 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, Warren, MI 48090, ATTN: DRSTA-MBS. A reply will be furnished to you.
TABLE OF CONTENTS
CHAPTER I
PAGE
OPERATING INSTRUCTIONS ..................................................1-1
CHAPTER I INDEX...............................................................1-1C
GENERAL DESCRIPTION........................................................1-1E
PREPARING A NEW TRUCK FOR SERVICE ............................1-3
OPERATING CONTROLS .........................................................1-4
OPERATION OF LIFT TRUCK ..................................................1-7
BATTERY ................................................................................1-14
LUBRICANT SPECIFICATIONS ................................................1-15
LUBRICANT AND SERVICE ....................................................1-17
CHAPTER II
MAINTENANCE INSTRUCTIONS .............................................2-1
MAINTENANCE INDEX........................................................2-1A
ENGINE
DESCRIPTION AND SPECIFICATIONS ................................2-1B
a
TM 10-3930-644-14&P
VALVE ADJUSTMENT...............................................................2-4
OIL FILTER................................................................................2-5
OIL PRESSURE RELIEF VALVE ................................................2-5
ENGINE TUNE- UP ....................................................................2-6
TROUBLESHOOTING CHART...................................................2-11
FUEL SYSTEM
FUEL SYSTEM (PRT) ................................................................2-16
AIR CLEANER (PRT) .................................................................2-18
AIR CLEANER (SRT) .................................................................2-18A
FUEL TANK ...............................................................................2-19
FUEL PUMP AND FILTER..........................................................2-19
CARBURETOR ..........................................................................2-20
ACCELERATOR LINKAGE.........................................................2-21
GOVERNOR..............................................................................2-22
ELECTRIC SYSTEM
ELECTRICAL SYSTEM ..............................................................2-23
BATTERY ..................................................................................2-24
ALTERNATOR AND REGULATOR .............................................2-25
STARTER MOTOR ....................................................................2-27
ELECTRICAL WIRING ...............................................................2-28
HORN AND HORN RELAY.........................................................2-29
IGNITION COIL..........................................................................2-30
DISTRIBUTOR...........................................................................2-32
INSTRUMENT PANEL................................................................2-35
COOLING SYSTEM
COOLING SYSTEM ...................................................................2-39
RADIATOR................................................................................2-41
WATER PUMP...........................................................................2-43
THERMOSTAT ..........................................................................2-45
FAN AND FAN BELT..................................................................2-47
TRANSMISSION
TRANSMISSION .......................................................................2-49
POWER SHIFT TRANSMISSION CHECKOUT PROCEDURES....2-53
SHIFTING MECHANISM.............................................................2-56
OIL COOLER ............................................................................2-58
OIL FILTER................................................................................2-59
UNIVERSAL JOINT....................................................................2-61
DRIVE AXLE
DRIVE AXLE..............................................................................2-63
HYDRAULIC BRAKES ...............................................................2-69
DIFFERENTIAL .........................................................................2-69
DRIVE WHEEL PNEUMATIC TIRES (PRT ONLY) ......................2-73
b
TM 10-3930-644-14&P
BRAKE SYSTEM
BRAKES..............................................................................2-75
MASTER CYLINDER............................................................2-76
DRIVE WHEEL BRAKES......................................................2-77
PARKING BRAKE ................................................................2-78
POWER STEERING SYSTEM
STEERING ..........................................................................2-79
STEER AXLE .......................................................................2-80
STEERING WHEEL AND COLUMN......................................2-82
DRAG LINK .........................................................................2-82
TIE ROD..............................................................................2-83
POWER STEER CYLINDER.................................................2-83
WHEELS AND TIRES...........................................................2-83A
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM SERVICE ..........................................2-85
COUNTERWEIGHT AND FRAME .............................................2-91
COUNTERWEIGHT AND FRAME.........................................2-91
COUNTERWEIGHT..............................................................2-91
BODY COMPONENTS .........................................................2-94
OVERHEAD GUARD............................................................2-96
HIGH FREE LIFT MAST
GENERAL ...........................................................................2-97
MAST ASSEMBLY ...............................................................2-98
LIFT CYLINDERS ................................................................2-99
CARRIAGES, SIDESHIFTER AND FORKS
CARRIAGE..........................................................................2-101
SIDESHIFTER (PRT ONLY) ................................................2-103
FORKS................................................................................2-104
TROUBLESHOOTING CHARTS
FUEL SYSTEM ....................................................................2-105
COOLING SYSTEM .............................................................2-107
HYDRAULIC SYSTEM .........................................................2-108
DRIVE UNIT.........................................................................2-109
HYDRAULIC BRAKE SYSTEM .............................................2-110
POWER STEERING SYSTEM ..............................................2-111
MAST HYDRAULIC SYSTEM ...............................................2-112
POWER SHIFT TRANSMISSION..........................................2-113
ELECTRICAL SYSTEM ........................................................2-114
LUBRICANT AND FUEL SPECIFICATIONS
LUBRICANT SPECIFICATIONS............................................2-116
FUEL SPECIFICATIONS .....................................................2-117
C
TM 10-3930-644-14&P
LUBRICATION CHART...............................................................2-119
CHAPTER III
REPAIR INSTRUCTIONS ...............................................................3-1
REPAIR INDEX..........................................................................3-1A
ENGINE ASSEMBLY
FITS AND TOLERANCES...........................................................3-1B
ENGINE SERVICE AND MAINTENANCE ....................................3-4
MANIFOLD................................................................................3-5
VALVES, INTAKE AND EXHAUST..............................................3-7
CYLINDER HEAD ......................................................................3-13
CRANKSHAFT AND CRANKSHAFT COMPONENTS ..................3-15
FLYWHEEL AND HOUSING.......................................................3-23
PISTON AND CONNECTING RODS ...........................................3-27
CAMSHAFT, CAMSHAFT BEARINGS, AND VALVE TAPPETS ....3-33
GEAR TRAIN.............................................................................3-35
CYLINDER BLOCK ....................................................................3-39
OIL PUMP .................................................................................3-43
OIL PRESSURE RELIEF VALVE ................................................3-45
FILLER BLOCKS AND OIL GUARD ............................................3-46
OIL PAN....................................................................................3-48
ENGINE RUN-IN SCHEDULE .....................................................3-49
ENGINE REMOVAL/INSTALLATION...........................................3-50
FUEL SYSTEM
FUEL SYSTEM ..........................................................................3-53
FUEL TANK ...............................................................................3-55
FUEL PUMP AND FUEL FILTER ...............................................3-57
CARBURETOR (TYPE II) (PRT) .................................................3-59
CARBURETOR (SRT) ................................................................3-66
ACCELERATOR LINKAGE.........................................................3-67
GOVERNOR..............................................................................3-69
AIR CLEANER (PRT) ................................................................3-70
ELECTRICAL SYSTEM
BATTERY ..................................................................................3-71
ALTERNATOR...........................................................................3-81
STARTER MOTOR ....................................................................3-91
DISTRIBUTOR (TYPE II) ............................................................3-98
COOLING SYSTEM
COOLING SYSTEM DESCRIPTION............................................3-103
WATER PUMP...........................................................................3-105
RADIATOR................................................................................3-109
EXHAUST SYSTEM .......................................................................3-113
TRANSMISSION
TRANSMISSION........................................................................3-115
d
TM 10-3930-644-14&P
TORQUE CONVERTER A ND PUMP ...............................................3-125
DRUM ASSEMBLY ..........................................................................3-127
CONTROL VALVE ...........................................................................3-129
UNIVERSAL JOINT .............................................................................3-131
DRIVE AXLE
DRIVE AXLE....................................................................................3-135
DIFFERENTIAL................................................................................3-142
DRIVE WHEEL PNEUMATIC TIRES (PRT) .......................................3-146
BRAKE SYSTEM
DRIVE WHEEL BRAKES..................................................................3-147
MASTER CYLINDER........................................................................3-151
WHEEL CYLINDERS .......................................................................3-153
PARKING BRAKE ............................................................................3-153
BLEEDING THE BRAKE SYSTEM ....................................................3-155
POWER STEERING SYSTEM
GENERAL DESCRIPTION................................................................3-157
STEER AXLE ...................................................................................3-157
STEERING VALVE UNIT..................................................................3-163
STEERING CYLINDER AND DRAG LINK..........................................3-171
TIE RODS .......................................................................................3-175
STEER WHEELS (PRT) ..................................................................3-176
STEER WHEELS (SRT) ...................................................................3-178a
HYDRAULIC SYSTEM
HYDRAULIC PUMP .........................................................................3-179
CONTROL VALVE ...........................................................................3-182
TILT CYLINDER ..............................................................................3-185
MASTS, CARRIAGES AND FORKS
MASTS ...........................................................................................3-189
LIFT CYLINDERS ...........................................................................3-192
CARRIAGES ...................................................................................3-195
FORK ..............................................................................................3-197
WELDING REPAIR PROCEDURE ....................................................3-199
SIDE SHIFTERS .............................................................................3-201
HOSE REEL ...................................................................................3-204
SUPPLEMENTAL OPERATING, MAINTENANCE
AND REPAIR PARTS INSTR UCTIONS
.................................i
GENERAL............................................................................................1
MAINTENANCE....................................................................................3
REPAIR PARTS SUPPLY .....................................................................5
e
TM 10-3930-644-14&P
APPENDIX A-L.....................................................................................8
WARRANTY ....................................................................................8
ASL/PLL ..........................................................................................9
MAC................................................................................................10
MEL CHART....................................................................................25
MAOSL............................................................................................26
MAINTENANCE OF NEW VEHICLE..................................................28
PREVENTIVE MAINTENANCE CHECKS AND SERVICES
(PMCS)............................................................................................30
BASIC ISSUE ITEMS LIST...............................................................42
DISTRIBUTION CODES ...................................................................44
FLOW OF REQUISITIONS AND MATERIEL PARTS, NSN.................47
FLOW OF REQUISITIONS AND MATERIEL PARTS, NONNSN ................................................................................................48
SAMPLE REQUISITIONING FORMATS ............................................49
PARTS LIST ........................................................................................i
BASE UNIT INDEX...........................................................................ii
FSCN INDEX...................................................................................iii
PART NUMBER LIST.......................................................................A
ILLUSTRATIONS..................................................................................1A
"This technical manual is an authentication of the manufacturer's commercial literature and does not conform
with the format and content specified in AR 310-3, Military Publications. The technical manual does,
however, contain available information that is essential to the operation and maintenance of the equipment."
f
TM 10-3930-644-14&P
ILLUSTRATIONS
PAGE
Accelerator ...................................................................................................................45
Accelerator Pedal and Cable .........................................................................................45b
Air Cleaner (PRT) .........................................................................................................43
Air Cleaner (PRT Model No. 113217).............................................................................43a
Air Cleaner (SRT) .........................................................................................................43c
Alternator .....................................................................................................................47
Alternator Assembly......................................................................................................49, 49a
Battery .........................................................................................................................67
Battery Tray..................................................................................................................69
Brake Master Cylinder...................................................................................................97
Brake Pedal..................................................................................................................95
Carburetor....................................................................................................................39
Carriage Backrest .........................................................................................................185
Clutch Assemble Forward and Reverse..........................................................................79
Control Valve................................................................................................................135
Counterweight ..............................................................................................................143
Cowl ............................................................................................................................143b
Crankcase Ventilation ...................................................................................................11
Crankshaft....................................................................................................................5
Cross Tie......................................................................................................................161
Cylinder Assembly ........................................................................................................190
Cylinder Block ..............................................................................................................1-B
Cylinder Head...............................................................................................................9
Deck ............................................................................................................................155, 155b
Differential Assembly ....................................................................................................90b
Differential Carrier.........................................................................................................89
Distributor.....................................................................................................................55
Distributor Assembly .....................................................................................................57
Drive Axle.....................................................................................................................87
Drive Wheel..................................................................................................................93, 93b
Drive Wheel Brakes ......................................................................................................99, 99b
Engine Mounting...........................................................................................................35
Exhaust Group (PRT) ....................................................................................................33
Exhaust Group (SRT) ....................................................................................................33b
Floor Plate Power Shift..................................................................................................145
Flywheel and Housing Power Shift .................................................................................21
Fork Components .........................................................................................................186
Front Screen.................................................................................................................163, 163b
Fuel Strainer.................................................................................................................37f
Fuel System (PRT)........................................................................................................37
Fuel System (SRT)........................................................................................................37b
Gear Cover...................................................................................................................23
Headlight and Connections............................................................................................64
Horn Group ..................................................................................................................63
Hose Group..................................................................................................................194
Hose Reel Assembly.....................................................................................................192
g
TM 10-3930-644-14&P
PAGE
Hydraulic Adaption........................................................................................................195
Hydraulic Filter..............................................................................................................131
Hydraulic Pump ............................................................................................................125, 127
Inching Control (PRT)....................................................................................................83
Inching Control (SRT)....................................................................................................83b
Instrument Panel Assembly ...........................................................................................61
Instrument Panel and Connections.................................................................................59
Intake and Exhaust Manifold..........................................................................................25
Junction Block ..............................................................................................................193
Lift Assembly - 180" (Tri-Max)........................................................................................165
Lift Assembly - 144" (Tri-Max)........................................................................................169
Lift Cylinder ..................................................................................................................180
Lift Cylinder Cluster - 144", 180" ....................................................................................173
Lift Cylinder Cluster.......................................................................................................183
Main Hydraulics............................................................................................................123
Mast Assembly.............................................................................................................177
Mast Mounting ..............................................................................................................159
Oil Filter .......................................................................................................................19
Oil Pan.........................................................................................................................17, 17A
Oil Pump ......................................................................................................................15
Overhead Guard ...........................................................................................................149
Parking Brake Assembly ...............................................................................................91
Parking Brake Lever......................................................................................................103
Piston and Connecting Rod ...........................................................................................7
Plunger Section Assembly - Lift .....................................................................................137
Plunger Section Assembly - Side Shift............................................................................141
Plunger Section Assembly - Tilt,/ACC.............................................................................139
Power Steer Cylinder ....................................................................................................117
Power Steering Linkage ................................................................................................115
Radiator - Power Shift ...................................................................................................31
Reel Group - R.H..........................................................................................................191
Reservoir......................................................................................................................129, 129a
Seat .............................................................................................................................151
Seat Assembly ............................................................................................................153
Shifting Assembly - Power Shift .....................................................................................109
Side Panel....................................................................................................................157
Side Shift Carriage........................................................................................................189
Starter..........................................................................................................................51
Starter Assembly ..........................................................................................................52a, 53a
Steer Axle ...................................................................................................................105
Steer Unit ....................................................................................................................113
Steer Wheel .................................................................................................................117e, 119
Steering Hydraulics ......................................................................................................121
Stop and Tail Light .......................................................................................................65
Thermostat and Housing ..............................................................................................29
Tilt Cylinder and Connections .......................................................................................133
Toe Plate - Power Shift .................................................................................................147, 147b
Transmission Assembly ................................................................................................73
Transmission Filter .......................................................................................................81
Transmission - Power Shift ...........................................................................................71
Transmission Value Assembly ......................................................................................77
Universal Joint - P/S ....................................................................................................85
Valve Mechanism ........................................................................................................13
h
TM 10-3930-644-14&P
PAGE
Water Pump and ..........................................................................................................27
Wheel Cylinder .............................................................................................................101
Yoke Assembly.............................................................................................................117c
i
TM 10-3930-644-14&P
COMPONENT SPECIFICATIONS
ENGINE
4878341-1
Manufacturer................................ Continental Motors
Manufacturer Port Number...................... F163-08283
Manufacturer FSCM Code ...............................02978
Cylinders ............................................................... 4
Type....................................................Valve in head
ALTERNATOR
3057631 8
Manufacturer..........................................Delco Remy
Manufacturer Part No .................................. 1107578
Manufacturer FSCM Code ...............................16764
System Voltage.................................................... 12
System Ground................................................. Neg.
Amp .................................................................... 18
STARTER
4876696-9
Manufacturer .........................................Delco Remy
Manufacturer Part No .................................. 1109053
Manufacturer FSCM Code ...............................16764
Voltage ............................................................... 12
DRIVE AXLE GROUP
Manufacturer ..................................... Allis-Chalmers
Manufacturer Part No .............................. 4878423-5
Manufacturer FSCM Code ..............................30612
SPECIFICATIONS:
Type ........................ Double Reduction: Full Floating
Ratio ............................................................... 3.7:1
Capacity ....................................................... 5 pints
WHEEL CYLINDER
4717072.5
Manufacturer ................................... Wagner Electric
Manufacturer Part No .............................. FD20945A
Manufacturer FSCM Code ..............................63477
SPECIFICATION:
Type ..................................... Standard Straight Bore
Double end
POWER STEERING CYLINDER
Manufacturer ..................................... Allis Chalmers
Manufacturer Part No ............................... 48805154
Manufacturer FSCM Code ..............................30612
SPECIFICATIONS:
Type ................................................. Single Plunger
Stroke ..................................................................8"
BRAKE MASTER CYLINDER
4713374-9
Manufacturer ................................... Wagner Electric
Manufacturer Part No ................................ FE3085D
Manufacturer FSCM Code ..............................63477
SPECIFICATION:
Type ..................................... Combination Reservoir
and Cylinder
POWER STEERING UNIT
Manufacturer...................................... Allis Chalmers
Manufacturer Part No ............................... 4880395-1
Manufacturer FSCM Code ...............................30612
SPECIFICATIONS:
Displacement ......................................... 4.5 cubic in.
Steering Rev. (turns).............................................. 5
BATTERY
Manufacturer ..................................... Allis-Chalmers
Manufacturer Spec. No ............................ 0243472-8
Manufacturer FSCM Code ...............................30612
DRIVE TIRES (front)
Manufacturer............................................. Goodyear
Manufacturer Part No ...............................................
Allis-Chalmers Part No.............................. 4795711-3
SPECIFICATIONS:
Model ...................................................... Pneumatic
Size................................................. 7.00 x 15-12 ply
STEER TIRES (rear)
Manufacturer............................................. Goodyear
Manufacturer Part No ...............................................
Allis-Chalmers Part No.............................. 4795712-1
SPECIFICATIONS:
Model ...................................................... Pneumatic
Size................................................. 6.50 x 10-10 ply
HYDRAULIC PUMP
4880396-9
Manufacturer...................................... Allis-Chalmers
Manufacturer Part No ............................. PVP2-115A
Manufacturer FSCM Code ...............................11671
SPECIFICATIONS
G.P.M. at 2500
R.P.M.............................................. 2.3 (2500 psi)
Rotation (viewed from
drive gearshaft end): .............................. Clockwise
LIFT CYLINDER
Manufacturer...................................... Allis-Chalmers
Manufacturer Part No ............................... 4839271-6
Manufacturer FSCM Code ...............................30612
Type..........................................................Tri. Max.
Stroke......................................................... 83.88 in.
Collapsed Height ........................................... 95.5 in.
i
TM 10-3930-644-14&P
TILT CYLINDER
Manufacturer.......................................... Allis-Chalmers
Manufacturer Part No.................................... 4827196-9
Manufacturer FSCM Code....................................30812
SPECIFICATIONS:
Type ......................................................... Single Stage
Forward 8°
Tilt
Back 11°
Stroke............................................................... 3.75 in.
Retracted Length ............................................. 13.94 in.
ii
TM 10-3930-644-14&P
OPERATING INSTRUCTIONS
1-1
TM 10-3930-644-14&P
STANDARD VALUES
POUNDS FOOT
CAPSCREW
SIZE
1/4"
5/16"
3/8"
7/16"
1/2"
9/16"
5/8"
3/4"
7/8"
1"
GRADE 2
NC
5-7
11-13
18-21
30-33
45-50
60-65
75-85
125-135
105-115
140-150
NF
6-8
13-15
19-22
32-35
45-50
60-65
75-85
125-135
105-115
450-475
GRADE 5
NC
9-11
18-20
28-33
44-49
68-73
95-105
125-135
210-230
290-310
380-410
NF
11-13
21-23
30-35
50-55
68-73
95-105
125-135
210-230
290-310
GRADE 8
NC
12-14
25-27
41-46
69-74
95-105
130-140
170-190
290-310
450-500
600-630
NF
14-16
28-30
43-48
72-77
95-105
130-140
170-190
290-310
450-500
SPECIAL VALUES
DESCRIPTION
Cylinder Head Mounting
Cylinder Head Mounting
Cylinder Head Lifting
Thermostat Housing and Cylinder Head
Water Outlet
Manifold. Intake and Exhaust
Main Bearing Mounting
Connecting Rod
Crankshaft Pulley Retaining
Oil Pressure Regulating Screw
Lube Oil Filter Mounting
Spark Plugs
1-1B
THREAD
SIZE
TORQUE
LBS. FT.
1/2 - 13
1/2 - 13
1/2 - 20
1/2 - 13
3/8 - 16
7/16 - 20
9/16 - 12
3/8 - 24
1 - 16
3/4 - 16
1/2 - 13
14 MM
110-120
110-120
110-120
110-120
18-21
32-35
120-130
45-50
240-260
125-135
45-50
25-30
TM 10-3930-644-14&P
OPERATOR'S INDEX
TOPIC
TOPIC TITLE
PAGE
1
2
GENERAL DESCRIPTION.......................... 1-1
PREPARING A NEW TRUCK FOR SERVICE. 1-3
A. INSPECTION UPON DELIVERY
B. ENGINE OIL
C. COOLING SYSTEM
D. FUEL TANK
E. LUBRICATION
F. BATTERY
G. POWER SHIFT TRANSMISSION
H. DIFFERENTIAL
I. HYDRAULIC SYSTEM
J. BRAKE ,MASTER CYLINDER
K. AIR CLEANER
3
OPERATING CONTROLS ...........................
A. STEERING WHEEL
B. FORWARD/REVERSE LEVER POWER SHIFT
C. LIFT AND TILT CONTROLS
D. PARKING BRAKE LEVER
E. INCHING CONTROL - POWER
SHIFT
F. BRAKE PEDAL
G. ACCELERATOR PEDAL
H. INSTRUMENT PANEL
1. Oil pressure Gauge
2. Ammeter
3. Engine Coolant Temperature
Gauge
4. Fuel Gauge
5. Hourmeter
6. Ignition Switch
7. Choke Control
8. Transmission Temperature
Gauge
I. OPERATOR'S SEAT ADJUSTMENT
1-4
OPERATION OF LIFT TRUCK ....................
A. STARTING THE ENGINE
1-7
4
TOPIC
TOPIC TITLE
PAGE
B. SHIFTING OPERATION - POWER
SHIFT
C. LIFTING AND LOWERING
OPERATIONS
D. TILTING OPERATIONS
E. SIDE SHIFTER OPERATION
F. FORK ADJUSTMENT
G. LOAD HANDLING PROCEDURES
1. Lifting a Palletized Load
2. Traveling
3. Positioning, Stacking,
and Unloading
4. Unpalletized Loads
5
BATTERY .................................................. 1-14
6
LUBRICANT SPECIFICATIONS .................. 1-15
A. ENGINE LUBRICATION OIL
B. HYDRAULIC SYSTEM OIL
C. POWER SHIFT TRANSMISSION
OIL
D. DIFFERENTIAL LUBRICANT
E. BULL GEAR AND JACKSHAFT
PINION
G. PRESSURE GUN FITTINGS
H. OIL CAN POINTS
I. BRAKE MASTER CYLINDER
J. MASTS
7
LUBRICANT AND SERVICE ....................... 1-17
A. 8-HOUR SERVICE
B. 50-HOUR SERVICE
C. 100-HOUR SERVICE
D. 200-HOUR SERVICE
E. 500-HOUR SERVICE
F. 1000-HOUR SERVICE
1-1C
TM 10-3930-644-14&P
HYDRAULIC FILTER ELEMENT INDICATOR
The indicator is located atop the hydraulic filter in the left
side of the engine compartment. The indicator assures
longer element life, better filtration, and guards against
element collapse. The indicator provides day-in, day-out
condition of the element assuring 100% filtration at all
times.
The following are the warning signals and their
meanings:
A. GREEN BAND "ALL CLEAR"
When the white indicating line is in line with any
portion of the GREEN band no changing of the
element is required.
B. YELLOW BAND "CAUTION”
When the white indicating line is in line with any
portion of the YELLOW band the element is
becoming contaminated but still provides Full Flow
Filtration. Change element at earliest convenience.
C. RED BAND "STOP"
When the white indicating line reaches any portion
of the RED band change element at once.
Figure 1. Element Indicator
1-1D
TM 10-3930-644-14&P
TOPIC 1. GENERAL DESCRIPTION
Allis-Chalmers Lift Trucks are designed to function in a
variety of heavy-duty industrial applications. Power
requirements are met by a gasoline, 4- or 6- cylinder,
4-stroke cycle, naturally aspirated engine.
Engine
cooling is accomplished by a belt-driven centrifugal
pump that forces coolant through the head, block and
fin-type radiator. The engines are pressure lubricated to
the rocker arms, main bearings, and connecting rods by
a gear type oil pump driven by the camshaft. The oil is
cleaned by a replaceable oil filter. An oil filler cap is
located on a filler tube assembly on the side of the
cylinder block or on the valve cover. Oil level is easily
checked by a conveniently located dipstick.
located in each drive wheel. The parking brake is
mounted on the differential case, and the brake drum is
mounted on the differential drive pinion flange. The
parking brake handle is located within easy reach of the
operator's left hand.
The power shift transmission consists of three major
components
a
constant-mesh
transmission,
a
hydraulically actuated clutch pack, and a torque
converter. A single-lever shift control on the right side of
the steering column controls the direction of travel
through a control valve mounted on the transmission
housing.
The lift assembly utilizes special rolled steel channel
sections, and/or "I" beams, and cross braces, all welded
to form a rigid permanent structure. Due to construction
features of the inner mast and carriage rollers, sliding
friction is virtually eliminated.
Two independent lift
chains are used for safety; each has sufficient strength
to safely handle a full load. A special seat at the bottom
of the mast permits self-alignment of the lift cylinder
within the mast channels, thus reducing off center
stresses.
The drive unit incorporates a double-reduction gear train
using the latest advancements in gear design. All parts
of the unit are bearing mounted for the greatest possible
efficiency and quietness. The first reduction is through a
heavy-duty spiral bevel ring gear and pinion drive gear.
Final reduction is obtained through a pinion (Jackshaft)
and Internal tooth gear (bull gear). This method greatly
reduces torque stress on the axle shaft.
The truck is equipped with hydraulic brakes designed for
long life and minimum maintenance. They have a large
braking area and give smooth braking and positive
control under all operating conditions. Brakes are
A power steering control unit located at the lower end of
the steering column diverts hydraulic oil, under pressure,
to the appropriate power steering part. Hydraulic oil
lines connect the steering unit to the power steering
cylinder to give the lift truck a full power steering system.
The power steering system provides maximum control of
the lift truck with minimum steering effort.
The heavy-duty welded steel fork carriage provides the
ultimate in strength and visibility. The forks are identical
and interchangeable. Notches spaced along the upper
edge of the carriage act in conjunction with latches on
the forks to position and secure then to the carriage.
Hydraulic Pressure, used to actuate the cylinders or
accessory equipment, is supplied by a positivedisplacement gear pump coupled
Figure 1-1. Lift Truck - Typical
1-1E
TM 10-3930-644-14&P
directly to the engine crankshaft. A control valve with
handles conveniently located to the right of the operator
actuates the lift and tilt cylinders or attachments. The
hydraulic oil reservoir has more than ample capacity for
normal displacement needs.
Current advancements in stress analysis and design
have made possible a lift truck frame that is lighter and
less bulky, yet stronger than the conventional box-type
frame. Counterweights, cowls, and fenders are easily
removed, thereby reducing downtime for parts removal,
service, and overhaul.
The instrument panel, located directly in front of the
driver, has a complete set of electrical gauges including
1-2
a gas gauge, oil pressure gauge, engine coolant
temperature gauge, ammeter, and a direct-reading
engine hourmeter. The ignition starting switch and
choke control are also located on the panel.
All models have a 12 volt electrical system consisting of
one 12 volt battery. A heavy-duty alternator, voltage
regulator, starting motor, solenoid switch, and horn are
the other major components of the electrical system.
The electrical gauges and horn are protected by fuses
located on the right underside of the instrument panel.
The light switch is located on the right side of the
instrument panel. Pull out on the light switch to turn on
Tights. Push in on light switch to turn off lights.
TM 10-3930-644-14&P
TOPIC 2. PREPARING NEW TRUCK FOR SERVICE
Your Allis-Chalmers lift truck is generally shipped with
the fuel system drained, the cooling system filled with
antifreeze, the crankcase filled to correct oil level, and
the truck completely lubricated.
Because shipping
procedures may vary, it is imperative that the following
checks be performed before placing the truck in service.
A. INSPECT UPON DELIVERY
For your protection, make a thorough inspection of the
vehicle immediately upon delivery. In case of damage or
any shortage, notify transit agent at once and have
delivering carrier make a notation on the freight bill of
lading.
B. ENGINE OIL
Check oil level in crankcase. Withdraw dipstick and
wipe clean; reinsert all the way and then remove it for a
true reading.
CAUTION
Do not check oil level while engine is
running.
NOTE
All units are shipped with a
preservative-type oil in the engine
crankcase.
This oil should be
drained immediately and replaced
with the proper oil.
Refer to
LUBRICATION SPECIFICATIONS for
correct oil to use.
C. COOLING SYSTEM
Make certain the cooling system is filled with clean fresh
water, or permanent type antifreeze.
octane rating of 89. The fuel tank filler is equipped with
a protecto-seal cap to guard against fire hazards, theft,
and tampering.
E. LUBRICATION
Be sure truck has been thoroughly lubricated. Check all
lubrication points as shown in the LUBRICATION AND
SERVICE GUIDE.
F. BATTERY
A 12-volt battery is located in a swing-out .tray below the
operator's seat inside the right side panel. Keep cells
filled to the bottom of the filler holes with clean distilled
water.
G. POWER SHIFT TRANSMISSION
Remove floor plate and with the parking brake set and
transmission in NEUTRAL, start and run engine for a few
minutes until transmission fluid operating temperature is
obtained.
Stop engine and immediately check
transmission fluid level with the dipstick.
H. DIFFERENTIAL
With vehicle on a level surface, remove plug from front
of axle housing. Oil should be level with lower edge of
plug hale.
I.
With the truck on a level surface, lift cylinder vertical, and
with lift plunger retracted, turn off the engine and check
oil level in the hydraulic reservoir. Oil should be to the
level shown on the dipstick. The dipstick is located at
the top of the reservoir, inside the right hand panel.
J.
All units are shipped from the factory with the cooling
system protected to -30°F, or lower, with permanent
antifreeze.
HYDRAULIC SYSTEM
BRAKE MASTER CYLINDER
The brake master cylinder is located under the floor
plate on the right side of the truck. It should be filled to
3/8" from bottom of filler neck.
D. FUEL TANK
K. AIR CLEANER
Check fuel gauge on instrument panel and make sure
the tank is full. If it is not, fill the tank with the proper
fuel. Use regular grade gasoline that has a minimum
The air cleaner, which is mounted inside the engine
compartment, is a dry element type cleaner with
replaceable cartridge.
Check tightness of all
connections.
1-3
TM 10-3930-644-14&P
TOPIC 3. OPERATING CONTROLS
All operators should learn the locations and functions of
the various instruments and controls before attempting
to operate the vehicle. See figure 3-1 for location of the
controls described in this Topic.
C. LIFT AND TILT CONTROLS
A. STEERING WHEEL
D. PARKING BRAKE LEVER
The steering wheel is operated in the conventional
manner, that is, when the wheel is turned right the truck
will turn to the right; when the wheel is turned left, the
truck will turn to the left. The steer wheels are located at
the rear of the truck. These cause the rear of the truck
to swing out when a turn is made. With a little practice,
this type steering is easily mastered.
The parking brake lever (Fig 3-1) is cam-action, overcenter type, located on the instrument panel at the left
side of the operator's compartment. It actuates an
enclosed, dual-shoe mechanical unit attached to the
brake drum flange. The hand grip on the handle permits
adjustment to compensate for brake lining wear.
The lift, tilt, and accessory controls are located to the
right of the operator (Fig 3-1).
E. INCHING CONTROL - “POWER SHIFT"
B. FORWARD/REVERSE LEVER POWER SHIFT
The power shift lever is located on the steering column
and beneath the steering wheel.
There are three
positions - forward, neutral, and reverse (Fig 4-1). The
lever actuates a hydraulic valve mounted on top of the
transmission; this directs the flow of oil to actuate
forward or reverse clutches.
NOTE
On Power Shift models a safety
switch Incorporated in the shifting
mechanism prevents engine startup
with transmission in gear.
The inching pedal is located at the lower left of the
steering gear mounting support. A change in pedal
stroke varies oil pressure in the clutch so truck can be
"inched" along slowly while the engine is operated at
high speed for fast lifts. The farther the pedal is
depressed, the slower the truck travels.
In fully
depressed position, the clutch is completely disengaged
and the service brakes are applied.
F. BRAKE PEDAL
The brake pedal, located to the right of the steering
column, operates the brake master
Figure 3-1. Controls and Instruments
1-4
TM 10-3930-644-14&P
cylinder which, in turn, actuates the wheel cylinder and
brake shoes.
CAUTION
Always place the shift lever in neutral
and set the parking brake before
leaving the operator's seat.
G. ACCELERATOR PEDAL
The accelerator pedal, located to the right of the brake
pedal, controls engine speed through linkage to the
throttle lever on the carburetor.
H. INSTRUMENT PANEL
The instrument panel holds various gauges at a
glareless, easy-to-read angle (Figure 3-1). The panel
contains:
1. Oil Pressure Gauge
The oil pressure gauge indicates the pressure of
oil circulating through the engine. A cold engine
will normally have a higher oil pressure than an
engine that is warm.
CAUTION
Always check the oil pressure gauge
immediately after the engine starts.
If the gauge does not register, or if it registers
slightly (less than 5 psi at idle speed), stop the
engine immediately and check the lubrication
system to determine cause of lack of pressure.
2. Ammeter
The ammeter is connected into the main battery
circuit and indicates whether current is flowing
into or out of the battery. A needle deflection to
the CHARGE side indicates that the battery is
being charged by the alternator, and a deflection
to the DISCHARGE side indicates that the
battery is discharging, Normally, the rate will be
high for a short time after starting the engine,
then the indicator will return to a point slightly
above zero after a few minutes operation.
However, if battery is in a rundown condition,
charge rate may be high for some time. If
ammeter indicates DISCHARGE when engine is
operated above idle speed, alternator is not
producing current, or there may be a short in the
wiring system. Investigate and repair at once.
Figure 3-2. Hourmeter
Figure 3-3. Operator's Seat Adjustment
1-5
TM 10-3930-644-14&P
3. Engine Coolant Temperature Gauge
switch. It is used to turn current on or off,
control flow of current to instrument panel
gauges, and allow current to flow to the starter
motor solenoid. Turn the key all the way to the
right to crank the engine and release it as soon
as the engine starts.
Depending upon engine coolant temperature,
the pointer of the gauge indicates one of three
colored areas on the dial: a white, or engine
warm-up area; a green, or safe operating area;
or a red danger area.
Optimum operating
temperature is indicated when the pointer is over
a mark in the center of the green area.
7. Choke Control
The choke control, located on the left side of the
instrument panel, controls the gasoline
carburetor choke plate.
The engine is not designed for continuous
operation at high temperatures. If normal work
loads on a level surface tend to produce nearboiling temperatures, check the cooling system
thermostat, radiator pressure cap, temperature
sender, coolant, radiator air passages, core, etc.
- to determine the cause and correct as
necessary.
Pull choke knob all the way out when starting a
cold engine. Gradually push choke knob in as
engine warms.
8. Transmission Temperature Gauge
4. Fuel Gauge
The transmission temperature gauge, located on
right side of instrument panel, indicates
temperature of transmission oil.
The dial
indicates from 100° to 250°F. If gauge reaches
210°F, stop truck and correct overheating
condition.
The panel mounted electric fuel gauge indicates
the level of fuel in the fuel tank.
5. Hourmeter
The hourmeter (Fig 3-2) registers accumulated
engine running time to 9,999.9 hours and then
repeats itself. The figure on the right registers
tenths of an hour.
6. Ignition Switch
The standard ignition switch, located on the left
side of the Instrument panel, is a three-position
1-6
I.
OPERATOR'S SEAT ADJUSTMENT
The operator's seat is adjustable forward and backward
for maximum comfort. The adjusting lever is located
below the front edge of the seat (Fig 3-3). Move lever to
the right to release seat lock, then move seat forward or
backward to desired position by shifting weight. Release
the lever to lock the seat in position.
TM 10-3930-644-14&P
TOPIC 4. OPERATION OF LIFT TRUCK
The following instructions are based on past experience
and should be helpful in becoming fully acquainted with
your "Allis Chalmers" lift truck. See Figure 3-1 for
location of instruments and controls.
A. STARTING THE ENGINE
1. Put shifting lever in neutral position. On powershift models, the forward-reverse lever must be
in neutral position.
NOTE
Trucks equipped with power shift
transmission have a return to neutral
feature that will automatically shift
the truck into neutral when the
operator leaves the seat.
To reengage
the
transmission,
the
operator must return to operator's
seat and manually return the shift
lever to the desired position.
2. Insert ignition switch key and turn clockwise to
ON position.
3. Do not depress accelerator pedal until engine
starts.
4. Pull the choke knob all the way out when
starting a cold engine.
5. Turn the ignition key all the way clockwise to the
START position to actuate the starter motor.
Release key as soon as engine starts. Key will
automatically return to ON position.
CAUTION
Do not operate starter motor for more
than 3C-seconds at a time. If engine
does not start, allow starter motor to
cool for approximately two minutes
before again attempting to start
engine.
6. After starting, gradually push in choke control
knob as engine warms up. It is not necessary to
use choke during normal operation or when
starting a warm engine.
NOTE
Excessive use of the choke dilutes
crankcase oil causing wear of piston
rings and cylinder walls.
It is
recommended that engine oil be
changed more frequently in cold
weather because of this condition.
B. SHIFTING OPERATION "POWER SHIFT"
With engine idling, release parking brake.
Place
directional lever in either Forward or Reverse position
(see Figure 4-1) and accelerate truck as required. To
change direction, always come to a complete stop and
simply move the directional control lever to either
Forward or Reverse.
Figure 4-1. Power Shift Positions
C. LIFTING AND LOWERING OPERATIONS
Lifting and lowering action is controlled by the lever
closest to the operator. (See Figure 3-1). Pull the lever
back to lift and push it forward to lower. When the lever
is released it will automatically return to the intermediate
(NEUTRAL) position.
Rate of lift is controlled by speed of the engine and
position of the lever. Slight acceleration of the engine
and gradual movement of the lift lever from neutral to lift
position will produce a slow lifting action. Accelerating
the engine and pulling the lever back as far as possible
increases the speed of lift. When the forks are raised to
desired height, release lever smoothly to neutral position
- forks and/or load will hold at this point.
Lowering speed is controlled by weight of the load and
position of the control lever. Push lever forward slowly
for smooth operation. To increase speed of lowering,
1-7
TM 10-3930-644-14&P
push the lever forward as far as possible. Release lever
slowly to neutral position as load reaches desired level.
Maximum lowering speed is held within safe limits by a
flow regulator in the oil port at the base of the lift
cylinder.
CAUTION
Do not release lift control lever
suddenly when lowering load because
this causes severe mechanical shock.
F. FORK ADJUSTMENT
For maximum balance, always position the forks in
proportion to the width of the load. A fork lock in the top
of each fork holds it in position in notches along the top
bar of the carriage. To change fork location, pull up on
lock and move fork right or left; allow lock to seat in
notch nearest the location chosen (Fig 4-3).
O. TILTING OPERATIONS
The tilt control lever is mounted to the right of the lift
lever (Fig 3-1). Rate of tilt is controlled by speed of the
engine and position of the lever. Slight acceleration of
the engine and gradual movement of the tilt lever from
neutral to tilt position will produce a slow tilting action.
Accelerating the engine and pulling the lever back or
pushing it forward as far as possible increases the speed
of tilt. When the mast is tilted to desired position,
release lever smoothly to neutral position and mast will
hold at this point.
CAUTION
Use care when tilting mast forward to
prevent the load from toppling.
E. SIDE SHIFTER OPERATION (Not Applicable)
The side shifter control lever is mounted to the right of
the tilt lever (Fig 4-2). Push the lever forward to move
the carriage to the left. Pull lever back to shift carriage
to the right.
Figure 4-3. Fork Adjustment
Forks can be easily removed from the carriage by
releasing the locks and aligning each fork (one at a time)
with the wide slot on the bottom of the carriage.
Remove fork by lifting it up and off the carriage.
G. LOAD HANDLING PROCEDURES
Lift truck stability is based on principles of the counterbalance and fulcrum (Fig 4-4). The drive axle of the lift
truck is the balancing point (fulcrum). The load is carried
at the front of the lift truck and is counterbalanced by the
counterweight on the rear of the truck.
Figure 4-2. Raise, Lower, tilt and Side Shift Positions
Figure 4-4, Counterbalance Principle
1-8
TM 10-3930-644-14&P
Stability of the truck is achieved by placing the load
close to the fulcrum (near the face of the forks). Each lift
truck is rated for specific load capacity at a given lead
center, usually at 24-inches. When various attachments
or special masts are added, the load capacity and load
center either increases or decreases, depending on the
size and weight of the special mast or attachment. The
load capacity of the lift truck should never be exceeded.
Overloading the lift truck will: (1) be a hazard to the
safety of others; (2) endanger other material; (3) damage
the truck.
The following procedures are suggested to aid in
operating your Allis-Chalmers lift truck. These are basic
procedures that can be adapted to most load handling
operations.
1. Lifting a Palletized Load
a. Position the lift truck squarely in front of
the load (Fig 4-5).
CAUTION
If the load is so bulky that vision is
obstructed, drive in reverse. Extra
care must be taken when driving in
reverse because the operator does
not have a constant view of the load.
2. Traveling
a. With heavy loads on the forks, steering is
easier because the weight on the steer
wheels is shifted forward.
b. Obey all speed limit signs. If no speed
limits are posted, travel at the safest
speed that conditions allow.
c. Always watch in the direction of intended
travel.
d. When ascending an incline, travel with
load leading (Fig 4-6).
e. Travel with the load trailing
descending an incline (Fig 4-7).
when
b. Raise forks to the proper level, half way
between the upper and lower members of
the pallet. Watch for low-hanging pipes or
electrical lines.
c. With the mast in a vertical position and the
forks parallel to the floor, slowly insert the
forks into the pallet until the load rests
against the fork faces. Unless the mast is
vertical, the forks may hang up when they
are inserted.
d. Lift the load Just enough to clear the stack
(or floor) beneath the load being removed.
Then tilt the mast back enough to safely
travel with the load.
Figure 4-6. Ascending an Incline
Figure 4-5. Palletized Load Handling
e. Back the truck slowly away from the stock
pile and when clear of all obstacles, lower
the load. The load should always be
carried as low as possible for maximum
stability and vision. Maximum back tilt
tends to cradle the load and prevent it
from sliding off the forks when stopping.
Figure 4-7. Descending an Incline
1-9
TM 10-3930-644-14&P
f. With an unloaded lift truck, ascend ramps
with the counterweight leading. Descend
the ramp with the counterweight trailing
(Fig 4-8).
Figure 4-9. Narrow Aisle Maneuver
Figure 4-3. Unloaded Traveling Procedure
g. When ascending or descending a grade
raise forks high enough to avoid hitting the
ramp.
h. Cross all railroad tracks slowly and at a
slight angle.
i. To prevent load spillage, apply brakes
gradually and firmly.
j. When turning a corner, begin turn when
front wheels are at a right angle to the
intended path of travel and allow for rear
end swing.
k. Check the condition and capacities of all
floors, dockboards, semitrailer beds, etc.
Figure 4-10. Aisle Turning Procedure
l. To maneuver in narrow aisles, raise forks
to clear the stock pile and gain additional
maneuvering area. Extra care must be
taken with the forks raised. Watch for lowhanging object such as water pipes,
electrical lines, etc. (Fig 4-9).
m. When operating with elevated loads, keep
mast in full back tilt position except when
actually lifting or depositing loads. Back
tilt also shortens effective truck length.
n. Take full advantage of operating space in
narrow aisles. Stay as far away from the
stock piles as possible but allow for rearend swing (Fig 4-10).
o. Enter box cars at a slight angle and begin
turning as soon as possible (Fig 4-11).
Figure 4-11. Entering Railway Cars
1-10
TM 10-3930-644-14&P
3. Positioning, Stacking, and Unloading
a. Drive the loaded lift truck to the stacking
area.
b. if possible, position the truck squarely in
front of the stock pile.
c. Check all low-hanging obstructions. Raise
the load with the mast tilted slightly each
(Fig 4-12).
Figure 4-13. Unpalletized Load Handling
c. Tilt the load slightly back.
d. To stack Unpalletized loads, position the
truck squarely in front of the stock pile.
Raise forks to proper level with the mast
tilted back.
Figure 4-12. Stacking and Positioning
e. Position load squarely over the stock pile,
then lower the forks slowly until they rest
on the stock.
d. With the load elevated, move the truck
slowly forward and position the load
squarely over the stock pile.
f. Tilt the load slightly forward and begin to
back the truck.
Proceed carefully to
prevent damage to the load.
e. Stack loads squarely and evenly to make
use of al' available space.
Stock piles should always be stable to
avoid injury to personnel and damage to
equipment or stock.
g. Withdraw the forks from the stack and
lower them to within 2-inches of the floor.
H. STOPPING THE TRUCK
f. Tilt the mast forward to vertical position
and lower the load slowly into position.
g. Back lift truck slowly away from load to
withdraw the forks.
h. With the forks clear of the stock pile, lower
them to within 2-inches of ground level
before proceeding.
4. Unpalletized Loads
Special attachments are often used to handle
Unpalletized loads. If these attachments are not
available and the load must be stacked or
moved, proceed as follows:
a. Tilt the forts forward so their ties contact
the floor (r'9 4-13).
b. As carefully as possible, insert forks under
the load until the load is contacted by the
vertical fork faces
To bring the truck to a safe, smooth stop, apply gradual
pressure on foot brake pedal. When parking, pull back
hand brake lever, place shift lever in neutral, and lower
forks to floor.
Allow the engine to idle for a few minutes before turning
off ignition switch; this allows ft to cool gradually. Too
rapid cooling of an extremely hot engine may warp
valves or even crack the manifold. After idling for a short
while, turn ignition key to OFF position. Key should
always be removed from the ignition switch to prevent
unauthorized use of the truck.
I. DAILY CHECK LIST
Refer to the following Paragraph
explanation of each inspection.
J
NO.
1.
2.
DAILY
X
X
INSPECTIONS
Steer Axle Stops
Overhead Guard
for
detailed
1-11
TM 10-3930-644-14&P
NO.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
INSPECTIONS
DAILY
Battery
Engine Oil Level
Fuel rank
Radiator Coolant Level
Tires
Hourmeter
Accelerator Pedal
(Operational Check)
Brakes (Operational Check)
Steering (Operational Check)
Lifting and Lowering Speed
(Operational Check)
Forward and Backward Tilt
(Operational Check)
Unusual Noise (Operational
Check)
Fire Extinguisher
X
X
X
X
X
X
X
X
X
X
X
X
X
J. DAILY CHECK LIST EXPLANATION
The following explanations correspond to the inspections
in the Daily Check List. it is necessary to perform these
inspections daily. Should any discrepancy be found, it
should be reported to the supervisor or the responsible
maintenance personnel.
1. Steer Axle Stops Check the steer axle stops at
the beginning of each work shift. These stoops
are welded to the truck frame in such position
that one is directly above each of the steer axle
yokes (Fig 4-14).
Turn the steer wheels to full right and to full left
positions. Visually check positions of both axle stops;
make certain they are not missing, bent, or otherwise
damaged.
2. Overhead Guard - Inspect welds and hardware
attaching overhead guard to the truck proper.
Make sure all attaching hardware is in place and
all welds and structural members are secure.
3. Battery - Check condition of battery as described
in Topic 5 BATTERY. Also, make sure that the
battery cables are not damaged or loose and
that the connector lugs are clean and : securely
attached.
4. Engine Oil Level - Check level with dipstick. If
necessary, add oil to raise level to FULL mark.
Refer to Topic 6 in this manual titled
LUBRICANT SPECIFICATIONS for proper oil
recommendation.
5. Fuel Tank - Fill fuel tank it end of each workday;
this practice will prevent the condensation of
moisture.
6. Coolant Level - Maintain coolant level
approximately 1-inch below bottom of radiator
filler tube. Add clean fresh water or antifreeze
as required.
7. Tires - Check pressure of pneumatic tires. If
necessary, fill to pressure recommended in the
Maintenance Manual. Check tires for excessive
wear and damage. Unevenly worn or badly
damaged tires will vibrate excessively and cause
hard steering. Remove steel chips and other
foreign materials from tire treads to prevent
further damage.
8. Hourmet er - Turn key switch ON and make sure
hourmeter is energized.
9. Accelerator Pedal - The truck should accelerate
smoothly from slow to fast speed.
10. Brakes - The brake pedal should have 1/2-inch
free play when it is depressed. The truck should
stop with normal brake pressure. When pedal is
fully depressed, some reserve distance should
remain. Check during operation.
Figure 4-14. Steer Axle Stop
1-12
11. Steering - The truck should steer smoothly and
freely. Check during operation.
TM 10-3930-644-14&P
12. Lifting and Lowering - The mast and forks, or
attachment combination, should raise and lower,
accelerate and decelerate smoothly.
Check
during operation.
13. Forward and Backward Tilt - Operation of
forward and backward tilt should be immediate
and smooth. Check during operation.
unusual mechanical noise and report it to the
supervisor or to another responsible person.
15. Fire Extinguisher - If lift truck is equipped with a
fire extinguisher, examine cylinder for bad dents.
Make sure it has not been used and left empty
by checking gauge, if so equipped, or seal wire
to determine whether or not it has been broken
during usage.
14. Unusual Noise - During operation, note
1-13
TM 10-3930-644-14&P
TOPIC 5. BATTERY
When liquid level of battery is low, add distilled water to
raise level of each cell to bottom of filler holes. Be sure
filler plugs are tight and vents are open (Fig 5-1).
CAUTION
Never fill battery immediately after
operation in below freezing weather
because water will not mix acid and
may freeze.
Always fill batteries
before putting engine into service.
Periodically, check external condition of battery and
connecting cables.
Keep batteries clean and well
secured. If the battery is dirty, clean it with soda solution
and a brush. Filler plugs should be tight to prevent the
soda solution from entering cells. After the foaming
stops, flush surface with clean water and apply a thin
coat of petroleum jelly to the posts and cable terminals.
WARNING
It is normal for the battery to
generate hydrogen gas which is
explosive when mixed with air. Never
expose the battery to an open flame
or to an electric spark.
Do not
remove 6r install battery cables while
vent plugs are removed. Battery fluid
is a sulfuric acid solution avoid
getting it on skin, Clothing, painted
surfaces, etc. Should any of the
solution come in contact with your
Clothing or skin, flush the area
immediately with cold water: If the
solution gets on your face or in your
eyes, flush the area with cold water
and get medical help immediately.
Figure 5-1. Checking Specific Gravity
Maintain battery in a fully charged condition (specific
gravity above 1.250 with electrolyte at 80°F). Determine
charge condition by checking specific gravity; use a
hydrometer with electrolyte temperature corrected to
80°F.
Except in cases of accidental loss or change of
electrolyte, the battery will not require a complete
change of solution during its entire lifetime.
1-14
TM 10-3930-644-14&P
TOPIC 6. LUBRICANT SPECIFICATIONS
A. ENGINE LUBRICATING OIL
Lubricating oils used in Allis-Chalmers engines must:
1. Maintain pistons, rings, and other moving
parts in a carbon-free, varnish-free, clean
condition.
2. Maintain enough body to satisfactorily
lubricate the moving parts at maximum oil
temperatures.
3. Prevent bearing corrosion.
Counteract
corrosive products of combustion or
contaminants in the fuel.
4. Promote general cleanliness within the
engine.
The American Petroleum Institute has several service
classifications for oils used in gasoline and LP gas
engines; they are SA, SB, SD, and SE.
SERVICE SA: Service typical of engine used under light
and favorable operating conditions, the engines having
no special lubrication requirements and having no
design characteristics sensitive to deposit formation.
SERVICE SB: Service typical of engines used under
moderate to severe operating conditions, but presenting
problems of deposit corrosion control when lubricating
oil-temperatures are high.
SERVICE SD: Service typical of engines used under
unfavorable or severe types of operating conditions and
where there are special lubrication requirements fordeposit, wear, or bearing corrosion control, due to
operating conditions, or engine design, or fuel
characteristics.
SERVICE SE: Oils designed for this service provide
more protection against oil oxidation, high temperature
engine deposits, rust, and corrosion in gasoline engines
than oils which are satisfactory for classification SD.
Generally, SERVICE SB will apply to the gasoline
engine.
Use oils of the following viscosities:
Ambient
Temperature
Below 32°F
32
F to 90°F
Above 90°F
Viscosity
SAE 20 W
SAE 30
SAE 40
Our recommendation of 100 hours for filter and oil
change periods is based on the use of high quality oils
and 85% average engine loads with the engine in good
adjustment and operating with the coolant and
lubricating oil at normal operating temperature.
'Variations from the considered normal operating
conditions must be compensated for by more frequent oil
change and filter change periods.
Our recommended oil change periods are based on
what experience has shown to be conservative and safe
hours of operation between oil changes. Actual testing
of the lubricating oil in a particular engine application at
each 5 to 10 hours operation after 100 hours operation
to determine the condition of the oil may allow extending
the oil change periods. This testing service is provided
by most major oil companies. it is recommended to take
advantage of this service.
B. HYDRAULIC SYSTEM OIL
Use a hydraulic oil that conforms to Allis-Chalmers
specification MA 170. 103 or SAE 10 SE engine oil (or
MIL-L-21048) in the hydraulic system.
The hydraulic oil must be fortified with special rust and
oxidation inhibitors, plus antiwear ingredients, and
treated to minimize foaming. The hydraulic oil must
conform to the following in Allis-Chalmers specification
MA 170.103:
Viscosity at 100 F SUS..........................150 - 170 secs
Viscosity Index......................................90 min
Flash Point ...........................................370°F min
Neutralization No.
(mgs KOH/g oil)................................0.60
Aniline Point .........................................180°-220°F
Oxidation Stability (hrs. to
neut. No. 1.0 max)...........................1500
Rust Test ............................................Pass
Cooper Strip Corrosion
(3 Hours at 212°F)............................Pass 2B
Pour Point ............................................-20°F max
The SAE grade 10 SE engine oil is available at all major
oil companies and most local service stations. The oil
meets the requirements of the American petroleum
Institute and contains rust and oxidation inhibitors, antiwear ingredients, and an anti-foaming agent.
Hydraulic system oil storage containers must be kept
free of contaminants, such as dirt, water, and metal
chips. Contaminated hydraulic oil is the major cause of
hydraulic system failures. it is therefore advised that any
oil that is added or replaced be final filtered through a
ten micron filter (or finer) before entering the hydraulic
system. It is recommended that each storage container
be clearly marked - FOR USE IN HYDRAULIC SYSTEM
ONLY.
1-15
TM 10-3930-644-14&P
C. POWER SHIFT TRANSMISSION
rollers. Do not paint, dip, or swab it on by hand.
OIL Use ATF (Automatic Transmission Fluid) Type "A",
Suffix "A", which can be obtained from major oil
companies.
G. PRESSURE GUN FITTINGS
D DIFFERENTIAL LUBRICANT
Lubricate with SAE 90 EP (extreme pressure) gear oil
which is non-corrosive and resists oxidation and
foaming. It should have a low pour point to ensure quick
lubrication at either high or low temperatures.
Lubricate with a high quality chassis lubricant. N. L. G.
I. Grade 2 heavy duty sodium base grease available
from any reputable oil company.
H. OIL CAN POINTS
Lubricate all points with SAE #10 or #20 engine oil.
I. BRAKE MASTER CYLINDER
E. BULL GEAR AND JACKSHAFT
PINION Lubricate with high quality. Grade 2 lithium
base grease (characterized by the word "Moly") that
contains a maximum of 5% micronized molybdenum
disulfide. Lubricant should be waterproof and heat
resistant.
F. WHEEL BEARINGS AND JACKSHAFT BEARINGS
Use grease of the type specified in preceding paragraph
E. Apply grease with an applicator that is designed to
force it into the bearing
1-16
Use only premium quality, heavy duty brake fluid with an
extreme heat-cold range that conforms to SAE
specification J1703d.
J. MASTS
Lubricate all sliding and roller contact surfaces of mast
uprights with a high quality grease specified in preceding
Paragraph E or G.
TM 10-3930-644-14&P
TOPIC 7. LUBRICATION AND SERVICE
The following paragraphs provide the operator/
maintenance man Kith a comprehensive list of service
operations that should be performed periodically. Close
adherence to the list by qualified personnel will go far
toward preventing major trouble and subsequent
downtime of equipment.
The operator is normally
responsible for performing the 8-hour Daily Checks only;
it is the responsibility of the maintenance man to perform
the 50 to 1000 hour Service Checks. For detailed
service information on these checks, the maintenance
man may refer to applicable topics in the maintenance
manual.
NOTE
The time intervals given in this guide
are based on normal operating
conditions. When operating under
abnormal or severe conditions, these
services should be performed as
often as required to maintain the
vehicle in good operating condition.
Hydraulic Oil Reservoir Check hydraulic oil level.
Engine Breather Cap Remove and clean.
Engine Oil Filter Replace.
Engine Oil Drain and refill.
Fan Belt Check condition and tension.
Fuel Strainer Clean.
Power Shift Transmission Check fluid level.
Radiator Make certain radiator air passages are free
of obstructions.
D. 200-HOUR SERVICE
Perform 8, 50, and 100 hour service in addition to the
following:
Hydraulic Oil Filter - Replace.
Transmission Oil Filter - Replace.
Hydraulic Oil Reservoir Breather - Replace.
E. 500-HOUR SERVICE
Perform 8, 50, 100, and 200 hour service in addition to
the following:
A. 8-HOUR SERVICE
Refer to Daily Check List and Explanations in Topic 4.
B. 50-HOUR SERVICE
Perform 8 hour service in addition to the following:
Pressure Gun Fittings - Lubricate.
Mast and Carriage - Lubricate sliding and
roller contact surfaces.
Oil Can Points - Lubricate.
Lift and Tilt Cylinders - Inspect for
leaks.
Air Cleaner - Check and service element.
Battery - Check electrolyte level and
charge condition.
Wiring and Connections - Check insulation
and make certain connections are tight.
Clean Truck- Use industrial type vacuum
cleaner or light air pressure (40 psi max.).
Adjust valve clearance after first SO
hours of operation.
C. 100-HOUR SERVICE
Perform 8 and 50 hour service in addition to the
following:
Lift Chains Clean and inspect for bent or cracked links.
Inspect for adjustment and lubricate.
Differential level Check Oil.
Drive Axle Housing Breather Check and clean.
Electrical System Check tightness of terminals,
wires, cables and electrical components.
Distributor Replace points.
Spark Plugs Replace.
Control Valve Check linkage.
Fork Carriage Check for side play and check chain
adjustment if carriage is not level.
Lift Chains Remove, clean and inspect for wear and
broken or cracked links. Install, adjust, and
lubricate.
Brake Master Cylinder Check fluid level.
Wheel Cylinders and Brake Shoes Inspect.
Hoses, Tubes, and Fittings Inspect and replace if
necessary. Correct any leaks that are evident.
Steer Wheel Bearings Clean and lubricate.
Crankcase Vent Valve (if so equipped) Remove and
clean.
Universal Joint Check and adjust if necessary.
Parking Brake Check and adjust if necessary.
F. 1000-HOUR SERVICE
Perform 8, 50, 100, 200, and 500 hour service in
addition to the following:
Cooling System - Drain, flush, and refill.
Differential - Drain oil and refill.
Power Shift Transmission - Drain fluid and
refill.
Hydraulic Oil Reservoir - Drain hydraulic
oil, flush, and refill.
1-17
TM 10-3930-644-14&P
MAINTENANCE INSTRUCTIONS
2-1
TM 10-3930-644-14&P
MAINTENANCE INDEX
TOPIC
TITLE
PAGE
1
2
3
4
5
6
ENGINE
DESCRIPTION & SPECIFICATIONS
VALVE
OIL FILTER
OIL PRESSURE
ENGINE TUNE-UP
TROUBLESHOOTING CHART
2-1
2-4
2-5
2-5
2-6
2-11
1
2
3
4
5
6
FUEL SYSTEM
FUEL SYSTEM
AIR CLEANER
FUEL TANK
FUEL DUMP & FILTER
CARBURETOR:
ACCELERATOR S GOVERNOR
2-16
2-18
2-19
2-19
2-20
2-21
1
2
3
4
5
6
7
8
9
ELECTRIC SYSTEM
ELECTRIC SYSTEM
BATTERY
ALTERNATOR & REGULATOR
STARTER
ELECTRICAL WIRING
HORN & RELAY
IGNITION COIL
DISTRIBUTOR
INSTRUMENT PANEL
2-23
2-24
2-25
2-27
2-28
2-29
2-30
2-32
2-35
1
2
3
4
5
COOLING SYSTEM
COOLING SYSTEM
RADIATOR
WATER PUMP
THERMOSTAT
FAN & SET
2-39
2-41
2-43
2-45
2-47
1
2
3
4
5
6
TRANSMISSION
TRANSMISSION
CHECK-OUT PROCEDURES
SHIFTING MECHANISM
OIL COOLER
OIL FILTER
UNIVERSAL JOINT
2-49
2-53
2-56
2-58
2-59
2-61
1
2
3
4
DRIVE AXLE
DRIVE AXLE
HYDRAULIC BRAKES
DIFFERENTIAL
PNEUMATIC TIRES
2-63
2-69
2-69
2-73
1
2
3
4
BRAKE SYSTEM
BRAKES
ASTER CYLINDER
DRIVE WHEEL BRAKES
PARKING BRAKE
2-75
2-76
2-77
2-78
TOPIC
1
2
3
4
5
6
7
1
POWER STEERING
STEERING
STEER AXLE
STEERING WHEEL & COLUMN
DRAG LINK
TIE ROD
CYLINDER
WHEELS & TIRES
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
A. GENERAL
B. MAINTENANCE
C. DAILY INSPECTION
D. 50 HOUR INSPECTION
E. 200 HOUR INSPECTION
F. 500 HOUR INSPECTION
G. 100 HOUR INSPECTION
H. HYDRAULIC PUMP
I. CONTROL VALVE
J. CHECKING CONTROL VALVE
INLET PRESSURES
K. LIFT CYLINDER
L. TILT CYLINDER
M. STEERING
PAGE
2-79
2-80
2-82
2-83
2-83
2-83
2-84
2-85
2-85
2-85
2-85
2-85
2-86
2-87
2-87
2-87
2-88
2-88
2-89
2-89
2-90
1
2
3
4
FRAME & COUNTER WEIGHT
FRAME
COUNTER WEIGHT
BODY COMPONENTS
OVERHEAD GUARD
2-91
2-91
2-94
2-96
1
2
3
HIGH FREE LIFT MAST
GENERAL
MAST ASSEMBLY
LIFT CYLINDER
2-97
2-98
2-99
1
2
3
CARRIAGES, SIDESHIFTER FORKS
CARRIAGE
2-101
SIDESHIFTER
2-102
FORKS
2-104
A.
B.
C.
D.
E.
F.
G.
F.
I.
1
2
3
2-1A
TITLE
TROUBLESHOOTING CHARTS
FUEL SYSTEM
COOLING SYSTEM
HYDRAULIC SYSTEM
DRIVE UNIT
HYDRAULIC BRAKE SYSTEM
POWER STEERING SYSTEM
MAST HYDRAULIC SYSTEM
TRANSMISSION
ELECTRICAL SYSTEM:
2-105
2-107
2-108
2-109
2-110
2-111
2-112
2-113
2-114
LUBRICANT & FUEL SPECIFICATIONS
LUBRICANT SPECIFICATIONS
2-116
FUEL SPECIFICATIONS
2-117
LUBRICATION; CHART.
2-119
TM 10-3930-644-14&P
TOPIC 1. DESCRIPTION AND SPECIFICATIONS
A. DESCRIPTION
The engine (Figure 1-1) is a four-stroke-cycle and L-type
head design, with the valves arranged in the engine
block. The main body consists of a single unit cylinder
block and crankcase with integrally cast cylinders.
drive is provided by the crankshaft timing gear. A gear
located on the camshaft drives the oil pump shaft and its
coupled distributor drive shaft.
The fuel pump is
actuated by an eccentric cam located towards the rear of
the shaft.
The aluminum pistons have four rings: The top two for
compression, the third for scraping and the three-piece
bottom ring for oil control. The full floating piston pins
are retained by snaprings.
The main and connecting rod bearings are of precision
construction.
The front drive gear is keyed and pressed in place, and
is sealed to the crankcase by a die cast filler block. The
rear shaft extension is sealed to the crankcase by a die
cast oil guard and a filler block.
The camshaft rotates in bearings located in the three
main crankcase bulkheads. Camshaft
The entire length of the heat treated, steel forged
connecting rods is rifle drilled for pressure lubrication of
the piston pins.
The cylinder head is constructed of special alloy iron
with carefully engineered water passages to ensure
optimum cooling.
The intake manifold has individual porting (Figure 1-2)
whereby each cylinder is fed with the fuel-air mixture
individually and not influenced by other cylinders of the
engine.
Figure 1-1. Cylinder Block Disassembled
M-104-1
2-1B
TM 10-3930-644-14&P
This is accomplished by casting the cylinder block with
individual intake valve passages for each cylinder and
connecting these passages to an Intake manifold which
also has individualized passages for each cylinder.
This equal distribution results in maximum power,
smooth operation, easy starting and longer engine life.
8. Lubrication
Forced feed by oil pump driven directly
off camshaft, to all main, connecting
rod and camshaft bearings as well as
tappets and timing gears.
9. Cooling
Coolant circulated by centrifugal pump
driven by 'V" belt from fan drive pulley.
Full pressure flow through engine at all times.
Engine capacity - 9 qts.
Engine and Radiator capacity - 9 qts.
10. Oil Pressure
Maximum - 30-40 p.s.i.
Minimum (Idling) - 7 p.s.i.
11. Oil Sump Capacity
Four quarts - add one-half quart extra when oil
filter is replaced. Throw-away cartridge type
filter.
Figure 1-2. Intake Manifold Individual Porting
B. GENERAL SPECIFICATIONS
1 Size and Piston Displacement
Number of cylinders .....
Bore ............................
Stroke .........................
Displacement (cu. in.) ..
Compression Ratio .......
F163
4
3.4375
4.375
162
7.4:1
2. Type
Four stroke cycle - naturally aspirated.
3. Crankshaft Rotation
Clockwise facing fan end of engine.
4. Suspension
Three point on rubber bushings.
12. Connecting Rods
Drilled for piston pin lubrication.
Bronze bushing at piston pin end.
13. Camshaft
Supported by 3 replaceable bearings.
Driven by helical gear from the crank-shaft.
14. Pistons
Aluminum with four piston rings 2 compression rings, 1 scraper ring and 1 oil
control ring.
15. Valves
Located in cylinder block. Operated by valve
tappets directly from camshaft.
Intake Valve Clearance - .012
Exhaust Valve Clearance - .020
16. Crankshaft
Supported by 3 main replaceable bearings.
5. Ignition
Battery and distributor.
17. Fan Drive Belt and "V” pulley on fan drive
adapter
6. Firing Order
1-3-4-2. Number 1 cylinder at fan end of engine.
7. Spark Plugs
Standard metric 18 MM thread.
M-104-1
2-2
TM 10-3930-644-14&P
18. Gear Train Helical gears (3) crank gear, cam
gear and fan drive gear.
C. ENGINE TUNE-UP SPECIFICATIONS
Timing
19. Governor (Type I) Centrifugal actuated, surge
compensated, weight type driven by drive plate
and pin from the gear train. The range of
governor action is indicated by the differential
between RPM under no load and RPM underload.
20. Governor (Type II) Cam gear type governor.
Balls in driver assembly are forced outward by
centrifugal force against race assembly.
Tension of governor spring is counteracted by
this force against race assembly bearing on
governor
lever.
Governor
is
surge
compensated.
O-Deg. T.D.C. (STATIC)
or up to 500 RPM
Valve Lash
Intake Operating Temperature.......................012"
Exhaust Operating Temperature....................020"
Distributor Settings ............. .......................... F163
Point Gap .....................
.020"
Dwell ............................
66-72
Firing Order ............................
1-3-4-2
Plug Gap ...............................
.025"
Low Idle ................................
400-600 RPM
High Idle ................................
2400 +50 RPM
Compression ..................10 p.s.i. max. variance @
150 RPM (Engine Cranking Speed)
Oil Pressure, 180 ................. 7 p.s.i @ 450500 RPM - Min.
30-40 p.s.i. 2400 RPM - Max.
Oil Capacity
................... Oil Change, w/o filter 4 qts.
Oil Change, w/filter4 1/2 qts.
M-104-1
2-3
TM 10-3930-644-14&P
TOPIC 2. VALVE ADJUSTMENT
A. DESCRIPTION
The valve tappets (Figure 2-1) are removable. These
large, barrel shaped, pressure lubricated tappets are so
designed that by removing the adjusting screw, the main
body can be lifted out and replaced from above through
the valve chamber. This eliminates the costly service
operation of dropping the oil pan and pulling the
camshaft. Locking of the adjustment is both simple and
effective.
Accurate valve tappet settings materially prolong engine
life and aid performance.
in addition to impairing
performance, excessive clearances are detrimental to
cams and tappets as well as to the rest of the valve
mechanism.
When clearances are too low, the
possibility of burned valves increases.
B. ADJUSTMENT
Check and adjust intake and exhaust tappets to
following clearances at running temperature:
Intake - .012"
Exhaust - .020"
To adjust valve tappets proceed as follows:
1. Disconnect and ground the high tension coil wire
to prevent accidentally starting the engine.
2. Remove the valve tappet cover from the left side
of the crankcase.
4. Place thumb over the spark plug opening and
slowly crank the engine until an outward
pressure can be felt. Pressure indicates number
one piston is moving toward Top Dead Center of
the compression stroke. Continue cranking until
the timing mark on the flywheel is in center of
the flywheel housing timing hole. Both valves
are then closed on the compression stroke of
number one cylinder.
5. Use two thin wrenches when adjusting valve
clearance. Use the lower wrench to hold the
tappet and the upper wrench to raise or lower
the tappet adjusting screw. When the valve lash
is properly adjusted, the appropriate feeler
gauge should pass between the tappet and its
corresponding valve stem with a slight drag
(Figures 2-2 and 2-3).
6. Crank the engine one-half revolution at a time
and check the clearance of each valve; adjust if
necessary. Do this on each set of cylinder
valves in succession according to the firing order
of the engine, which is 1-3-4-2.
7. Install new gasket and install valve tappet cover.
Check to see that the valve cover makes an oiltight seal with the crankcase.
8. Replace the spark plug, spark plug wire and coil
wire.
3. Remove the spark plug from number one
cylinder.
Figure 2-3. Adjusting Valve Tappet Clearance
Figure 2-1. Removable Valve Tappet
2-4
TM 10-3930-644-14&P
TOPIC 3. OIL FILTER
A. DESCRIPTION
2. Start engine and check for leaks around base
mounting.
The engine oil is filtered through a "Spin On" by-pass
type, throw-away, oil filter cartridge. This filtering is
necessary to minimize the possibility of oil
contamination, such as metal chips, carbon, dirt, etc.,
that may have inadvertently entered the oil supply,
causing excessive wear to the engine parts. The oil filter
cartridge should be replaced at every oil change.
3. Stop engine and check oil level.
B. REMOVAL
1. Remove and discard filter cartridge and clean
out all oil residue in filter base mount (Figure
3-1).
C. INSTALLATION
1. Install replacement filter cartridge. Spread light
coat of oil between the cartridge and the
mounting, and hand tighten ONLY.
Figure 3-1. Oil Filter Removal
TOPIC 4. OIL PRESSURE RELIEF VALVE
A. DESCRIPTION
Pressure relief is located externally on the right-hand
side, near the oil pan flange at the center. Pressure is
controlled by a plunger and spring (Figure 4-1) the latter
specifically for a certain range. The only adjustment
variation is either to change springs or assemble or
remove washers from behind the present spring. Up to
four washers are permissible. Decrease the oil pressure
by removing washers from behind the compression
spring.
Figure 4-1. Oil Pressure Relief Valve Components
M-104-1
2-5
TM 10-3930-644-14&P
TOPIC 5. ENGINE TUNE-UP
Engine tune-up is an orderly process of restoring the
engine to satisfactory performance.
in addition,
preventive maintenance and corrective operations
should be accomplished so that engine serviceability will
be unimpaired.
The following outlines simple
adjustments, inspections and tests, and should be
performed in the order given.
A. BATTERY SERVICEABILITY
Be sure that battery tray is clean and level and that
battery hold-down clamps are snug. Ensure battery
posts and cables are clean and free of corrosion. Apply
a light coat of grease to terminals.
Make certain that battery cables are not reversed.
Connect negative to ground, positive to starter solenoid.
Check electrolyte level regularly, and add clean water if
necessary, but do not overfill Keep battery clean and
wash with baking soda solution if corrosion is evident.
Do not allow soda solution to enter cells. Inspect cables,
clamps and hold-down bracket regularly. Replace if
necessary.
B. INSPECT AND ADJUST SPARK PLUGS
Blow dirt from spark wells, then remove plugs Clean
spark plugs. Inspect for cracked or broken insulators,
broken electrodes or excessive carbon deposits.
Replace any faulty plugs. Adjust gap to specifications.
D. CYLINDER LEAK TEST
Perform cylinder leak test by removing one spark plug at
a time, (ensure high tension coil wire is disconnected)
and insert leak tester in spark plug well; build up
pressure as recommended. Record reading and record
any appreciable pressure fall-off. If pressure loss is
indicated, check cylinder head for hissing noise, (head
gasket), carburetor, (intake valve), exhaust pipe and
manifold, (exhaust valve), and oil fill tube, (piston rings).
Check all cylinders in like manner and repair as required.
E. IGNITION TIMING
The ignition system consists of the battery, ignition coil,
distributor, condenser, spark plugs, alternator and high
and low tension wiring.
The system produces and delivers high voltage surges
of up to 20,000 volts to the correct plug, at the correct
intervals in exact time with the engines' sequential
mechanism.
To maintain efficient, economical engine operation, the
electrical and mechanical sequencing must be exactly
matched or timed.
The distributor warrants particular attention in relation to
this sequencing and the following procedure is
recommended as a comprehensive alignment:
Test cylinder compression before reinstalling plugs.
1. At 500 hour intervals, remove the distributor cap
and dust seal and inspect contact points, rotor
and cap for evidence of wear, arcing, cracks or
corrosion. Repair or replace as required. Label
spark plug wires for correct installation.
C. COMPRESSION
2. Pitted or burned points must be re- placed.
Warm up engine to operating temperature. Blow dirt out
of pockets around spark plugs. Remove all plugs and
insert compression gauge in first spark plug hole and
hold it firmly. Crank engine until the highest gauge
reading is obtained. (Approximately four compression
strokes.)
Check all cylinders in this manner. If readings are low in
two adjacent cylinders, a blown head gasket is indicated.
If readings are low and vary widely (more than 10 PSI),
pressure is being lost either at the pistons, rings or
valves. To determine where pressure loss is occurring,
insert about one tablespoon of SAE 30 engine oil
through the spark plug hole. Take a new reading. If this
reading is higher than the initial reading, the piston rings
are faulty. If reading is the same as the initial reading,
the valves may be leaking or the cylinder head gasket is
damaged.
2-6
NOTE
If points are burned or pitted, replace
the condenser, too.
3. The distributor may be removed for servicing or
replacement at this time.
NOTE
When the distributor is removed and
replaced, the original position of the
distributor must be observed. Refer
to ELECTRICAL SYSTEM MANUAL
for proper removal and replacement
procedures.
TM 10-3930-644-14&P
Figure 5-2. Distributor Assembly (Type II) Exploded View
M-104-1
2-7
TM 10-3930-644-14&P
4. Refer to paragraph I for static ignition timing and
paragraph J for dynamic ignition timing.
5. If distributor is not going to be removed, install
contact set, if removed. Be certain that points
are in perfect alignment (Figure 5-3 and 5-4).
NOTE
Following data is required for proper
distributor to engine timing.
F. DISTRIBUTOR CHARACTERISTICS
Type II Distributor
Rotation ..................................C.C.W. (Viewing Rotor)
Point Opening ..................................................020"
Cam Angle Range ......................................66° - 72°
Start Advance (T.D.C.) ............................. 500 RPM
G. STATIC BREAKER POINT ADJUSTMENT
NOTE
Refer to paragraph F for correct point
gaps and cam angles for the
distributor being serviced.
1. Nudge the starter switch until the breaker arm is
resting on the high point of the cam. Attach a
remote starter switch between the battery
positive (+) terminal and the starter solenoid
switch terminals. The truck starter switch can be
used but a remote switch is more convenient.
Figure 5-4. Adjusting Contact Gap (Type II Distributor)
2. Slightly loosen the contact assembly locking
screw Figure 5-3 and 5-4).
3. Insert a feeler gauge between the contact
points, insert a screwdriver in the adjusting slot
and turn clockwise or counterclockwise to
specified point gap. When properly adjusted a
slight drag will be felt when feeler gauge is slid
between the points.
4. Tighten locking screw and recheck gap for
accuracy.
5. Replace dust seal, rotor and distributor cap.
H. DYNAMIC BREAKER POINT ADJUSTMENT
1. Disconnect high tension coil lead from distributor
and ground to engine-or frame.
2. Attach positive lead of dwell meter to the
negative terminal (-) of coil. Connect negative
dwell meter lead to ground.
3. Attach a remote starter switch between the
battery positive terminal (+) and the starter
solenoid terminal. The truck starter switch can
be used but the remote switch is more
convenient.
4. Remove distributor cap, rotor and dust seal.
Slightly loosen the contact assembly locking
screw and insert a screw driver in the adjusting
slot (Figure 5-3 or 5-4).
5. Use starter to crank the engine. Observe the
dwell meter. The meter will rise to a value and
then drop off each time the points open. Turn
the screwdriver in the adjusting slot until the
maximum value of the needle rise equals the
required dwell specification. See paragraph F.
M-104-1
2-8
TM 10-3930-644-14&P
6. Tighten the contact assembly locking screw.
7. Install dust seal, rotor and cap.
8. Start engine and recheck dwell reading on
meter.
Needle should now hold steady at
specified dwell angle. If so, remove dwell meter
and remove remote switch.
If not, repeat
procedure starting with item 4 above.
I. STATIC IGNITION TIMING
The exact timing of the spark depends on the actual
breakage, or opening, of the electrical contact across the
points. Should there be any question as to the accuracy
of point setting relative to the engine timing mark, the
use of one of the following methods is recommended.
1. Make up a simple light circuit consisting of an
automotive light bulb with soldered on lead: or a
socket with lead wires attached.
2. Remove distributor cap, rotor and dust seal.
Ensure that distributor point gap is properly set.
See specifications for distributor.
3. Loosen distributor clamp (Figure 5-6).
4. Remove timing window cover on flywheel
housing and remove the spark plug from number
one cylinder.
5. Place thumb over spark plug opening and rotate
engine crankshaft by hand until outward
pressure against thumb is felt. Continue turning
crankshaft until D.C. mark (Figure 5-5) is aligned
with timing pointer at center of timing window.
6. Clip one lead to positive, or ungrounded, side of
the battery. Attach the other lead to the primary
wire connection on the side of the distributor
(Type I) or the distributor coil negative terminal
(Type II).
7. hold rotor against rotation. Rotate distributor
slowly in the direction of rotation until test lamp
just lights. Now start the adjustment.
8. Very slowly turn the distributor housing against
the direction of shaft rotation until the test lamp
goes out. Stop immediately. Do not pass this
point or turn the Distributor housing back and
forth to locate it.
9. Should you turn the housing too fast or too far
beyond the point where the light
Figure 5-5. Flywheel Timing Marks
10.
11.
12.
13.
goes out, turn back to the original position and
repeat the procedure.
When you have located the distributor in the
proper position (with test lamp out) tighten
distributor hold down clamp.
With the test lamp still connected, check for
proper setting by releasing tension on rotor.
a. With rotor held against rotation, light
should go out.
b. With rotor released, test lamp should be
on.
Remove test lamp. Replac e dust seal, rotor and
distributor cap.
Install spark plug.
Figure 5-6. Distributor Timing adjustment (Typical)
M-104-1
2-9
TM 10-3930-644-14&P
J. DYNAMIC IGNITION TIMING
Ensure distributor point gap is properly set. (Refer to
Ignition Timing above.)
1. Loosen clamp at the distributor only if required.
(Figure 5-6).
9. If spark advance is functioning properly the D.C.
mark will move counterclockwise during
acceleration and move back to D.C. alignment
at engine idle speed. Reset engine idle speed.
10. Shut engine off. Remove tachometer and timing
light. Install flywheel inspection cover.
2. Remove flywheel inspection cover.
3. Connect timing
instructions.
light
per
manufacturer's
4. Install a tachometer and connect positive lead to
negative ignition coil terminal and connect the
negative lead to ground.
5. Start engine and using carburetor idle adjusting
screw, lower idle speed to 400 to 450 rpm sol
that the automatic advance of the distributor is
fully retarded. THIS is VERY IMPORTANT TO
OBTAIN CORRECT TIMING.
6. Direct timing light at flywheel timing hole. If
timing light strobe does not show perfect
alignment of D.C. mark with timing pointer,
loosen distributor clamp and turn distributor until
it does. To advance timing, turn distributor
clockwise.
To retard timing, turn distributor
counterclockwise.
NOTE
If lift truck is equipped with an oil
clutch
transmission
use
static
ignition timing only to tine engine.
K. GENERAL INSPECTION
1. Clean fuel filter. Remove and clean fuel filter
bowl. Clean screen in filter head. Refer to Fuel
System.
2. Clean air cleaner. Clean air cleaner element
and cleaner. Refer to Fuel System.
3. Adjust valve clearances. Inspect and adjust
valve clearances. Refer to Valve Clearance
Adjustment.
4. Adjust carburetor. With all the above operations
completed, start engine and operate until hot.
Adjust carburetor. Refer to Fuel System.
7. Lock distributor in this position.
8. Accelerate the engine a few times and observe
movement of D.C. mark after engine returns to
400 to 450 rpm.
M-104-1
2-10
TM 10-3930-644-14&P
TOPIC 6. TROUBLESHOOTING CHART
It has been proven that over 90% of the troubles that
occur in engine operation are avoided when those
persons responsible for maintenance adhere to an
adequate program of lubrication, inspection and
maintenance on a regularly scheduled basis. The time
and expense involved in such programs is only a fraction
of that incurred when poor maintenance practice results
in a major malfunction or breakdown.
In most cases, when trouble is detected and remedied
immediately, a more expensive, time consuming repair
will be avoided. Following are some of the normal
complaints encountered in routine operation and the
probable causes.
For detailed inspection, maintenance and repair
procedures, refer to the specific topical section, repair
manual, relating to the malfunctioning component.
TROUBLESHOOTING CHART
TROUBLE
Engine will not start.
PROBABLE CAUSE
Weak or dead battery.
Poor ground connection.
Faulty starting switch or
solenoid on starting motor.
Internal engine seizure.
Engine cranks but will not
start.
Defective wiring or spark
plugs.
Points not gapped properly
or defective.
Defective wiring.
Defective ignition switch.
Defective coil.
Defective distributor cap
or rotor.
No gas in fuel tank.
Clogged filter or lines.
Defective fuel pump.
Tank vent plugged.
Carburetor flooded
Carburetor float level improperly set.
Defective choke.
POSSIBLE SOLUTION
Charge or replace battery.
Clean and tighten ground
connection.
Repair or replace switch
and/or solenoid.
Turn engine manually to
determine cause. Repair
engine.
Replace plugs or wiring.
Adjust points or replace
points.
Replace wiring.
Replace switch.
Replace coil.
Repair distributor.
Fill tank.
Clean filter and lines.
Replace fuel pump.
Clean vent.
Too much choking.
Repair carburetor.
Repair choke.
M-104-1
2-11
TM 10-3930-644-14&P
TROUBLE
Engine misfires.
Engine runs unevenly at
idle speed.
Engine misfires at high
speed.
Engine backfires.
Engine pings excessively.
PROBABLE CAUSE
Uneven compression.
Wet or deteriorated high
tension wires.
Defective spark plugs.
Cracked distributor cap.
Points not gapped properly
or defective.
Engine not properly timed.
Spark plugs not gapped properly.
Idle adjustment on carburetor not properly set.
Wrong float level.
Carburetor or intake manifold leaking.
Cylinder head gasket leaking.
Valves out of adjustment or
damaged.
Points not properly adjusted.
Distributor breaker arm
spring defective.
Valve springs weak or
broken.
Spark plugs not gapped properly or incorrect plugs.
Improper timing.
Air cleaner dirty or clogged.
Fuel line bent or plugged.
Carburetor dirty.
Valves sticking.
Weak or broken valve
springs.
Too low of gas octane
rating.
Incorrect engine timing.
POSSIBLE SOLUTION
Check compression and adjust or grind valves.
Dry wires. Replace defective wires.
Replace spark plugs.
Replace cap.
Repair distributor.
Time engine.
Cap or replace spark plugs.
Adjust carburetor idle.
Repair carburetor.
Repair carburetor or replace manifold gasket.
Replace gasket.
Adjust or replace valves.
Adjust points.
Replace spring.
Replace valve springs.
Adjust spark plug gap or
replace plugs.
Time engine.
Service air cleaner.
Clean or replace fuel line.
Clean carburetor.
Repair valves.
Replace springs.
Fill with proper grade of
gas.
Time engine.
M-104-1
2-12
TM 10-3930-644-14&P
TROUBLE
Engine idles too fast.
Engine dies when at idle
speed.
Engine stumbles on acceleration.
Engine lacks power.
Engine overheats.
PROBABLE CAUSE
POSSIBLE SOLUTION
Carburetor not properly adjusted.
Governor not properly adjusted.
Throttle not adjusted properly or return spring is
weak.
Improper idle adjustment.
Adjust carburetor idle.
Carburetor dirty.
Choke not properly adjusted.
Air leaks in manifold.
Carburetor out of adjustment.
Clean carburetor.
Adjust choke.
Check and correct.
Adjust carburetor.
Governor not adjusted properly.
Dirty carburetor.
Air in fuel lines.
Poor compression.
Improper timing.
Throttle not adjusted properly.
Air leak in fuel system.
Air cleaner restricted.
Exhaust system restricted.
Incorrect grade of gasoline.
Valves not adjusted properly.
Piston rings sticking or
worn.
Coolant level low.
Radiator clogged or leaking.
Fan belts slipping.
Thermostat sticking or defective.
Improper engine timing.
Exhaust system clogged or
defective.
Adjust governor.
Adjust governor.
Adjust throttle or replace
spring.
Adjust carburetor idle.
Clean carburetor.
Check and clean fuel lines.
Adjust or grind valves.
Time engine.
Adjust throttle.
Check and correct.
Service air cleaner.
Repair exhaust system.
Fill with proper grade of
gasoline.
Adjust valves.
Repair engine.
Replenish coolant.
Clean, repair or replace
radiator.
Adjust belt tension.
Replace thermostat.
Time engine.
Repair exhaust system.
M-104-1
2-13
TM 10-3930-644-14&P
TROUBLE
Engine overheats. (cont'd)
PROBABLE CAUSE
Water pump defective.
Engine overloaded.
Low oil pressure.
Oil pressure to high.
Engine burns oil excessively.
Low oil level.
Defective oil pressure
gauge or pressure sender.
incorrect grades of oil.
Oil pump suction screen
clogged.
Dirty or defective relief
valve.
Defective oil pump.
Worn bearings.
Worn camshaft bushings.
Incorrect grade of oil.
Defective or damaged relief
valve.
Oil lines or galleries
plugged.
Oil pressure gauge defective.
Leak in oil system.
Oil level too high.
Incorrect grade of oil.
Crankcase breather clogged.
Defective or damaged relief
valve.
Piston rings worn, broken
or stuck.
Worn pistons and sleeves.
Engine knocks or is noisy.
Worn bearings.
Worn valve guides.
Incorrect timing.
Excessive carbon buildup.
POSSIBLE SOLUTION
Repair or replace water
pump.
Check loading and reduce
as necessary.
Refill crankcase.
Repair or replace gauge
and/or sender.
Drain and refill with correct grade.
Clean screen.
Clean or repair relief
valve.
Repair or replace oil pump.
Replace bearings.
Replace bushings.
Drain and refill crankcase
with correct grade of oil.
Repair or replace relief
valve.
Overhaul engine.
Replace gauge.
Check and correct.
Fill to proper level.
Drain and refill with correct grade.
Clean breather.
Repair or replace relief
valve.
Replace rings.
Replace pistons and
sleeves.
Replace bearings.
Replace valve guides.
Time engine.
Clean cylinder head and
pistons.
M-104-1
2-14
TM 10-3930-644-14&P
TROUBLE
Engine knocks or is noisy.
(cont'd)
PROBABLE CAUSE
POSSIBLE SOLUTION
Poor gas.
Refill with proper fuel.
Overloads at low operating
speeds.
Worn main bearings or
crankshaft.
Excessive crankshaft end
play.
Worn or burned out connecting red bearings.
Loose or worn piston pins.
Piston loose in cylinder.
Check loading and correct.
Broken piston ring.
Burned valves or seats.
Weak or broken valve
springs.
Valves sticking.
Tappets worn or out of adjustment.
Loose or worn camshaft
bearings.
Excessive camshaft end
play.
Gears in gear train worn
or loose.
Engine not aligned with
transmission or pump.
Loose, bent, or off center
coupling.
Engine not securely mounted.
Flywheel out of balance.
Overhaul engine.
Correct end play to specifications.
Replace bearings.
Replace pistons and pins.
Replace piston and/or
sleeve.
Replace piston rings.
Replace valves and or
seats.
Replace springs.
Repair or replace valves.
Replace or adjust tappets.
Replace camshaft bearings.
Adjust end play or replace
camshaft.
Repair or replace gear
train.
Align engine.
Repair or replace coupling.
Tighten engine mountings.
Repair or replace flywheel.
M-104-1
2-15
TM 10-3930-644-14&P
TOPIC 1. FUEL SYSTEM (PRT)
A. DESCRIPTION
raw fuel to be vaporized and mixed with fresh air for
controlled combustion.
The following components make up the fuel system:
The fuel tank, fuel pump, strainer and filter, the
carburetor, accelerator linkage and the governor
assembly.
The fuel system is designed to function virtually trouble
free, but does require adequate preventive maintenance
to ensure its continued operation.
The fuel tank is the fuel reservoir and, via the fuel lines,
fuel pump, strainer and filter, supplies the carburetor with
Figure 1-1. Fuel System (Type I)
2-16
TM 10-3930-644-14&P
Figure 1-3. Fuel System (Type III)
M-123-1
2-17
TM 10-3930-644-14&P
TOPIC 2. AIR CLEANER (TYPE I) PRT
A. DESCRIPTION
The air cleaner is a dry element, replaceable type and by
means of rubber tubing, is connected to the carburetor
air intake. This prevents dust, chaff, or other foreign
matter (the chief causes of engine wear) from entering
the manifold and engine.
2. Position replacement filter element in base,
ensuring base and cover are free of dust and
lint.
D. INSTALLATION
1. Slide cleaner assembly back into cover, insert
rubber washer and tighten wing nut.
B. REMOVAL
To change the air filter element, loosen tubing clamps,
remove wing nut, rubber washer, and slide cleaner base
assembly free of cover.
C. SERVICE
2. Attach previously loosened hoses and hose
clamps.
CAUTION
Never remove the air cleaner while
engine is running, and do not run
engine unless air cleaner is in place.
1. Lift dirty or defective filter element from base of
air cleaner assembly and discard.
Figure 2-1. Air Cleaner (Type I)
2-18
TM 10-3930-644-14&P
TOPIC 2. AIR CLEANER(SRT)
A. DESCRIPTION
The air cleaner is mounted on the side of the engine and
is connected to the carburetor air intake by tubing and
hose. It prevents dust, chaff, or other foreign matter, the
chief causes of engine wear, from entering the manifold
and engine.
The air enters the cleaner and passes through a
replaceable type, dry filter element. The element is
constructed of pleated paper and bound at the edges
with plastic. This construction filters and removes the
fine dust particles from the air stream intake. This clean
and purified air is then drawn through the center tube of
the element and into the carburetor and intake manifold.
For continued efficient engine operation, the iii cleaner
must be properly serviced.
Figure 3-1. Air Cleaner
B. INSPECTION
1. Air Cleaner Service
Inspect the filter element at intervals frequent enough to
ensure having a clean element.
It may become
necessary to inspect the element more often in an
atmosphere heavily laden with dust, chaff and lint.
Clean baffle and dust cup as follows:
a. Loosen clamp assembly (Fig 3-2) and
remove dust cup.
C. SERVICE
When servicing the cleaner, reduce engine down time to
a minimum by replacing a dirty filter element with a new
element or one that has been cleaned. Service the dirty
element
later,
using
procedures
detailed
in
Subparagraph 2. (Optional Service Methods).
CAUTION
Never remove the air cleaner while
engine is running, and do not run
engine unless air cleaner is in place.
2-18a
b. Loosen wing nut and remove baffle from
dust cup.
c. Empty dirt from cup.
baffle.
Clean cup and
d. Remove foreign material from around filter
element.
e. Assembly baffle to dust cup. Tighten wing
nut.
TM 10-3930-644-14&P
CAUTION
Air cleaner is mounted in horizontal
position. Be sure dust cup arrows
point up. (See Fig 3-2) DO NOT USE
OIL in OUST CUP. Always refer to
manufacturer's instructions on air
cleaner.
Figure 3-2. Baffle and Oust Cup Details
CAUTION
Bottom of dust cup is marked with
arrows and the word TOP.
Air
cleaner is mounted in horizontal
position. Be sure dust cup arrows
point up (Fig 3-2). 00 NOT USE OIL in
DUST CUP.
f. Position dust cup on air cleaner body.
Tighten clamp securely.
Replace filter element as follows:
a. Remove wing screw and gasket washer.
Remove filter element.
d. Install dust cup on air cleaner body. Make
certain it seals 360 degrees around the
body. Tighten clamp securely.
2. Optional Service Methods
CAUTION
Pre-cleaning fins on filter element are
not removable.
CAUTION
Air pressure at nozzle must not
exceed 100 psi. Maintain reasonable
distance between nozzle and filter
element.
The filter element can be either dry
cleaned or washed as detailed below.
a. To dry clean filter element, direct a jet of
dry clean air up and down pleats on clean
air side of element.
b. If filter element is oily and soot laden,
wash it in a solution of warm
Figure 3-3. Removing Filter Element
b. Inspect element gasket for damage.
c. Install a new or clean element. Inspect
cup gasket (if applicable) and replace if At
is damaged.
Figure 3-4. Dry Cleaning Filter Element
water and household detergent.
The
warmer (100°F) the solution, the better it
will clean. Soak element for 15
2-18b
TM 10-3930-644-14&P
minutes, then remove it and rinse
thoroughly with clean, running water
(maximum pressure 10 psi).
Air dry
thoroughly before reusing. (A fan or air
draft may be used for drying, but do not
heat element to hasten drying.)
c. Inspect for damage by placinq a bright
light inside element (Fig 3-5). Thin spots,
pin holes or the slightest rupture will
render the element unfit for further use.
Replace filter
cleanings.
NOTE
element
after
6
Figure 3-5. Inspecting Filter Element
2-18c
TM 10-3930-644-14&P
TOPIC 4. FUEL TANK
A. DESCRIPTION
2. Replace filler cap assembly.
The fuel tank is of steel construction with welded seams.
It includes a fuel level sender unit and a filler cap with
filter screen. The fuel tank requires little, if any service
other than periodic cleansing of the fuel filter screen.
3. Loosen drain plug.
B. CLEANING AND INSPECTION
1. Remove fil!er cap assembly and check filter
screen for fouling. Clean if required, and dry
with compressed air.
4. Inspect for water contamination.
5. If contaminated, drain until water is emptied,
then close valve.
6. Connect outlet fuel line and fill tank to
recommended capacity with proper octane fuel.
7. Check tank and fuel lines for leaks.
necessary.
Repair if
TOPIC 5. FUEL PUMP AND FUEL FILTER
A. DESCRIPTION
The fuel pump is a mechanical diaphragm type pump
with a strainer and sediment bowl.
The pump is
mounted on the left side of the engine and is operated
by an eccentric cam on the engine camshaft.
Fuel from the tank enters the strainer-sediment bowl on
the suction stroke of the pump and is forced to the
carburetor on the pressure stroke. Action is controlled
by two valves in the cover assembly.
operating rocker arm.
Pressure should be
between 2-3/4 p.s.i. to 3 p.s.i. Pressure should
not fall off rapidly.
9. Install fuel pump as removed, ensuring new
mounting gasket is used.
10. Install and secure capscrews and lockwashers.
11. Connect inlet and outlet fuel lines. Do not over
tighten connections.
B. REMOVAL AND INSPECTION
1. Disconnect fuel pump inlet and outlet lines.
2. Remove capscrews and lockwashers from fuel
pump mounting flange and remove pump.
3. Clean pump with solvent and dry with
compressed air.
4. Remove bowl and bowl gasket.
5. Remove strainer screen from top cover and
discard.
6. Install new strainer screen after ensuring that it
shows no damage or obstruction. New screen
must fit snugly around inner and outer edges.
7. Install new bowl gasket, swing bail assembly
into position over bowl, and tighten nut securely.
8. Test operation of pump valve by attaching
pressure
gauge
to
outlet
and
Figure 5-1. Pump Mounting
M-123-1
2-19
TM 10-3930-644-14&P
TOPIC 6. CARBURETOR
A. DESCRIPTION
The carburetor used in this fuel system is a single
venturi, updraft type with fixed jets covering all speeds
except idle.
It has an airbleed well method of
compensation, an idle fuel adjusting screw and an idle
throttle stop screw. The air intake of the carburetor is
provided with a choke valve control. The flow of fuel
through the main jet system is controlled by the size of
the jet The idle adjusting screw controls the fuel mixture
for the idle system.
B. CHOKE VALVE ADJUSTMENT
To aid in starting a cold engine, a choke valve is
provided in the air inlet of the carburetor. By closing this
valve, a rich mixture of fuel is drawn into the carburetor
for quick starting.
It is only necessary to make certain the choke control
fully opens the valve by the time the engine has reached
normal operating temperature and choke control button
is pushed all the way in. Adjustment is made at the
swivel connection on the choke shaft lever.
C. CARBURETOR ADJUSTMENTS
NOTE
Before any work is performed on
carburetor, make sure the trouble is
not due to poor compression, or in
the ignition system due to incorrect
timing, fouled spark plugs, burned
ignition points, etc.
Refer to REPAIR MANUAL for CARBURETOR REPAIR.
The correct mixture of fuel and air is controlled by a fixed
main jet and an adjustable idle fuel jet. The idle throttle
stop screw controls the throttle position to ensure correct
engine idle speed.
Adjustments are properly set when the unit is shipped
from the factory and if they have to be disturbed the
carburetor must be readjusted.
2-20
Figure 6-1. Carburetor
NOTE
Before
making
any
carburetor
adjustments, allow the engine to
warm up to normal operating
temperature.
Make carburetor adjustments as follows:
1. Throttle stop-screw adjustment:
The throttle
Idling stop-screw should be turned in against the
stop to hold the throttle open slightly. Then,
after the idle fuel adjustment is made, adjust the
stop-screw to obtain an idle speed of between
500 and 550 r.p.m.
2. Idle fuel adjustment: Turn idle adjustment screw
in to obtain a lean mixture or turn out to obtain a
rich mixture. During adjustment, engine speed
may increase or decrease. Adjust idle screw
until the engine runs smoothly and steadily. It
may be necessary to reset throttle stop-screw to
obtain correct idle speed.
TM 10-3930-644-14&P
TOPIC 7. ACCELERATOR LINKAGE
A. DESCRIPTION
The accelerator linkage provides manual, foot pedal
control of the engine speed by either increasing or
decreasing the fuel flow to the carburetor. Maximum
engine speed, RPM, is controlled by the governor
assembly, which is pre-adjusted at the factory.
Figure 7-1. Accelerator Linkage
M-123-1
2-21
TM 10-3930-644-14&P
TOPIC 8. GOVERNOR
A. GOVERNOR DESCRIPTION
The governor prevents engine speed from exceeding a
predetermined maximum. The governor is mounted
between the carburetor and manifold flanges. It consists
of a main body, which contains a throttle shaft, a throttle
valve and a main governor spring. The main governor
spring is attached by linkage to the governor shaft and
the spring force holds the throttle valve open.
When the engine starts, air flows through the carburetor
throat and the governor throat. The velocity of the air
creates a pressure above the throttle valve. When this
force exceeds the force exerted by the spring, the
throttle will move to a closed position. The adjusting
screw varies the spring tension (Figure 10).
C. INSPECTION
1. Wash governor in a clean solvent and dry with
compressed air.
2. Check governor for wear, cracks or damaged
surfaces.
D. INSTALLATION
1. Install new gaskets and spacer on carburetor.
2. Position governor on carburetor and connect
manifold fitting. Secure with studs, lockwashers
and nuts.
3. Install lock wire and seals.
When the closing action of the valve exactly balance the
spring, governing action takes place and maximum
speed is foxed at this point.
When load is applied the velocity of the gas through the
manifold and the pressure against the governing valve is
reduced and the spring opens the valve to feed more
gasoline to the engine to handle the increased load
demand. This maintains an almost constant speed
whether the engine is running with or without load.
E. GOVERNOR ADJUSTMENT
NOTE
The desired engine speed is obtained
by increasing or decreasing the
governor spring tension.
Turn adjusting screw (Figure 10) in or out, to increase or
decrease pull on the spring.
B. GOVERNOR REMOVAL
1. Remove the nut, lockwasher and stud securing
the governor to the carburetor.
2. Disconnect the governor from the manifold fitting
and remove lock wire and seals.
3. Remove governor, seals and spacer from the
carburetor.
Figure 10. Velocity Governor
2-22
TM 10-3930-644-14&P
TOPIC 1. ELECTRICAL SYSTEM
A. DESCRIPTION
The electrical system includes the battery, alternator with
integral voltage regulator, spark plugs, and starter motor,
associated wiring and accessories.
The electrical
gauges and the horn are protected by fuses conveniently
located underneath the instrument panel.
The instrument panel and engine, chassis and
accessory wiring groups are all neatly bundled in a
common wiring harness to protect wiring from moisture,
grease and possible damage due to inadvertent contact
with frame or linkage.
Typical electrical wiring diagrams are illustrated in
Figures 1-1 and 1-2.
Figure 1-2. Wiring Diagram
M-146-1
2-23
TM 10-3930-644-14&P
TOPIC 2. BATTERY
A. DESCRIPTION
The storage battery mounted on a swing-out steel tray
located beneath the operator's seat, is used to store
current for the electrical system. The steel tray is held
securely in place by a neoprene covered hold-down
clamp. Electrical energy drained from the battery,
through the operation of various units in the system, is
restored by the regulated alternator. Refer to Figures 11 and 1-2, wiring diagrams, for proper battery
installation.
B. SERVICE
Use of water with a high mineral content reduces battery
efficiency due to the mineral build-up on the cells as the
water evaporates. Be sure the filler plugs are replaced
tightly and that plug vent holes are not clogged.
When connecting a charger to the battery, be sure to
connect the charger positive lead to the battery positive
lead, and the charger negative lead to the battery
negative lead.
C. REMOVAL
1. Lift operator's seat.
2. Gain access to the battery by swinging out the
side panel.
3. Disconnect the positive and negative battery
cables from their respective posts.
4. Remove the wing nuts from the holddown
clamp.
5. Tilt battery towards rear of truck and lift out of
battery tray. Take care not to spill any of the
electrolyte during handling.
D. INSTALLATION
1. Maintain replacement battery in an upright
position, tilting only as required for fit, during
installation.
2. Be certain battery replacement position is the
same as when removed.
3. Make certain battery posts and cable terminals
are clean and that the terminals are connected
to proper posts securely.
4. Expand cable terminals for ease of installation,
and do not hammer onto posts, as this practice
could loosen posts and ruin battery.
5. Be sure the ground polarity of the battery and
ground polarity of alternator are the same.
Figure 2-1. Location of Battery
When connecting a booster battery, be sure to connect
the negative battery terminals together and the positive
battery terminals together.
6. Ensure that electrolyte in each cell is at proper
level.
7. Replace hold-down clamp.
8. Swing side panel back to normal operation
position.
NOTE
Refer to REPAIR MANUAL
detailed battery information.
2-24
for
TM 10-3930-644-14&P
TOPIC 3 ALTERNATOR AND REGULATOR
A. DESCRIPTION
Although the alternator and its built-in regulator are
designed and constructed to give trouble-free service for
long periods of time, following a regular inspection
procedure will allow maximum life to be obtained from
the units.
The inspection frequency will be determined by the type
of operating conditions. High speed operation, high
temperatures, and heavy duty conditions all increase
wear on the alternator slip rings and bearings. The
terminals should be inspected at regular intervals for
corrosion or loose connections.
Figure 3-2. Fan Belt Tension
NOTE
For proper disassembly, inspection,
repair and reassembly procedures,
refer to REPAIR MANUAL.
C. REMOVAL
Figure 3-1. Typical Wiring Diagram
B. ADJUSTMENT
Be sure to check the mounting bolts for tightness and
the belt for alignment, corrosion, tension and wear. Belt
tension should be adjusted to allow approximately 3/8"
inward deflection of the belt between the alternator
pulley and the fan pulley with a force of about 10
pounds. (See Figure 3-2).
When tightening belt tension, always apply pressure
against the stator laminations, never against the end
frames.
A noisy alternator can be caused by worn or dirty
bearings, loose mounting bolts, a loose drive pulley, a
defective diode or a defective stator
1. Disconnect the battery from the electrical circuit
prior to alternator removal/installation.
2. Disconnect the "BAT" (battery) terminal and "#1"
and "#2" post connectors at the alternator.
3. Loosen adjusting brace and mounting bolt, then
push alternator towards engine until fan belt is
disengaged from alternator pulley.
4. Carefully remove the alternator from the engine
as the pivot mounting bolt and adjusting brace
capscrew are removed.
NOTE
Refer to REPAIR MANUAL for
DISASSEMBLY,
INSPECTION,
REPAIR AND REASSEMBLY.
M-146-1
2-25
TM 10-3930-644-14&P
D. PRECAUTIONARY PROCEDURE
The alternator is designed for use on only one polarity
system; therefore, the following precautions must be
observed when working on the charging circuit. Failure
to heed these precautions will result in serious damage
to the electrical equipment.
1. When Installing alternator be absolutely sure the
"BAT" terminal is connected to the ammeter.
Battery positive (+) terminal must be connected
to the ammeter and the negative {-) terminal to
ground.
2. When connecting a booster battery, be sure to
connect the negative battery terminals together
and the positive battery terminals together.
3. When connecting a charger to the battery, be
sure to connect the charger positive lead to the
battery positive lead, the charger negative lead
to the battery negative lead.
4. Be absolutely sure all connections in the circuit
are secure, as the alternator must never be
operated with an open circuit.
CAUTION
efer to wiring diagrams for correct
connections to alternator. Battery
negative (-) terminal must be
connected to ground.
E. INSTALLATION
1. Carefully position the alternator mounting flange
on mounting bracket and install pivot bolt and
adjusting brace capscrew.
2. Hold alternator close enough to engine to
engage fan belt on alternator pulley, then, using
pry-bar as shown. in Figure 3-2, tighten pivot
bolt and adjusting brace capscrew for 3/8" belt
deflection with about 10 pounds of applied force.
3. Connect previously removed wiring as labeled.
CAUTION
Be certain that connections
properly made and secured.
are
F. DISASSEMBLY, REPAIR, REASSEMBLY
Refer to REPAIR MANUAL for proper procedures.
5. Never ground or short across any of the
alternator terminals.
M-146-1
2-26
TM 10-3930-644-14&P
TOPIC 4. STARTER MOTOR
A. DESCRIPTION
The starter motor is designed to operate under overload
conditions and to produce high torque. Because of its
limited physical size it can only do this for short periods
of time, since in order to produce such power a high
electrical current must be used. High current creates
considerable heat and if the starting operation is
continued for any length of time, the accumulated heat
will cause serious damage.
CAUTION
Starter must never be used for more
than 30 seconds at any one time.
Allow starter motor to cool for 2
minutes before using again. Never
use starter to move truck.
The drive mechanism incorporates a locking feature
which prevents demeshing of the drive pinion from the
flywheel ring gear, until a predetermined flywheel speed
is reached. The automatic meshing of the drive pinion
with the flywheel ring gear is accomplished in the usual
manner. If the engine fails to continue running, due to
weak or irregular firing, premature demeshing of the
pinion from the ring gear is prevented by the locking
feature.
A magnetic solenoid switch is used in the starter motor
circuit since It uses less electrical current, and allows
use of a starter switch and lighter gauge wiring. The
starter solenoid is mounted on the starter housing.
The starter motor is a completely enclosed unit and
requires very little maintenance. However, to ensure
satisfactory operation, periodic inspections should be
made to make sure mounting and wiring connections are
tight and in good condition.
B. INSPECTION
1. Verify that starter motor electrical connections to
battery are clean and tight.
NOTE
Loose or dirty connections anywhere
in the electrical circuit will cause high
resistance and reduced cranking
efficiency.
responds instantly and cranks engine when the
ignition switch is closed, the starter motor may
be considered to be in satisfactory working
condition.
NOTE
The starter motor is equipped with
graphite
and
oil
impregnated
bushings which should be lubricated
only when motor is disassembled.
C. REMOVAL
1. Lift operator's seat and swing open side panel.
2. Disconnect battery cable leads at battery to
guard against possible electric shock during
removal.
3. Disconnect and label all electrical connections at
starter motor.
4. Remove mounting bolts which secure starter
motor to flywheel housing.
5. Carefully pull starter motor assembly out of
flywheel housing until drive end clears flywheel
housing, then tilt commutator end up to remove
unit from truck.
NOTE
For DISASSEMBLY, INSPECTION, RE-PAIR
and REASSEMBLY, refer to REPAIR
MANUAL.
D. INSTALLATION
1. Insert drive end of starter motor in flywheel
housing. If drive mechanism is fully extended,
then mesh pinion gear with flywheel ring gear.
2. Install mounting bolts and tighten securely.
3. Connect all electrical leads to starter motor as
labeled.
4. Connect battery positive lead to positive post
and negative lead to negative post.
5. Close side panel and lower operator's seat.
2. When all mounting and wiring connections are
kept in good condition, and the starter motor
M-146-1
2-27
TM 10-3930-644-14&P
TOPIC 5. ELECTRICAL WIRING
A. DESCRIPTION
For the most part, the electrical wiring that interconnects
all the electrically operated components of the truck is
grouped in a harness assembly which is properly taped
and securely clamped to the truck frame. Wherever
necessary, wires are protected by loom and rubber
grommets to prevent chafing where direct contact is
made with the frame or the engine.
Individual wires in the wiring harness are color-coded for
ease of identification, since; in the covered harness, only
the extreme ends of the individual wires are visible. This
color coding facilitates ease of identification during
installation, trouble-shooting and repair.
The wiring diagrams (Figs. 1-1 and
connections, wire colors and wire gauges.
1-2)
show
CAUTION
Because of the potential danger of
electrical shock, it is wise to
disconnect the battery cables during
electrical repair work.
Select the desired length, color and gauge wire for
replacement. Run the new wire along the wire harness
and attach it in several
places with electrical tape. Attach new terminal tips to
the replacement wire and after covering terminal wire
connection with tape or neoprene tubing, attach both
ends of wire to respective component tie point.
NOTE
Always keep connections clean and
tight to ensure low resistance
conductivity.
B. SERVICE (REMOVAL/INSTALLATION)
It is recognized that replacement of one or more
individual wires may be necessary and that complete
harness replacement may be impractical. Emergency
repair can be made by installing a new wire between two
points, and disconnecting the old or defective wire at
each end.
2-28
Check for defective circuits
Disconnect wires at both ends
a test lamp, touch test probes
if test lamp fails to light, circuit
replaced.
is easily accomplished.
of suspected circuit. With
to each end of circuit and
will have to be repaired or
TM 10-3930-644-14&P
TOPIC 6. HORN AND HORN RELAY
A. DESCRIPTION
The horn is a magnetically sensitive, vibrating unit, and
is actuated by a horn relay which, in turn, is energized by
the horn button located in the center of the steering
wheel. The horn and horn relay are located on the right
hand cowl support.
The horn is relay operated to provide shorter, more
direct electrical connections between the battery and the
horn. This supplies a higher.working voltage at the horn
with a resultant improved performance and avoids the
necessity of pulling the full current load through the horn
button.
When the horn button is depressed, current flows
through the relay coil, with a resulting magnetic field
Induced in the relay coil and core, which attracts the
relay armature.
The armature is pulled downward
against a spring tension and closes the battery to horn
circuit contact points.
B. SERVICE
Before checking horn and horn relay, make certain
battery is connected and that it is producing the rated
voltage output. If the battery circuit is operating properly,
proceed as follows:
1. If horn produces a weak signal, connect a
voltmeter from ground (truck chassis) to horn
terminal, press horn button and note voltage
reading on voltmeter. If voltage is between 0
and 10.7 volts, check for an open circuit,
defective horn relay, poor wiring or a shorted
horn coil.
Figure 6-1. Horn and Horn Relay
2. If horn signal is weak and voltage at horn
terminal is normal, check volume adjusting
screw in horn cover. Screw turns in or OUT to
increase or decrease volume.
3. If horn relay requires adjustment, cover can be
removed and relay points correctly gapped.
(Refer to HORN RELAY ADJUSTMENT in
REPAIR MANUAL for proper procedure.) Air
gap setting at coil is 0.020" with points closed,
and 0.018" with points opened. The correct
closing voltage is 8.3 to 10.2 volts.
M-146-1
2-29
TM 10-3930-644-14&P
TOPIC 7. IGNITION COIL
A. DESCRIPTION
The purpose of the high voltage ignition coil is to deliver
high voltage surges to the spark plugs, via the
distributor.
The ignition coil accomplishes this by
stepping up e primary input voltage of 12 V.D.C. to a
surge of about 20,000 V.D.C.
through normal
transformer action.
The coil consists of a primary and a secondary winding.
(See Figure 7-I) The primary winding contains about 200
turns of heavy wire, and the secondary winding contains
about 20,000 turns of very fine wire To concentrate the
magnetic field, these windings surround a soft iron core
composition and are enclosed by a soft iron shell. The
entire assembly is built into a one piece steel coil case
which is oil filled and hermetically sealed by the cap and
gaskets.
This construction prevents moisture from
entering the call and also permits faster dissipation of
the generated heat.
All the ignition cabling in the high tension circuit (coil to
distributor to spark plugs) is neoprene covered and is
resistant to oil, grease, battery acid. This type of
insulation also helps to prevent current losses.
8. SERVICE
The ignition coil requires no particular service other than
an occasional operational performance check. Also
check electrical contact points for cleanliness and
tightness of connection. The coil can only be tested on a
reliable coil testing machine; however, if the engine is
quick starting and smooth running it can be assumed
that the ignition coil is performing satisfactorily.
C. REMOVAL
I. Disconnect and label primary lead, resistor lead
and condenser lead attached to cap of ignition
coil.
2. Pull high tension (secondary) wire out of center
of cap.
3. Loosen securing clamp and remove ignition coil.
4. Clean exterior of coil assembly with an
acceptable cleaning solvent. Check that primary
connectors are free of dirt and grime and
provide a good electrical connection.
5. Remove sealing nipple and check for cracks.
Replace, if damaged.
6. Inspect high tension terminal for foreign deposits
and clean,-+f necessary.
7. Inspect entire case for cracks or oil seepage.
Replace, if damaged.
Figure 7-1. Ignition Coil
The coil has two primary terminals marked "+" and "-" on
the exterior cap. (The proper polarity is noted on the
ignition wiring diagram.) The coil is generally mounted as
near as possible to the distributor in order to keep the
interconnecting high tension lead as short as possible.
(This reduces the possibility of a high voltage arc
between the wire and any chassis (ground) points it
might otherwise contact.)
2-30
8. Place ignition coil on ignition coil tester and
check for proper voltage output and voltage
breakdown. Take action as indicated by test
results.
D. INSTALLATION
1. Insert ignition coil in retaining clamp and secure
clamp.
2. Insert high tension lead in center of ignition coil
cap. Press down firmly and feel definite snap as
it seats properly. Ensure that sealing nipple is
pressed firmly against coil cap shoulder.
TM 10-3930-644-14&P
3. Reconnect condenser lead to post from which
removed and reconnect primary and resistor
lead to primary post from which removed.
NOTE
Ensure that proper "+" or "-" polarity
is strictly observed.
4. Ensure that all electrical connections have been
properly made, i.e., coil to distributor to spark
plugs, etc.
NOTE
The ignition coil center tower-rubber
"Boot" should always be re-placed
when a new coil is installed.
Carbonized tracks in the rubber
"Boot" form when a coil failure is due
to a "burned tower", and if the rubber
boot is not replaced, early failure of
the new coil can be expected.
M-146-1
2-31
TM 10-3930-644-14&P
TOPIC 8. DISTRIBUTOR
A. DESCRIPTION
C. INSPECTION
The distributor delivers the. high voltage surge, induced
in the ignition coil secondary, to the spark plugs at the
proper time for sequential cylinder firing. The distributor
is mounted on the cylinder head, and is driven off the oil
pump shaft at one-half of the engine crankshaft speed.
The distributor cap should be removed at regular
intervals to examine the contact points, rotor and the
cap.
The distributor consists of a cast housing into which a
shaft and weight base are fitted in a bronze bushing.
Centrifugal advance weights are pivoted on studs in the
weight base and are free to move against the calibrated
weight springs which connect them to the breaker cam
assembly.
During the time the contact points remain closed, current
flows from the battery, through the ignition coil primary
windings, the contact points and back to the battery
through a ground return.
Energy in the form of
magnetism is stored in the ignition coil.
As the
distributor breaker cam continues to rotate, the next cam
lobe is brought around to where it strikes the breaker
lever rubbing block and opens the contact points.
The open contact points break the electrical circuit and
although current tends to continue to flow through the
coil because of self-induction, it is shunted through a
capacitor to prevent arcing across the open points. The
stored magnetic energy in the coil collapses producing a
very high voltage in both windings. The energy in the
coil begins to drain through the secondary high tension
lead, into the center of the distributor cap, through the
rotor and then jumps to the electrode opposite which the
rotor has been positioned, out through another high
tension lead and finally fires the proper spark plug.
The spark is sustained through several degrees of
crankshaft rotation. At the same time, the shunted
energy in the condenser discharges back through the
primary circuit, but not until the spark is completed at the
plug, and the whole firing cycle starts again.
B. REMOVAL
1. Remove the high tension wiring from the spark
plugs and the high tension wire from coil to
distributor at the coil. Remove the primary lead
that runs from side of distributor to coil primary
connection. Tag spark plug wires.
2. Remove capscrew, lockwasher, and distributor
clamp arm and lift distributor assembly from
cylinder head opening.
3. Unlock distributor cap retaining screws
2-32
NOTE
Dust cover under distributor cap
must be removed before points can
be checked.
1. Check all high tension wiring for defective
insulation and poor connections at distributor
cap and spark plug connectors.
2. Wipe distributor cap and check cap and rotor for
cracks or carbon tracks indicating leakage of
high voltage current across surface.
3. Check centrifugal advance mechanism by
turning breaker cam in direction of rotation and
then releasing it. Advance springs should return
cam to its original position without sticking.
4. Remove dust cover and inspect contact points.
If points are badly burned or pitted, they must be
replaced and adjusted.
Replace every 500
hours.
NOTE
Refer to ENGINE MAINTENANCE
MANUAL, TIMING Section for proper
procedures.
5. Replace contact
distributor cap.
points,
dust
cover
and
3. INSTALLATION
1. Remove distributor cap and insert distributor
assembly into opening in cylinder head.
2. Using rotor, turn distributor shaft until offset
tongue of distributor coupling enters groove in
top of oil pump drive gear.
3. Install distributor clamp arm, washer and
capscrew and tighten securely.
Replace
distributor cap and secure.
4. Install high tension wiring to spark plugs, and
connect high tension wire from distributor cap to
ignition coil. Replace primary lead from
distributor to coil, at coil primary connection.
NOTE
Refer to REPAIR MANUAL for
DISASSEMBLY,
REPAIR
AND
REASSEMBLY and refer to ENGINE
MAINTENANCE MANUAL for proper
TIMING procedure
TM 10-3930-644-14&P
Figure 8-2. Distributor Assembly (Type II), Exploded View
M-146-1
2-33
TM 10-3930-644-14&P
MEMO
2-34
TM 10-3930-644-14&P
TOPIC 9. INSTRUMENT PANEL
A. DESCRIPTION
The truck instrumentation consists of the following
components:
an oil pressure gauge, a coolant
temperature gauge, fuel gauge, ammeter and engine
hourmeter. All the instruments are mounted on the
instrument panel and are display oriented for ease of
use. Also mounted on the instrument panel are the
ignition switch, the electrical fuses and the manual choke
control.
1. Ammeter:
Connected directly into the battery circuit, this
gauge indicates the status of the battery and the
direction of current flow. Pointer deflection to
the "charge" side of dial face indicates that the
battery is being charged by the alternator and
pointer deflection to the "discharge" side of dial
face Indicates that the battery is discharging.
Normally, the "charge" rate will be high for a
short time after starting engine, with pointer
returning to slightly above zero after a few
moments of operation. However, if battery is run
down,
the
"charge"
rate
may remain high for some time. If the ammeter
indicates a "discharge" condition when engine is
operated above idle speed, then the alternator is
not producing current, or there is a short in the
circuit.
2. Oil Pressure, Coolant Temperature and Fuel
Gauges:
The oil pressure, coolant temperature and fuel
level gauge all operate similarly in that one side
of each gauge is tied to the ignition switch, while
the other side is connected to the respective
sensing sender unit.
The oil pressure sending unit mounts on the
engine oil gallery, the coolant temperature
sending unit is located in the cylinder head
coolant outlet passage, and the fuel level
sending unit is installed in the fuel tank
assembly. The rheostat sensor in the sending
unit allows more electrical current to flow
through the respective gauge deflection coil as
the oil pressure increases, the engine coolant
becomes warm, or as the fuel tank is being
filled.
Figure 9-1. Instrument Panel (Power Shift) (Typical)
M-146-1
2-35
These gauges provide quick response, direct
read-out dial indications of engine system
conditions during engine operation. If any of the
units become inoperative, check the wiring
circuit, or determine whether the gauge or the
sending unit is defective by replacing with one
which is known to be good.
CAUTION
Do not attempt to repair gauges or
sending units, but always replace
defective item whenever necessary.
TM 10-3930-644-14&P
Turning the switch to the "START" position,
(which has a spring-loaded return causes
current to flow to the starter solenoid switch to
actuate the starter motor. As soon as the
engine starts and the ignition key is released it
will automatically return to the "ON" position.
The engine will continue to run ii this position
until the ignition switch is turned to the "OFF"
position.
The current type ignition switch has a built in
interlock.
Whenever the switch is in "ON"
position, it must be returned to "OFF" position
before it can be turned to "START" position.
3. Engine Hour Meter:
The engine hour meter is a direct reading type.
The unit records up to 9999.9 hours and then
automatically returns to 0000.0. The four figures
are read directly to record hours, while the figure
on the right records 10ths. of an hour.
The engine hour meter starts recording when
the ignition switch is turned on. Meter will stop
recording when the ignition switch is turned off.
If the hour meter does not operate or runs
erratically, check wiring for poor terminal
connections, a loose joining connection, bare or
frayed wires. Repair or replace as is required.
Since the hour meter is a completely sealed unit,
it will have to be replaced if tests indicate the
meter is defective.
4. Ignition Switch:
The ignition switch closes the electrical circuit
between the ignition coil primary winding and the
battery. Accordingly, it has one battery terminal
lead, and one terminal lead to the ignition coil
primary post and the instrument gauges.
Since the ignition switch operates the starter
solenoid when turned to the extreme right, a
third terminal is used to run a lead to the starter
solenoid.
When the ignition switch is in the "OFF" position,
current is turned off between the ignition switch,
the ignition coil and the instrument gauges. With
the switch turned to the 'ON" position, current
can flow between the battery, the ignition coil
and the gauges.
The various ignition switch circuits can be
checked by removing wires from their respective
terminals and holding test lamp probes to each
terminal. If lamp fails to light, wire is defective
and should be repaired or replaced.
WARNING
This could be dangerous work.
Electrically it is always wisest to
disconnect the battery when any
troubleshooting or maintenance is
performed on the electrical system.
5. Fuses:
Fuse protection is wired into the horn and
instrument gauge circuits to prevent burning up
of this unit in case an electrical short circuit
develops . The gauges are protected by a 10
ampere fuse and the horn and horn relay circuit
is protected by a 10 ampere fuse. Both fuses
are located in clip retainers on a fuse block on
the right underside of the instrument panel. If
either the gauges or the horn fail to operate,
then the fusing should be checked first. If a fuse
is blown, it should be replaced with a fuse of
identical rating.
6. Instrument Panel:
The instrument panel can be removed from truck
and reinstalled by following the typical procedure
as outlined below.
NOTE
For safety purposes, the battery
should be disconnected to prevent
the possibility of electrical shock.
M-146-1
2-36
TM 10-3930-644-14&P
a. Removal
b. Installation
(1) Remove hardware, choke cable,
and harness clamps, then lift up:
panel
cannot
be
completely
removed from truck.
(1) Ensure
that
all
attaching
components are properly mounted,
secure and that associated wiring is
properly connected.
(2) The removal of any damaged or
effective component is apparent.
Most components are retained by
locknuts and washers. Removal of
any
damaged
or
defective
components can be accomplished
by removing the retained hardware.
When installing, always make
certain unit is securely mounted and
that all connections are tight.
(2) Ensure that side panel anchor
supports and lock pins are all
properly aligned and that instrument
panel is securely retained.
NOTE
Due to styling and model changes,
subtle differences may exist in the
Instrument panel mounting hardware.
Removal and installation procedures
will
generally
follow
these
instructions and any variations will
be obvious.
(3) On ACC model trucks connect fuel
gauge sender lead at connector
behind left side of instrument panel.
(4) Reconnect battery cables and make
sure posts and cable terminals are
secure and corrosion free. Make
certain that positive battery cable is
attached to positive post and that
negative cable goes to the negative
post.
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MEMO
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TOPIC 1. COOLING SYSTEM
A. DESCRIPTION
The cooling system consists of the following component
parts: the radiator, water pump and thermostat, the
cooling fan and fan belt, the water passages in the
cylinder block and head, and the necessary hoses and
lines to complete the system.
The purpose of the cooling system is to carry off the
excess heat from the engine, and to hold the engine at
an efficient operating temperature. This is performed in
the following manner:
The centrifugal water pump, which is driven by a "V" belt
from the fan drive pulley, pulls the coolant from the
bottom of the radiator and circulates it through the water
passages in the engine block and cylinder head. The
coolant then passes from the cylinder head of the engine
through the thermostat and the upper radiator hose to
the upper part of the radiator. The coolant then passes
from the top to the bottom of the radiator and is cooled
by the air flow pushed through the radiator core by the
cooling fan.
If the temperature of the coolant is less than 180°F, the
thermostat remains closed and the coolant is bypassed
back to the pump and is recirculated through the engine
without passing through the radiator. When the coolant
temperature exceeds 180°F, then the thermostat begins
to open and permits the coolant to flow into the radiator
where it is cooled by the belt-driven cooling fan. At
approximately 200°F, the thermostat will be completely
open and the coolant will flow at the maximum rate
through the radiator until the average temperature has
been reduced and the thermostat closes.
B. GENERAL MAINTENANCE
Proper cooling system maintenance
observance of the following procedures:
requires
the
1. Coolant: Keep sufficient cooling liquid in the
system, but do not overfill. A basic coolant is
fresh, clean, soft water to which is added a 2%
solution of rust preventive soluble oil.
At
temperatures below 320°F, the cooling system
should be protected from freezing by adding a
sufficient quantity of a permanent type (glycol
base) anti-freeze solution.
2. Cleaning: Drain, flush and refill the system
whenever an inspection reveals an accumulation
of rust or scale deposits. Always clean the
cooling system seasonally, as well as before
and after using anti-freeze solutions.
Figure 1-1. Coolant Flow Diagram (Typical)
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3. Overheating: If the engine overheats from lack
of coolant, do not add fresh coolant immediately.
Wait until the boiling has ceased and the engine
has cooled down. Then add coolant slowly, with
the engine running. If a cold coolant is poured
into the system when the engine is hot, the
sudden temperature change may damage the
radiator, cylinder block or cylinder head.
4. Protection:
Keep cylinder head capscrews,
water pump capscrews, hose clamps and all
fitting connections tight.
All leaks must be
corrected as soon as they are evident. Inspect
hoses carefully and replace if they are
deteriorated.
5. Fan Belt: It is very important to occasionally
inspect the fan belt, making certain that no oil or
grease is accumulating on it and that the fan belt
tension is kept in correct adjustment. Replace a
badly worn, burned, oil or grease soaked belt.
Be sure correct type of belt is used.
6. Thermostat:
Maintaining the correct engine
temperature depends mainly on the proper
function of the thermostat. If the engine
temperature remains consistently below normal,
the thermostat should be removed and
inspected.
If corroded or stuck, a new
thermostat must be installed.
CAUTION
Do not operate engine without
thermostat installed! On Teledyne
Continental engines the thermostat
forms an important function in
achieving
proper
coolant
flow
through the radiator.
The engine
should never be operated without a
thermostat installed, as severe
overheating and serious engine
damage can result.
C. SERVICE
1. Summer: in warm weather keep the cooling
system filled with clean, soft water or rain water.
If permanent antifreeze is not available and hard
water is used, the hard water should first be
treated with a water softener. Eight ounces of a
reliable commercial rust Inhibitor (soluble oil)
should be added to the coolant during warm
weather operation.
2. Winter: in winter weather use a nonevaporating
ethylene glycol base antifreeze solution in the
cooling system to protect against damage from
freezing.
After the cooling system has been thoroughly
cleaned and inspected, determine the quantity of
anti-freeze required for the lowest anticipated
temperature by referring to the protection chart
furnished by the manufacturer. Add this quantity
to the radiator.
Then fill complete cooling
system; but do not overfill. Run the engine to
thoroughly mix the water and the anti-freeze,
and to allow the coolant to reach operating
temperature. Finally, test the coolant with an
ethylene glycol hydrometer to make sure it will
withstand
the
prevailing
or
anticipated
temperature.
See chart below for correct
solution.
CAUTION
Never mix anti-freeze com pounds or
inhibitors
with
any
cleaning
neutralizing, or flushing compounds.
Temperature Range Parts Glycol
32° to 10°F
1
+10° to -10°F
2
-10° to -30°F
1
to
Parts
4
5
1
Water
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TOPIC 2. RADIATOR
A. DESCRIPTION
The radiator (Figure 2-1) is of the fin and tube type and
is vertically supported by angle bracing to the truck
frame. The front of the radiator is protected from
structural damage by a heavy grille mounted in the
counterweight. An overflow tube is connected to the
filler neck and leads to the bottom of the radiator.
B. REMOVAL
When it becomes necessary to remove the radiator for
service, the following procedure is recommended:
1. Remove the side panels and raise the operator's
seat.
2. Remove the radiator cap, open the drain cocks
located underneath the alternator (Figure 2-2)
and in radiator outlet elbow to drain the cooling
system.
CAUTION
When removing the filler cap, rotate
the
cap
counterclockwise
very
slowly; if hissing of vapor is
encountered, tighten cap immediately
and wait for system to cool
sufficiently to allow removal of cap.
CAUTION
Never pour cold-water or cold antifreeze into the radiator of an
OVERHEATED ENGINE. Allow the
engine to cool and avoid the danger
of cracking the cylinder head or
block. Keep engine running while
adding water.
3. Loosen the retaining hose clamps and remove
the inlet and outlet hoses from the top and
bottom of the radiator.
NOTE
An oil cooler is an integral part of the
bottom of the radiator to prevent
overheating of the transmission. The
oil cooler lines must be removed
prior to removing the radiator.
4. Remove securing capscrews and the radiator
grille from the back of the frame. Also remove
rear section of exhaust pipe and muffler (ACP
only).
Figure 2-1. Radiator Assembly
5. Remove the capscrews which hold the radiator
in position on the mounting bars located on the
frame inside the counterweight.
NOTE: A quantity of spacers may
have been used between the radiator
and the mounting bars.
These
spacers must be replaced exactly as
removed.
6 Slide the bottom of the radiator out of position.
After the filler neck of the radiator has cleared
the inside top of the counterweight, the radiator
can easily be removed.
NOTE
Refer to REPAIR MANUAL for proper
RADIATOR INSPECTION, TESTING
and REPAIR.
C. INSTALLATION
1. Slide radiator up into mounting position within
the counterweight, ensuring against any damage
to filler neck or cooling fins.
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2. If spacers were present between radiator
mounting flange and frame, be sure to replace in
their original locations.
Use spacers as
necessary to prevent fan from hitting radiator.
3. With radiator properly aligned, install two
capscrews through radiator mount to frame
support bars.
4. Install grille and secure grille and radiator with
two capscrews. Secure grille with two remaining
capscrews. Install muffler and tail pipe section r
(ACP only).
NOTE
The oil cooler lines will have to be
reinstalled.
5. Install upper and lower radiator hoses and
secure retaining clamps. If hoses are cracked or
cut, they must be replaced.
6. After radiator is installed, measure distance
between the leading edge of the fan blades and
the radiator core.
This dimension should be at least 7/8". Also
ensure that the cooling fan is properly centered
within the radiator shroud.
7. Close the cooling system drain cock located
below the alternator and at bottom of radiator
(Figures 2-1 and 2-2).
Fill system to
recommended capacity with coolant; replace
pressure cap and check for any leaks.
NOTE: Allow engine to reach normal
operating
temperature.
The
thermostat will then open and the
coolant will flow into the engine.
Coolant level must then be "toppedup."
8. Replace the side panels, and lower operator's
seat.
D. RADIATOR PRESSURE CAP
A seven-pound pressure cap (Figure 2-3) is installed on
the radiator filler neck. As long as there is pressure in
the cooling system, the temperature can be considerably
higher (over 220°F) than the boiling point of the solution
in the radiator at atmospheric pressure without causing
the solution to boil. Removal of the radiator cap while
the engine is hot and the pressure is high will cause the
solution to boil instantaneously and possibly with
explosive force, spewing the coolant over the engine and
the person removing the cap. There is also the
possibility of causing serious burns.
Pressure caps should be checked at least once a
year and care should always be taken in filling
radiators that no damage is done to the pressure
cap seat in the radiator filler neck.
CAUTION
When removing the filler cap, rotate
cap counterclockwise very slowly; if
hissing of vapor is encountered,
tighten cap immediately and wait for
system to cool sufficiently to allow
removal of cap.
After pressure in the system has been relieved, turn cap
counterclockwise and remove.
Turn cap clockwise when installing.
tight seal to prevent any leakage.
Figure 2-2. Water Drain NOTE
Cap must form a
Figure 2-3. Pressure Cap, Section View
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TOPIC 3. WATER PUMP
A. DESCRIPTION
Liquid coolant is circulated through the engine and the
radiator by a centrifugal water pump. The pump is
enclosed in a sealed, cast metal housing and is flange
mounted to the front of the cylinder block. The pump
impeller is pressed on one end of the pump steel shaft
and the fan mounting hub is pressed on the other end.
The shaft is supported at the drive end by a sealed,
double row ball bearing, and is prevented from moving
endwise by a shoulder in the pump housing and a snap
ring on the outside.
The construction of the water pump is conducive to long
life with minimum attention if clean coolant is used in the
system. Water containing scale forming elements is
especially harmful to the pump parts due to corrosion.
The water pump requires no attention other than bearing
replacement when bearings show excessive looseness,
or if a water leak develops, which shows a damaged or
badly worn seal that needs replacement.
B. REMOVAL
When it becomes necessary to remove the water pump
for service or replacement, the following removal
procedure is recommended (Figure 3-1)
1. Open water drain (Figure 2-2).
2. Disconnect by-pass hose and pump inlet hose.
3. Remove fan by taking out four capscrews.
4. Loosen generator so that fan belt can be
slacked off enough to slide over pulley.
5. Remove nuts and lockwashers holding the pump
body to the front of the block and remove the
pump assembly.
NOTE
Refer to REPAIR MANUAL for WATER
PUMP DISASSEMBLY INSPECTION,
REPAIR and REASSEMBLY.
C. INSTALLATION
1. Clean the gasket mounting surfaces on water
pump flange and on cylinder block and install
new gasket. Use approved sealing compound
as required.
Figure 3-1. Removing Water Pump
2. Mount and secure
mounting capscrews.
the
water
pump
with
3. Replace the coolant bypass hose and tighten
the clamps.
CAUTION
Do not overtighten clamps as this
could cause bypass hose to fracture
or split.
4. Replace the coolant inlet line at the water pump,
and secure with clamp.
5. Install the fan pulley, the fan blade and the
mounting capscrews.
Tighten capscrews
securely.
6. Properly align fan belt at fan drive pulley, fan
pulley and alternator pulley.
7. Force the alternator away from the engine with a
long-handled screwdriver or pry bar, until the fan
belt has approximately 1/2" to 3/4" deflection at
a point halfway between the fan pulley and the
alternator pulley, with about 10 lbs. applied
force. (Refer to Fan Belt Adjustment.) After
proper adjustment, secure alternator capscrews.
8. Close water drains.
9. Fill the cooling system to the recommended
capacity with proper coolant and replace radiator
pressure cap.
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10. Operate the engine until the normal operating
temperature has been reached, then check the
cooling system for any evidence of leaks.
Correct if necessary, and top-up coolant level.
11. Replace the engine side panels and lower the
operator's seat.
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TOPIC 4. THERMOSTAT
A. DESCRIPTION The thermostat is Installed in the
cooling system to regulate the temperature of the
coolant, and is located in the water outlet elbow.
Normally, when the coolant temperature is 180°F or less,
the thermostat is closed, preventing the coolant from
flowing through the radiator.
When the coolant
temperature rises above 180°F, the thermostat begins to
open, allowing the coolant to flow through the radiator
where the temperature is reduced through the cooling
effect of the fan.
6. Suspend
and
completely
immerse
the
thermostat in a container of clean water (Figure
4-1). Heat the water and stir with an accurate
thermometer to check the water temperature.
7. As the water temperature reaches 180°F,
observe the thermostat. If the valve does not
start to open at temperatures of 180°-200°F. or
if it opens well before the 180° point is reached
the thermostat should be replaced.
The thermostat should be fully open at 202°F; in this
manner, it acts as a temperature controlled valve that
regulates
the
coolant
temperature
within
its
characteristic limits.
The thermostat seldom needs replacement in service,
however, it should be checked when the cooling system
is cleaned. While removing the thermostat, check the
hose; if it shows signs of deterioration when flexed,
replace the hose. Also check the hose connected to the
bottom of the radiator, and if it shows signs of
deterioration, replace it.
CAUTION
D0 NOT RUN ENGINE WITHOUT A
THERMOSTAT!
B. REMOVAL
Figure 4-1. Testing Thermostat
1. Replace the thermostat if it sticks in an open or
closed position. If the engine overheats or does
not reach and maintain normal operating
temperature, the thermostat should be removed,
tested for proper operation, and replaced if
found defective.
2. Remove the engine side panels and raise the
operator's seat.
3.Partially drain the cooling system, then remove the
clamps from the top radiator hose and the
coolant by-pass hose or L.P.G. converter tube.
Pull these hoses off the water outlet elbow.
4. Remove two nuts and lockwashers, and lift the
outlet elbow off the cylinder head. Remove
adapter ring and thermostat from elbow.
Figure 4-2. Replacing Thermostat
5. Before testing thermostat, clean the bellows and
examine for rupture or distortion. If the valve
can be pulled or pushed off its seat with only a
slight effort when cold, or if valve does not seat
properly, the unit is defective and must be
replaced
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C. INSTALLATION
1. Clean all surfaces of the bypass line, and the
thermostat.
2. Inspect upper and lower radiator hoses for any
signs of deterioration. Replace if damaged.
3. Use
non-hardening
gasket
sealer
and
thoroughly cover all rubber hose connections.
4. Properly position thermostat in water outlet
elbow and install adapter ring.
5. Assemble new gasket to cylinder head, position
water outlet elbow on studs, and secure with two
nuts and lockwashers (Figure 4-2).
6. Install outlet hose and by-pass hose or L.P.G.
converter hose on outlet elbow and secure
clamps.
CAUTION
Thermostat must be installed exactly
as it was removed so that the
direction and heat of the coolant will
open it.
NOTE
When filling the cooling system, care
should be taken to keep the coolant
clean to prevent any clogging of the
cooling system or damage of the
water pump. Use only permanent
antifreeze in connection with the
180°° F. thermostats.
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TOPIC 5. FAN AND FAN BELT
A. DESCRIPTION
The cooling fan (Figure 5-1) pushes air through the
engine radiator and helps to cool the engine water as it
circulates from the top to the bottom of the radiator core.
B. SERVICE
1. Fan blades seldom require service; however,
bent blades will affect the balance of the fan and
this is detrimental to the water pump bearing. A
fan which is bent will not cool as efficiently as it
was originally designed to perform. In the event
of damage, the fan should be removed and the
blades restored to their original contour or
replaced by a new fan assembly.
2. Periodic replacement of the fan belt is a good
safeguard against a damaged radiator and
unnecessary shutdowns.
NOTE
Attempting to force the fan belt over
the pulley while it is under tension is
almost certain to cause damage to
the pulley or bearings.
Figure 5-1. Fan Blade, Belt and Pulley (Typical)
C. REMOVAL
D. INSTALLATION
Fan Blade:
Fan Blade:
1. Remove the radiator.
2. Loosen the alternator adjusting bracket
capscrew
and
the
alternator
mounting
capscrews and relieve the fan belt tension.
3. Remove the capscrews and lockwashers which
mount the fan on the fan pulley.
4. Repair or replace the cooling fan as required.
Fan Belt:
1. Loosen the alternator adjusting bracket
capscrew and alternator mounting capscrews
and relieve the fan belt tension.
2. Slide the fan belt from alternator pulley and
drive pulley. Remove fan belt from the
pulley by sliding it off over fan assembly.
careful not to damage radiator when sliding
belt past the fan blades.
fan
fan
Be
the
1. Replace the fan blade and lockwashers and
tighten with mounting capscrews.
2. Install fan belt and ensure that it is properly
installed across all pulleys, including fan pulley
prior to final tightening of fan blade capscrews.
3. Force the alternator away from the engine with a
long-handled screwdriver or pry bar, until the fan
belt has approximately 1/2" to 3/4" deflection at
a point half way between the fan pulley and the
alternator pulley with about 10 lbs. applied force
(Figure 5-2).
4. Tighten the alternator mounting capscrews and
the alternator adjusting bracket capscrew.
5. Replace radiator.
(Refer
INSTALLATION Section.)
to
RADIATOR
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Fan Belt:
1. Place replacement fan belt over fan blade and
onto fan pulley; then pull belt around fan drive
pulley and over alternator pulley.
2. Force the alternator away from the engine with a
long-handled screwdriver or pry bar, until the fan
belt has approximately 1/2" to 3/4" deflection at
a point half way between the fan pulley and the
alternator pulley with about 10 lbs. applied force
(Figure 5-2).
3. Tighten the alternator mounting capscrews and
the alternator adjusting bracket capscrew.
Figure 5-2. Fan Belt Adjustment
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TOPIC 1. TRANSMISSION
A. DESCRIPTION
TORQUE CONVERTER
The "Power-Shift" transmission consists of three major
components: The torque converter, la hydraulically
actuated clutch pack and a single speed, constant mesh
transmission. A single lever type shift control is mounted
on the steering column to control the direction of travel
through a control valve mounted on the transmission
housing.
The torque converter is composed of three members:
The impeller or driving member, the turbine or driven
member, and the stator or reaction member.
The
impeller forms the outer shell of the converter, and the
turbine and stator operate within the impeller but turn
free of the impeller. The impeller is mounted on the
engine flywheel and always turns at engine speed.
Power from the engine is delivered to the torque
converter which, in turn, drives a pump and clutch pack.
Housed in the clutch drum are two double faced clutch
plates which, when activated, move the truck forward or
reverse through splined hubs, transmitting power to the
gear train.
The torque converter is filled with oil and when the
impeller is rotated by the engine, the oil in the impeller
vanes also rotates; and, being subjected to centrifugal
force, causes the oil to flow outward. At the beginning,
the turbine is stationary, and there is no centrifugal force
on the oil in it. Therefore, the oil in the impeller, due to
its centrifugal force, enters the turbine near its outer
circumference and forces oil from the turbine back into
the impeller near its inner circumference. A circulation of
oil is set up, which continues as long as there is a
difference between the speeds of the impeller and the
turbine.
If the reverse clutch is activated, power is delivered to
the transmission through a hollow shaft which connects
the reverse gear and reverse clutch. If the forward
clutch is actuated, power is delivered to the transmission
through a solid shaft, which rotates inside the hollow
reverse shaft, connecting the forward gear and forward
clutch.
Figure 1-1. Power Shift Torque Converter Drive
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Figure 1-2. Power Shift - Hydraulic Schematic
In normal Lift Truck operation the turbine turns at a
slower speed than the Impeller an since both are the
same dimension, the centrifugal force on the oil in the
impeller is always greater than that of the oil in the
turbine. It is this difference plus the pressurized oil from
the pump which causes the oil to circulate in and through
the converter.
From the above it can be seen that the oil in the
converter has a dual motion. It travels with the impeller
and the turbine around the outer circumference of the
converter and it also flows around the inner
circumference or central core of the converter. As a
result of these motions the oil carries a certain amount of
kinetic energy. The velocity of the oil in the converter
increases as the oil passes through the impeller to the
turbine and decreases as it passes through the turbine
back to the impeller.
Since the velocity increases in the impeller, its kinetic
energy increases and this gain in kinetic energy can
come only from the impeller. That is to say, when
increasing the velocity of oil in its vanes, the impeller
encounters a resistance, and it takes power (from the
engine) to keep the impeller running against this
resistance. In the turbine the oil is slowed down and
presses forward against the vanes, and when the turbine
is moving under this force, power to drive the truck is
produced. Thus, all the oil passing through the impeller
picks up energy and gives it to the turbine. Up to this
point operation is the same as a fluid coupling and there
is no torque multiplication.
To transmit velocity to the oil at the inner circumference
of the converter, a third member, the stator, is added to
the fluid coupling, between the impeller and the turbine.
It is here that the fluid coupling becomes a torque
converter. With the impeller rotating and the turbine
stalled, the oil is driven through the curved blades of the
turbine.
The curved blades redirect the oil in the
opposite direction from which it was received. As the oil
leaves the turbine blades, it strikes the stator blades
causing a reaction which produces torque multiplication.
The stator directs the oil back to the impeller where any
remaining kinetic energy combines with the kinetic
energy of the impeller oil,
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producing additional torque multiplication. When the
output torque becomes high enough, the turbine starts to
turn and the truck will move. As the turbine speeds up
and its speed approaches the impeller speed, there is no
longer any reaction on the stator and it starts to turn with
the turbine. At this point the unit becomes a fluid
coupling since there is no longer any torque
multiplication.
the regulator valve to a position where main line oil is fed
to converter circuits. Feeding mainline oil into the
converter circuit lowers line pressure and permits the
spring force to balance the force from the oil on the end
of the regulator valve, thus regulating line pressure. Oil
from the regulator valve is fed through an external tube
to bypass converter feed orifice to provide greater oil
flow through converter and cooler circuit.
POWER SHIFT HYDRAULIC SYSTEM:
Inching Valve
The transmission hydraulic system consists of the torque
converter, a hydraulic pump, the control valve and the
clutch pack.
The inching valve, when the inching valve plunger is in,
will regulate the clutch maximum pressure, determined
by the spring or springs used in this location.
Depressing the inching pedal permits the plunger to
move away from the spring, decreasing spring's effect
on the inching valve to lower clutch pressure. Clutch
pressure can be varied from 0 to maximum pressure
obtainable from the spring combination in the valve body
assembly. Clutch pressure regulated by the inching
valve is less than the pressure regulated by the regulator
valve. Pressure recommendations for your particular
model should be obtained from the equipment
manufacturer.
Control Valve
The control valve is mounted on the transmission
housing and forms the top closure of the gear case.
Machined porting plates are attached to the bottom of
the valve to eliminate external piping. Passages in the
plates align with passages drilled or cast into the
transmission housing.
Clutch Pack
Clutch Supply Valve
The clutch pack consists of a drum, a forward and a
reverse clutch, and pistons and cylinders. The clutches
are engaged by oil pressure applied behind the clutch
pistons, which causes engagement within the drum.
Oil Pump
The gear type oil Pump provides hydraulic pressure for
the converter and the clutch pack. It is directly driven
from the input side of the converter. Since the converter
mounted on the flywheel, the pump is in operation
whenever the engine is running. This means that there
is hydraulic pressure even with the engine idling.
Hydraulic oil enters the pump through the intake screen
and case passages. Oil leaving the pump is directed
through case and adapter passages to all open valve
body passages and through an orifice to convertor. The
orifice acts to drop pressure of the oil entering the
converter. Oil leaving the converter is fed through cooler
and cooler bypass valve. The bypass valve remains
closed unless the pressure exceeds the valve opening
limits. Oil returning from the cooler is directed to clutch
cooling and lube circuit.
Pressure Regulator Valve
Oil from the pump, after filling all open circuits, begins
increasing in pressure and continues to increase until
the force from the oil on the end of the pressure
regulator valve overcomes the spring force and moves
Line pressure on the end of clutch supply valve moves
valve against spring force and permits oil to feed from
the inching valve to manual valve. The high and low
gear cam operated valve can exhaust oil from the end of
the clutch supply valve faster than it can be replaced
through the feed orifice. Therefore, the spring force
returns the valve to the blocking position. In the blocking
position, neither clutch can be fed and both clutches are
exhausted at the clutch supply valve, thus causing A
neutral condition to exist in the transmission.
NOTE
Latest Allis-Chalmers models have
eliminated the seat dump valve in
favor of a mechanical system which
returns the selector valve to neutral.
As a result of this the external control
passage of the clutch supply valve is
plugged and there is no way to bleed
pressure from the pilot section of the
valve.
The valve will shift into
operating position when the engine
starts, and will stay in that position
as long as the engine is running. The
valve no longer provides a useful
function and is retained as part of the
control valve for purposes of
standardization with the two speed
transmission.
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Selector Valve
Forward (F) position permits oil to flow to the forward
clutch and exhaust reverse clutch. Neutral (N) position
permits the selector valve to block oil at the valve and
exhaust both clutches. Reverse (R) position permits oil
to flow to reverse clutch and exhaust forward clutch.
this check.
Add automatic transmission fluid, if
necessary, to bring the oil level up to the FULL mark on
the dipstick. When so noted (every 1000 hours of
operation), the transmission sump should be drained
and refilled with new oil.
CAUTION
DO NOT OVERFILL TRANSMISSION.
Converter Regulator Valve
Oil fed to converter from pressure regulator valve is
directed to end of converter regulator valve. Any time
force from oil on the end of the valve exceeds spring
force, the valve opens to feed oil to lube and clutch
cooling circuit.
Clutch Orifice and Flyball
Clutch cylinders or pistons are provided with either bleed
holes or bleed holes and ball dump valve. These are
provided to exhaust oil from the clutch cylinder and
assure clutch release. Centrifugal force could cause
pressure buildup within the clutch cylinder if bleeds were
not provided. The flyball bleed provides fast release and
permits higher apply pressure.
No specific time intervals are given, but the shift control
adjustment should be checked on occasion.
The transmission operating pressures should be
checked whenever the unit is not operating efficiently or
after any internal parts have been replaced. Make
certain the oil cooler lines are tight. Refer to CHECKOUT PROCEDURES (TOPIC 2).
Check and adjust the shifting mechanism if necessary.
Refer to TOPIC 3.
Refer to TOPIC 4 for transmission oil cooler checks and
procedures.
To service the oil filter refer to TOPIC 5. Change oil filter
every 200 hours.
B. SERVICE
At the truck lubrication period, open the trap door in the
floor plate and check the oil level of the transmission
sump by use of the dipstick. Engine must be running for
At periodic inspections, make sure all mounting
capscrews are tight. Make certain no oil is leaking past
the output shaft and that the universal joints are tight.
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TM 10-3930-644-14&P
TOPIC 2. POWER SHIFT TRANSMISSION CHECK-OUT PROCEDURES
NOTE
The transmission oil level must be at
the dipstick "FULL" level before
performing the following checks. All
the checks are made with the
transmission oil temperature at 120
130°° F.
Temperatures below 120
130°° F will give a reading higher than
specified for the individual check.
A.
PUMP, TORQUE CONVERTER AND CLUTCH
PRESSURES
1. Operate transmission until the transmission oil
temperature rises to 120 130°F. The required
transmission oil temperature can be reached in
a short period of time by operating the
transmission with the torque converter stalled. A
metal thermometer placed in the oil level dipstick
hole can be used to measure the oil
temperature.
2. Raise the front of the lift truck until both drive
wheels clear the floor, then block into position.
Engine Speed (RPM)
600 RPM
2000 RPM
3. Mount a pressure gauge (0 300 p.s.i.) in the
appropriate pressure tap port for each check.
(See Figure 2-1).
4. Attach a tachometer to record the engine speed
(RPM). All checks are to be run at the specified
engine speed.
5. With the parking brake released, position the
transmission in forward and accelerate engine to
the specified engine speed. Drive wheel brakes
must not drag.
NOTE
Check pressures at
speeds.
both
engine
6. Check pressure gauge reading. All readings
must be a steady value within the pressure
range indicated for each pressure check.
Pressure Specifications for Power Shift (single speed)
Lift Trucks.
Pump
Converter
Pressure (p.s.i.)
Pressure (p.s.i.)
(see Figure 2-1)
(see Figure 2-1)
40 min. - 110 max.
20 min. - 95 max.
115 min. - 140 max.
75 min. - 115 max.
*Check clutch pressure with transmission in forward and reverse.
Clutch
Pressure (p.s.i.)*
(see Figure 2-1)
35 min. - 105 max.
95 min. - 130 max.
Figure 2-1. Pressure Tap Locations
M-171-1
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TM 10-3930-644-14&P
B. INCHING PEDAL
(10" free length) so that it measures 11" to
11.25" in the retracted position.
The inching pedal, operated by the left foot, allows slow,
creeping maneuvers with full engine speed available for
lifting purposes.
The more the inching pedal is
depressed, the slower will be the truck movement. Full
depression of the inching pedal will result in a full stop
condition.
If the truck does not come to a full stop when the inching
pedal is down, or if the truck does not move smoothly
forward with the pedal released, the inching pedal
assembly must be adjusted.
4. Adjust the inching pedal stop until the inching
valve spool bottoms and the bumper spring is
compressed .062" to .0125".
5. Install 0 - 300 psi pressure gauge in reverse
clutch pressure port.
6. Raise the front end of the truck and block into
position with the front wheels off the floor.
7. Engage parking (hand) brake.
NOTE
Check inching pedal adjustment after
every 500 hours of operation.
ADJUSTMENT
1. Remove floor and toe plates.
2. Check brake pedal adjustment and assure it is
fully retracted against stop.
8. Depress the brake pedal until brake shoes
contact drum. This will occur when resistance is
felt. Use a wedge between the brake stop and
pedal to hold it at this position.
9. Start engine. With engine at low idle (500 600
rpm) place transmission control lever in R
(reverse). Depress inching pedal until pressure
gauge reads 6 10 psi. Adjust setscrew to make
contact with brake pedal lug at this point.
3. Adjust inching pedal return spring (Figure 2-2)
10. Disengage parking brake.
Figure 2-2. Inching Pedal Assembly
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TM 10-3930-644-14&P
11. Pressure gauge should indicate at least 95 psi at
2000 RPM with transmission in R (reverse)
position.
13. Remove gauge and install plug in transmission
control valve.
14. Install floor and toe plates.
12. Shutoff engine.
M-171-1
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TM 10-3930-644-14&P
TOPIC 3. SHIFTING MECHANISM
The shifting mechanism, located on the steering column
shaft, is made up of many parts (Figure 3-1), the primary
purpose of which, is to provide a simple means of
selecting the desired direction of travel.
There are three positive, detented positions associated
with the shifting lever; forward, neutral and reverse. The
shifting lever is connected to the control valve assembly
on the transmission through a shifting rod and
associated linkage. Depending on the position of the
shifting lever, (other than neutral) the control valve will
respond by pressuring the forward or reverse pistons in
the clutch pack assembly.
NOTE
The engine cannot be started unless
the FORWARD-REVERSE lever is in
its NEUTRAL position due to a safety
switch integral to the shifting
mechanism.
A. REMOVAL
1. Remove floor and toe plates.
2. Remove shroud.
3. Remove cotter pin and washer from shift rod
and remove rod from shift lever. Unless service
of the shift rod is necessary, do not disconnect
shift rod from transmission. If necessary to
remove rod, refer to RETURN TO NEUTRAL
MECHANISM below.
4. Remove hardware from flanged bearing.
Loosen setscrew on collar. Lower selector lever
out of upper column bracket and remove from
truck.
5. Remove capscrews holding upper clamp to
bracket. Remove clamp.
6. Remove capscrews securing upper column
bracket to front bracket and remove upper
column bracket.
7. If it becomes necessary to remove the shift lever
proceed as follows:
a. Mark the position of the shift lever.
b. Loosen clamp screw at shift lever.
c. Slide shift lever, flanged bearing and collar
off bottom of shaft.
Figure 3-1. Forward-Reverse Lever Assembly
2-56
Figure 3-2. Shift Lever Dimension
TM 10-3930-644-14&P
8. Inspect all mechanical parts for wear or damage
and repair or replace as necessary.
B. INSTALLATION
1. If shift lever was removed, slide collar on shaft.
Install flanged bearing on shaft with flanged end
down. Install shift lever on shaft and position it
at location previously marked.
C. ADJUSTMENT - SHIFT SELECTOR
If the truck does not shift into reverse, neutral and
forward smoothly and completely, the shift selector
assembly should be adjusted according to the following
procedure.
1. With-the engine off, remove floor and toe plates.
2. Using shift selector on shaft, shift into neutral.
2. If the location was not marked, position lever so
that it points in direction opposite to the shift
selector handle and adjust to the dimension
indicated in Figure 3-2.
3. In neutral position the shift lever should be
perpendicular to a line drawn between the ends
of the shift rod.
3. For ACC 35-55 trucks the "A" dimension (Figure
3-2) is 29.06". For ACP 40-50 trucks the "A"
dimension is 30.12".
4. If it is not perpendicular, adjust the length of the
shift rod (using threaded end and yoke) until the
proper relationship is established.
4. Install upper column bracket on front bracket
and secure with capscrews. Install clamp on
bracket.
5. Install selector lever and shaft through lower and
upper mounting brackets.
Position flanged
bearing on lower bracket and secure with
capscrews. Slide collar down to flanged bearing
and tighten setscrew.
CAUTION
Be sure threaded end of shift rod
does not protrude through yoke and
out the other side of yoke. If it does,
selector valve movement will be
restricted.
6. Connect shift rod to shift lever and secure with
washer and cotter pin.
7. Ensure that all mechanical connections have
been made and that all connections are properly
secured.
8. Start the lift truck engine.
9. Operate the shift control lever and check
alignment of the installation. If shifting is difficult
stop the engine.
10. If binding is noticed, recheck alignment of upper
bracket to shift selector shaft.
11. Check shift
below).
rod
adjustment
(Paragraph
C
12. When smooth shifting is assured, install shroud
and floor and toe plates.
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TM 10-3930-644-14&P
TOPIC 4. OIL COOLER
An oil cooler is installed in the Power-Shift transmission
system to control the temperature of the oil. The cooler
unit is located in the bottom tank of the radiator. If oil
appears in the engine coolant, it indicates a leak has
developed in the oil cooler. Cooler must be repaired or
replaced immediately. See Figure 4-1.
NOTE
Refer to COOLING SYSTEM for
RADIATOR REMOVAL, REPAIR and
REPLACEMENT.
Figure 4-1. Oil Cooler Location
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TM 10-3930-644-14&P
TOPIC 5. OIL FILTER
A. DESCRIPTION
An oil filter is installed as standard equipment in all
Power-Shift transmissions. The purpose of the filter is to
eliminate harmful contaminants from the oil and to
increase the service life of the transmission. The filter is
installed in the return line between the oil cooler and the
transmission. It is the throw-away, replaceable type and
it is recommended that it be changed every 200 hours.
Changing the filter at the prescribed interval will help
keep the transmission free of contaminants.
B. SERVICE
1. Operate the transmission until the oil
temperature reaches the normal operating point.
(About 10 15 minutes.)
2. Gain access to the oil filter by raising the seat
deck and removing the side panel.
3. Using an oil filter removing tool, unscrew the
filter (refer to Figure 5-1) and discard.
4. Clean all oil and sediment from the filter base.
Be sure all traces of lint are removed if a rag is
used to clean parts.
5. Apply a light coat of oil to the rubber gasket on
the filter. Screw replacement filter onto filter
base and hand tighten only.
CAUTION
Do not use the removing tool to
replace the oil filter.
6. If oil has been drained, replace with automatic
transmission fluid (Type "A", Suffix "A") to the
FULL mark on the dipstick.
7. Start the engine, set the parking brake, and run
for about 5 minutes. With engine running and
transmission in neutral (N), check the
transmission oil level with the dipstick.
CAUTION
Be sure the parking brake is set.
Figure 5-1. Throw-Away Filter (Typical)
8. If oil level is below the FULL mark, add
automatic transmission fluid (Type "A", Suffix
"A") until oil reaches FULL mark on oil dipstick,
(about one quart for oil filter).
CAUTION
Do not overfill the transmission.
Overfilling can cause damage to the
transmission seals.
9. After filling transmission with oil, check for oil
leakage around the gasket area and hoses.
Correct any leaks found.
10. Install side panel and lower seat deck.
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MEMO
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TM 10-3930-644-14&P
TOPIC 1. UNIVERSAL JOINT
A. GENERAL
C. 500 HOUR SERVICE
The purpose of the universal Joint assembly is to
transfer the transmission output power to the drive
wheels of the truck. The universal joint assembly is the
heavy duty industrial type which consists of a drive shaft
or center plate, two cross assemblies, a transmission
output flange, and the necessary hardware.
Lubricate universal joint bearings with specified grease
by means of grease fittings in the cross assemblies.
B. 100 HOUR INSPECTION
As a preventive maintenance check, it is recommended
that the torque of the universal joint capscrews be
checked periodically. The mounting capscrews (Fig 1-1
or 1-2) that secure the cross assemblies together, and
the joint attaching capscrews, must be tightened to
specified torque of 25-30 lb-ft DRY THREADS, or 20-24
lb-ft LUBRICATED THREADS.
NOTE
The universal joint, on some units, is
not equipped with grease fittings; it
must be disassembled before the
bearings in the cross assembly can
be packed properly with specified
grease.
D. REMOVAL
1. Raise and securely block the lift truck to gain
access to the universal joint assembly.
Figure 1-1. Universal Joint Assembly (Typical)
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TM 10-3930-644-14&P
2. At the transmission end of the assembly,
remove the capscrews that attach the cross
assembly to the output flange.
3. At the differential end of the assembly, remove
the capscrews that attach the cross assembly to
the differential carrier flange.
4. Remove the entire universal joint assembly from
the lift truck.
E. INSTALLATION
1. Position the differential end of the universal joint
so the holes in the cross assembly align with the
holes in the differential carrier flange. Insert
capscrews and tighten them to specified torque
2-62
of 25-30 lb-ft DRY THREADS, or 20-24 lb-ft
LUBRICATED THREADS.
2. Position transmission end of universal joint so
holes in cross assembly align with holes in
output flange. Insert capscrews and tighten
them to specified torque of 25-30 lb-ft DRY
THREADS, or 20-24 lb-ft LUBRICATED
THREADS.
NOTE
Make certain ALL CAPSCREWS are
tightened to SPECIFIED TORQUE.
3. Remove blocks supporting the lift truck and
lower the truck to the floor.
TM 10-3930-644-14&P
DRIVE AXLE
TOPIC 1. DRIVE AXLE
A. DESCRIPTION
the axle shafts serve only to drive the wheels.
The drive unit is a double reduction, internal gear drive
within wheel, and a spiral bevel in axle housing. The
drive wheels are mounted on an axle housing spindle by
two opposed tapered roller bearings, locked in correct
adjustment by a washer, a castellated nut and cotter pin.
The weight of the truck is carried by the axle housing,
and through the wheels (See Figure 1); therefore, the
The differential is of the bevel gear and pinion type with
the final drive reduction through the axle shafts
(jackshaft) and bull gears (Figure 2), setting each drive
wheel into motion. In order to hold the differential
assembly rigidly in place in the housing, it is mounted on
two studs and then held firmly in position by self-locking
cap screws.
The axle shafts (jackshaft) are splined to the differential
side gears at one end and mesh with the bull gear in the
drive wheel at the opposite end. The axle shaft teeth are
crown-shaved to ensure proper meshing with the bull
gear. The axle shafts rotate at the drive wheel end in
two opposed tapered roller bearings, which are locked in
place on the shafts by a sleeve type nut and spider lock
ring. The assembly is locked in position in the axle
housing by a bearing cap and capscrews.
The bull gear is correctly located in the drive wheel by
roll pins and is bolted into the wheel from the outside so
that tightness can be checked periodically without the
necessity of removing the wheel.
Figure 1. Drive Axle Assembly (Typical)
Figure 2. Drive Unit Components (Typical)
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TM 10-3930-644-14&P
B. DRIVE UNIT SERVICE
Jackshafts and bearings, bull gears and wheel bearings
should be inspected and serviced at periodic intervals.
All parts should be checked for any possible damage or
excessive wear. The level of the oil in the differential
housing should be checked, and also changed when
specified.
NOTE
For service instructions on the drive
unit assembly, refer to DRIVE UNIT
DISASSEMBLY.
The housing breathers should be kept clean and open to
prevent any pressure from building up in the unit.
NOTE
Refer to the LUBRICATION AND
SERVICE
GUIDE
for
specific
instructions regarding lubrication of
the drive unit.
The drive unit can
desired. It will be
assembly min order
following procedure
removal:
be removed as an assembly, if
necessary to remove the mast
to remove the drive unit. The
is recommended for drive unit
1. Removal
a. After the mast has been removed (see
LAST REMOVAL), disconnect the main
hydraulic brake line at the junction block
located on the differential housing.
Disconnect the hydraulic lines, the
leakage return line, or any other lines
which are attached to the drive unit
housing.
b. Disconnect the emergency brake cable by
removing the clevis pin from the parking
brake actuating lever.
c. Disconnect the universal joint (see UJOINTS), leaving slip joint in the
transmission.
d. See Figure 3 and attach hoist chain hooks
in the tilt cylinder holes in the front plate.
Pull chain snug to take the weight of the
truck off drive axle.
e. Remove all mounting bolts and capscrews
from mounting pads.
f. Raise the truck away from the drive unit
and remove drive unit from under the truck
frame. It may be necessary to apply
pressure at the mounting pads in order to
free the drive unit from the truck, because
of the tight fit of the dowel pins in the
mounting pads.
2-64
Figure 3. Drive Unit Removal
2. Installation
a. To replace the drive unit assembly, carefully
raise the truck body high enough with hoisting
chain to position drive unit under front end at
dowel pin location.
b. Lower truck frame until it is securely supported
at the mounting pads and insert all mounting
bolts and capscrews previously removed.
c. Connect universal joint and ensure that drive
shaft coupling is properly aligned. (Refer to
TRANSMISSION
for
proper
alignment
procedure.)
d. Connect the emergency brake cable by
replacing the clevis pin at actuating level.
e. Securely tighten all mounting hardware and
hose connections and bleed the hydraulic brake
system. (Refer to HYDRAULIC BRAKE Section
for proper procedure.)
f. Replace the mast assembly. (Refer to MAST
ASSEMBLY Section.)
TM 10-3930-644-14&P
Figure 4. Drive Wheel Assembly
C. DRIVE UNIT DISASSEMBLY
The following operations may be performed without
removing the drive unit from the truck.
1. Drive Wheel Removal
The wheel assembly consists of the wheel, tire,
brake drum, wheel bearings and the bull gear.
(Figure 4.)
To remove the wheel:
a. Raise the truck sufficiently so that the
drive wheel clears the floor. This may be
cone by tilting the mast to its full backward
position and inserting a block under the
mast assembly, then tilting mast to its
vertical position. (See Figure 5.)
b. Remove capscrews, lockwashers and hub
cap. Remove cotter pin, washer
Figure 6. Removing Drive Wheel
and retaining nut.
The outer wheel
bearing can now be removed.
c. After the outer wheel bearing has been
removed, the wheel can be removed.
(See Figure 6.)
CAUTION
When removing wheel, exercise care
so that no carnage to the drum or
brake shoes occurs.
d. After the drive wheel has been removed,
the inner wheel bearing and the grease
shield can be removed.
2. Inspection - Service
Using a solvent, wash all grease from the
bearings and bearing surfaces. Inspect for worn
or damaged parts and replace where necessary.
a. Replacing Bearing Cups
(1) Recesses are provided on the inner hub of
the dram; insert a brass drift at these
points, tap lightly with a hammer and
remove cup.
(2) When replacing bearing cups, set in hub
with caper to the outside of the wheel.
Using a brass drift, tap evenly around
ache edge of the cup, exercising care so
that the cup will not bind (bearing press
can also be used for installation).
NOTE
Bearing cup should be a press fit.
Figure 5. Removing Wheel Bearing
2-65
TM 10-3930-644-14&P
(6) To reinstall the bull gear, align the spiral pin
holes and the pins, and tap until the gear is
started into the wheel.
Install capscrews
originally removed and continue gear installation
by tightening capscrews and tapping the bull
gear at the same time.
(7) To ensure that the bull gear is seated correctly
in the wheel bore, try to insert a .003" feeler
gauge between the gear and the shoulder.
When the gear is properly seated, the feeler
gauge will not enter at any paint.
c. Replacing Solid or Cushion Tire
Figure 7. Bull Gear Removed
b. Replacing Bull Gears.
(1) Remove the three capscrews which bolt the bull
gear to the inner side of the wheel.
(2) Turn the wheel over and using standard,
hardened capscrews with three inches of thread,
insert in the holes provided in the bull gear.
(Figure 7.)
(3) Tighten the capscrews evenly until the bull gear
is removed from the wheel bore.
(4) Inspect the bull gear for any broken or worn
teeth or cracks in the ring. Replace if damaged.
(5) To prevent any damage to the bull gear when
installing the spiral pins, the edge of the outer
coil should lie on the bolt circle diameter as
shown in Figure 8.
The wheels used or all cushion tire lift trucks are
machined from a casting. Any misalignment of
the wheel and tire, while pressing the wheel into
the tire, can cause possible damage to the
wheel. Because of this, a chamfer has been
provided on the outside edge of the wheel and
on either end of the metal insert located on the
inside diameter of the tire. The chamfers help
center the wheel and tire for pressing and
reduce the possibility of any misalignment. The
chamfered edge of the wheel must always be
the leading edge of the wheel when the wheel is
being pressed into the are.
When replacing worn or damaged tires the
wheel chamfer is not noticeable. To assure that
the chamfered edge enters the new tire first
always position the new tire on top of the wheel
and tire assembly with the outside of the wheel
and tire assembly up.
Figure 9. Tire Replacement
Figure 8. Spiral Pin Installation
2-66
TM 10-3930-644-14&P
The following procedure is recommended to
replace cushion tires.
(1) Remove wheel and tire assembly from lift
truck.
(2) Check inside diameter of new tire.
Remove any signs of scale or rust with
sandpaper. Lubricate inside of new tire
with bearing grease.
(3) Place a circular ram on the press table.
The length of the rim must be greater than
the width of the tire to allow complete
removal of the old tire.
The outside
diameter of the ram must be large enough
to rest squarely on the bull gear's flat
surface.
(4) If the outside edge of the wheel is not
flush with the edge of the metal insert in
the old tire, measure how far wheel is
recessed inside the tire. New tires must
be replaced to me same position as the
worn tire was installed on the wheel. A
spacer, slightly smaller in diameter than
the inside diameter of the tire and the
same thickness as the depth of the
recess, can be used to obtain the proper
amount of recess.
(5) Center worn tire and wheel assembly over
ram, be sure ram and wheel "mate-up"
squarely.
(6) Position new tire on top of wheel and tire
assembly. Align new tire and wheel and
tire assembly to be concentric with each
other. Make certain the outside of the
wheel is positioned upwards, because the
outside edge of the wheel has a slight
chamfer to help guide the wheel into the
new tire.
(8) Release press and remove tires. Inspect
new tire and wheel assembly.
(9) Install wheel and tire assembly on lift
truck.
3. Jackshaft Service
Figure 10. Jackshaft Assembly
The jackshaft is the connection between the
differential assembly (first reduction) and the bull
gear in the drive wheel (second reduction). The
jackshaft is supported by two opposed, tapered
roller bearings; its splined end fits into the
differential and the opposite pinion end drives
the wheel through the bull gear. To remove the
jackshaft, proceed as follows:
a. Remove
wheel.
(See
WHEEL
REMOVAL.)
b. Remove capscrews which secure the
jackshaft dust shield.
NOTE
The tire can only be installed in one
direction without risking damage to
the wheel.
(7) Start pressing new tire onto wheel and
worn tire off the wheel. Run press slowly
for the first inches of travel because this is
the critical stage of pressing wheel into
tire. If tire begins to cock, stop press and
realign wheel and tires, a sharp jar with a
mallet will normally realign wheel and tire.
If the wheel is to be recessed in the tire,
stop hydraulic press after the wheel has
been started into the new tire and position
the spacer on the inside diameter of the
new tire. The spacer must rest squarely
on the outer edge of the wheel. Continue
pressing new tire onto wheel until tire is
correctly positioned on wheel.
Figure 11. Pulling Jackshaft
2-67
TM 10-3930-644-14&P
i. Ensure that bearings have been properly
packed with grease, then tighten locknut
so there is a slight drag on the bearings.
Lock the nut in position by bending prongs
of lockwasher over.
j. To reinstall the jackshaft, place in position
in the drive housing. Then, using a soft
mallet, drive the shaft in place, and at the
same time align the holes in the retaining
cap with the holes in housing. Install and
tighten capscrews.
k. Replace wheel.
4. Spindle Service
To remove the drive wheel spindle, proceed as
follows:
Figure 12. Jackshaft Removed
c. Install a weight puller in the threaded end
of the jackshaft and exercising care,
remove the shaft.
NOTE
The bearing assembly will be
removed with the jackshaft. Figure
12.
d. Straighten the locking prongs of the
lockwasher (Figure 10) and remove
locknut lockwasher.
e. Place the shaft in a suitable press and
force the bearings from the shaft.
a. Remove
wheel.
(See
WHEEL
REMOVAL).
b. Remove dust cover.
c. Remove the cotter pin, locknut and
washer from the spindle at the back side
of the drive housing.
d. Install a spindle puller as shown in Figure
13 and remove the spindle.
e. Carefully inspect the spindle for any
evidence of uneven wear or damage.
Replace if worn, chipped or bent.
CAUTION
Exercise care to prevent damaging
the axle shaft cap.
f. After bearings and bearing cup are
removed, slide the retainer cap from the
shaft.
NOTE
Whenever the jackshaft is removed, it
is recommended that the oil seals be
replaced.
g. Clean and inspect all parts and replace
where necessary.
h. To reassemble the jackshaft components,
slide the retainer ring and new seal on
shaft. Next, replace the bearings and
bearing cup, washer, lockwasher and
locknut.
2-68
Figure 13. Removing Spindle
TM 10-3930-644-14&P
wheel six times in both directions, then
back nut off 30° minimum to 60° maximum
so cotter pin can be installed.
f. To replace spindle, align the spindle in the
drive housing and replace the washer and
locknut. Tighten the nut until the spindle
fully seats, then install the cotter pin.
g. Install the dust shield and the wheel
assembly.
h. Tighten wheel bearing nuts as follows:
Using a torque wrench, tighten nuts in
accordance with chart below; just before
reaching maximum torque, turn each
TORQUE VALUES:
ACC40 PS ..........120 lb ft
ACP40 PS ..........120 lb ft
TOPIC 2. HYDRAULIC BRAKES
The brake system consists of a mechanically activated
hydraulic master cylinder with heavy duty brake lines
transmitting hydraulic pressure to the brake wheel
cylinders located behind a dust shield in each of the
drive wheels.
For a complete description of the
hydraulic braking system and service procedures, refer
to HYDRAULIC BRAKE Section.
TOPIC 3. DIFFERENTIAL
A. DESCRIPTION
The differential case and carrier consists of two parts,
the carrier assembly and the differential assembly. (See
Figure 14.) The carrier assembly is mounted at the
center of the drive unit housing (See Figure 2) and
encloses the pinion gear from the drive shaft. The bevel
ring gear is bolted to the differential case and the case in
turn houses the spider gears.
It is the purpose of the differential and carrier assembly
to accept and translate the driving torque from the drive
shaft coupling to the drive wheels of the lift truck, thus
moving the truck in a forward or reverse direction. The
following procedure is recommended to remove the
differential assembly from the carrier.
B. REMOVAL
1. Remove the drive wheels; refer to DRIVE
WHEEL REMOVAL.
2. Remove the jackshafts; refer to JACKSHAFT
REMOVAL.
3. Remove U-Joint and drive shaft coupling; refer
to U-JOINTS. REMOVAL.
Figure 14. Differential and Carrier Assembly
2-69
TM 10-3930-644-14&P
4. Remove drain plug at bottom of differential
housing assembly and drain oil.
5. Remove the parking brake cable at the brake
actuating lever and disconnect the hydraulic
lines or leakage return line if they might hinder
differential and carrier assembly removal.
6. Remove the securing capscrews which mount
the carrier and differential assembly to the axle
housing.
WARNING
Be sure to properly support the
carrier assembly as the capscrews
are removed.
7. Carefully withdraw the carrier and differential
assembly from the axle housing and place on a
suitable workbench.
NOTE
It may be necessary to lightly tap the
carrier housing in order to free it
from seal.
8. Remove and discard gasket between carrier
housing and axle housing.
9. Mark the bearing caps and differential housing
(Figure 14) to aid min proper alignment during
reassembly; then remove the lockwire securing
capscrews, cotter pins and the retaining bearing
caps.
10. Refer to Figure 15 and remove the differential
case assembly along with the adjusting nuts,
bearings and bearing cups.
NOTE
Refer
to
DIFFERENTIAL
and
CARRIER DISASSEMBLY Section,
REPAIR
MANUAL
for
proper
INSPECTION
and
REPAIRREPLACEMENT Procedures.
C. INSTALLATION
1. Refer to Figure 15 and install the differential
case assembly along with adjusting nuts,
bearings and bearing cups in the same relative
positions as these components were prior to
removal.
2. After ensuring that the ring gear has meshed
with the pinion gear, replace the bearing caps,
but do not tighten.
CAUTION
Make sure the bearing caps are
reinstalled as marked at time of
disassembly.
3. Coat the ring gear with Prussian Blue or white
lead to obtain the tooth pattern.
Figure 15. Removing Differential from Carrier
Figure 16. Adjusting Backlash
2-70
TM 10-3930-644-14&P
4. Adjust the ring gear laterally for a backlash
adjustment of .005" to .010" (backlash etched on
gear) by means of the differential side bearing
adjusting nuts.
To increase the backlash,
loosen the adjusting nut nearest to the ring gear,
and tighten the opposite nut. To decrease the
backlash, reverse above operation by loosening
far sided nut and tightening adjusting nut
nearest to ring.
The differential side bearings must not be set
any tighter than that which will produce a
maximum pull of 3 to 5 lbs. on a string wrapped
around the compensating case.
5. With the drive pinion properly installed and
adjusted, rotate the pinion and hold back on the
ring gear to create the effect of a load. After
several rotations of the drive pinion, inspect the
teeth of the pinion where the paint has been
removed by gear contact. Compare the tooth
bearing (area where paint was removed) with
Figure 17. The tooth bearing should start at a
point about 1/32" to 1/16" from the top of the
tooth and continue downward to a point about
1/32” to 1/16" from the bottom of the tooth.
depth of gear tooth without breaking
contact at flank.
Move the ring gear
towards the pinion to obtain the proper
backlash.
d. Heavy contact at heel of tooth. To correct
misalignment, move the ring gear towards
the pinion. Move pinion away from pinion
to obtain correct backlash.
e. Shows heavy contact on tooth face. Move
pinion towards gear until contact covers
flank of tooth without breaking contact at
face. Move gear away from pinion to
secure correct backlash.
6. After proper backlash and tooth pattern are
obtained, fully tighten capscrews holding bearing
caps in place and wire in position.
NOTE
Do not be concerned with the amount
of paint removed from the front
toward the rear of the tooth. The
amount
of
paint
removed
is
determined by the amount of load
applied while rotating the drive
pinion arc ring gear.
The tooth
bearing should always be more
toward the toe end, or a toe bearing.
Explanation of Figure 17:
a. Correct adjustment.
b. Heavy contact on toe of tooth. To correct
this misalignment, move the ring gear way
from the pinion within backlash limits.
Move pinion towards ring gear to again
obtain the correct backlash.
c. Bearing too low; heavy contact on flank of
tooth. To correct this misalignment, move
the pinion gear away from the ring gear
until contact comes to the full working
Figure 17. Differential Tooth Pattern
2-71
TM 10-3930-644-14&P
7. Install adjusting nut lock and align with hole in
adjusting nut. Secure to cap with capscrew and
lockwasher.
8. Position new gasket on mounting flange of
differential and coat with a suitable leak-proof
adhesive.
9. Install differential assembly in drive unit and
install capscrews.
NOTE
Use copper washers on capscrews
located
beneath
oil
level
of
differential.
10. Connect the parking brake cable at brake drum
lever and connect the hydraulic lines and
leakage return line if disconnected during
disassembly.
11. Replace the drain plug in bottom of differential
housing assembly and fill differential with proper
S.A.E. oil to recommended capacity.
12. Replace U-Joint and drive shaft coupling; refer
to U-JOINTS, INSTALLATION.
13. Install jackshafts;
INSTALLATION.
refer
to
JACKSHAFT
14. Install drive wheels; refer to DRIVE WHEEL
INSTALLATION.
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TM 10-3930-644-14&P
TOPIC 4. DRIVE WHEEL PNEUMATIC TIRES (PRT Only)
A. GENERAL
C. INSTALLATION
The drive wheel pneumatic tire assembly consists of a
rim, tire, tube, flap, disc, and a retaining ring. For good
performance and long tire life, the correct tire pressure
must be maintained. Air pressure should be checked
every day with an accurate tire gauge.
Recommended tire pressure for Models ACP 100-120140 with 8.25 x 15 12 ply tires is 100 psi.
Recommended tire pressure for Models ACP 100-120140 trucks with specified heavy duty rims and 7.50 x 15
14 ply tires is 130 psi.
1. Position tire and rim assembly on drive wheel
hub. Install spacer and position second tire and
rim assembly on drive wheel hub. Install rim
clamps and washers; start nuts on wheel hub
studs. Tighten opposite nuts alternately (180°
from each other) until rim is properly seated on
wheel hub. Then tighten nuts to a torque of 100
lb-ft.
2. Raise front of unit slightly with hoist and remove
service jacks from under drive axle housing.
Then lower the unit so tires rest on the floor.
Remove hoist from rear of unit.
Recommended tire pressure for Models ACP 60-70-80
trucks with specified standard rims is 100 psi.
D. SERVICE - TIRE AND TUBE REPAIR
B. REMOVAL
If a tire is excessively worn or badly damaged, it must be
replaced.
1. Attach a suitable hoist of adequate capacity to
the front of the unit and raise it sufficiently so the
drive wheels clear the floor. Carefully place
sturdy service jacks under both sides of the
drive axle housing. Lower the unit Just enough
to take stress off the hoist.
2. Remove nuts, washers, and clamps (Fig 6-1)
that secure tire rim to drive wheel hub; remove
the tire and rim assembly. Remove the spacer
and second tire and rim assembly.
CAUTION
Make certain the tube is completely
deflated before the retaining ring is
removed from the rim.
1. Completely deflate the tube.
2. Use proper tire irons and remove the retaining
ring from the rim.
Figure 6-1. Dual Tire Assemblies
2-73
TM 10-3930-644-14&P
CAUTION
A safety tire rack, cage, or equivalent
protection should be provided and
used when inflating, mounting, or
dismounting tires installed on rims
equipped with locking rings or
similar devices.
3. Remove rim from tire. Remove disc, flap, and
tube from tire.
2-74
4. Repair or replace defective tire, tube, flap, or
disc.
5. Install tube, flap, and disc in the tire. Install rim
in tire. Install retaining ring to end of rim. Make
certain retaining ring is properly seated.
6. Inflate tube to recommended pressure specified
in preceding Paragraph A, GENERAL.
TM 10-3930-644-14&P
BRAKE SYSTEM
TOPIC 1. BRAKES
A. DESCRIPTION
The hydraulic brakes are the type referred to as "semifloating, self-centering," and are specially designed for
lift truck applications.
The hydraulic brake system
consists of a mechanically activated hydraulic master
cylinder with heavy duty brake lines transmitting
hydraulic pressure to brake wheel cylinders located
between the brake shoes of each drive wheel. The
double ended wheel cylinders have links extending from
each side of the cylinder which transmit the movement
from the wheel cylinders to the brake shoes.
The tops of the brake shoes move freely in a brake wear
plate while the bottoms of the shoes transfer movement
from the hydraulic wheel cylinders. (See Figure 1.)
No manual adjustment of the brake shoes is required as
the system incorporates self adjusting brakes through
use of a friction operated link assembly in each wheel.
(See Figure 2.) The friction In the link assembly is great
enough to prevent the shoe return springs from
collapsing the link, but not great enough to prevent the
brake pedal pressure from expanding it. The Link
assemblies are
Figure 1. Hydraulic Brake System
2-75
TM 10-3930-644-14&P
1. Operation of Wheel Cylinders and Brake Shoes:
The first requisite for safe, sure hydraulic
braking is the use of high quality brake fluid.
The hydraulic brake system requires a "solid
column of fluid" and the fluid should possess
essential protective properties which safeguard
the system.
CAUTION
Use only a premium quality, heavyduty brake fluid with an extreme
“heat-cold” range. SAE specification
R-71 is recommended.
Figure 2. Self-Adjusting Brakes (Typical)
attached to the brake shoes with roll pins, and the pin
mounting holes in the brake shoes are 1/32” oversize to
provide proper working clearance between the shoe
lining and brake drum.
CAUTION
If link is not operating properly,
install new link assembly. Links are
factory-set and must not be adjusted
in the field.
Hydraulic fluid entering the wheel cylinders -from
the master cylinder forces pistons to move
individually and in opposed directions. This
piston travel expands the brake shoes. As the
pressure increases, the piston cup lips are
forced more tightly against the cylinder wall,
effecting a positive fluid seal, neglecting minor
friction looses; the controlled actuating force is
equal to and varies with the hydraulic pressure
exerted against each square inch of the piston
face.
The pistons are returned to an "off"' position by
the force of the brake shoe retracting springs.
The piston cup lips are pressed against the
cylinder walls by natural resiliency and system
residual pressure to seal against fluid or air
leaks.
The hydraulic pistons of the wheel
cylinders follow the brake shoes as they expand
into the drums.
TOPIC 2. MASTER CYLINDER
Figure 3. Master Cylinder Assembly
2-76
TM 10-3930-644-14&P
A. DESCRIPTION
The master cylinder mad hydraulic fluid reservoir are
combined in one casting and are joined by intake and
by-pass
ports
located
in
the
cylinder
wall.
(See Figure 3.) Internal parts are removed or installed at
the push rod end of the cylinder. The stop plate holding
the internal parts is retained by a lockwire clipped into
the cylinder bore.
The cylinder piston is operated
through a push rod connected to the brake pedal. The
push rod and cylinder opening is enclosed with a rubber
boot.
It is impractical to thoroughly clean the cylinder and fluid
reservoir an the truck. For this reason the following
instructions should be observed:
B. REMOVAL
1. Remove floor and toe plate.
2. Disconnect brake hydraulic line attached to
master cylinder.
3. Remove clevis pin holding the pushrod to the
brake pedal assembly.
4. Remove capscrews that mount the master
cylinder to the inside of the truck frame and
remove.
NOTE
Refer to REPAIR MANUAL for
MASTER CYLINDER, INSPECTION,
DISASSEMBLY,
REPAIR
and
REASSEMBLY.
C. INSTALLATION
1. Ensure that master cylinder is completely
reassembled prior to installing.
2. Replace master cylinder assembly in its relative
mounting
location
and
install
securing
capscrews.
3. Attach brake pedal pushrod to cylinder and
secure with clevis pin previously removed.
4. Connect brake hydraulic line to cylinder.
5. Refer to LUBRICATION CHART and fill cylinder
with proper high grade hydraulic brake fluid.
SAE specification R-71 is recommended.
6. Bleed brake system as outlined under
appropriate heading, REPAIR MANUAL.
7. Replace floor and toe plate.
TOPIC 3. DRIVE WHEEL BRAKES
A. DESCRIPTION
The brake shoes are self-adjusting through the use of a
friction operated self-adjuster in each drive wheel. The
friction between the two slide assemblies of the selfadjuster is great enough to prevent the brake shoe
springs from fully retracting the self-adjuster, but not
great enough to prevent the hydraulic pressure from :
expanding it. The self-adjuster assembly is mounted to
the brake shoes with roll pins. The roll pin holes in the
brake shoes are 1/32" oversize to provide proper
working clearance between the brake shoe lining and
drum.
CAUTION
Exercise care when self-adjuster is
handled or installed. Do cont bend
the tags of the slide assemblies in
any way because the holes for the
roll pins must be parallel with each
other. If the holes are ac parallel, the
roll pins will lie at a slight angle
through the mounting holes in the
brake shoes. Improper alignment of
the roll pins could lead to improper
brake shoe retraction due to lack of
proper roll pin clearance in the brake
shoe holes. This in turn could create
brake shoe drag on the drum.
In order for the self-adjusting brakes to operate property,
the self-adjuster assembly must be properly torqued. If it
becomes necessary to re- move and disassemble the
self-adjuster in the field, use the following recommended
procedure to assemble the self-adjuster.
B. ADJUSTMENT
1. Assemble components as Illustrated in Figure 4.
Figure 4. Brake Self-Adjuster Assembly
2-77
TM 10-3930-644-14&P
2. Tighten capscrews (5) to a torque of 14 to 16 in.
lbs.
3. Hold capscrews (5) in position and tighten nuts
(6) to a torque of 29 in. Lbs.
4. Check slip resistance of the slide assemblies,
resistance must be 250 to 300 lbs.
5. After the assembly is completed, the selfadjuster should measure 5-1/4" between hole
centers when it is fully retracted.
6. drive wheel brake drum assembly and drive
wheel;
refer
to
BRAKE
DRUM
UNIT
REASSEMBLY
REASSEMBLY.
and
DRIVE
WHEEL
7. To test the operation of the self-adjuster, after
initial installation of adjuster unit, place shifting
lever in either forward or reverse and step on
brake pedal. Self-adjuster should automatically
adjust and there should be very little play in
brake pedal.
NOTE
If there is excessive play in brake
pedal, check pedal adjustment before
removing brake drum unit. Refer to
DRIVE
WHEEL
BRAKE
ADJUSTMENT, REPAIR MANUAL.
TOPIC 4. PARKING BRAKE
A. DESCRIPTION
A dual shoe mechanical brake, mounted at the drive
shaft, can be used as either a parking brake or as an
emergency brake.
The brake shoes are actuated
through a cable by an adjustable, over-center type lever,
mounted on the left hand cowl panel. (See Figure 3. )
The brake mechanism requires no lubrication except at
time of assembly. The brake actuating mechanism,
such as the hand lever and linkage, should be lubricated
periodically.
B. ADJUSTMENT
To compensate for brake lining wear, the tension on the
hand brake can be increased by adjusting the knob on
top of the hand brake lever. (See Figure 5.) The
following procedure is recommended for proper
adjustment of hand brake lever:
1. Set the hand brake lever in the fully released
position.
2. Remove the setscrew that locks the adjusting
knob in position.
3. Turn the adjusting knob-In a clockwise direction
one or two turns, then verify adjustment by
engaging the brake. Lever should pull harder to
engage brake if properly adjusted.
4. Repeat Step 3 If additional tension is required.
When satisfactorily adjusted, .turn setscrew in to
lock the adjusting knob.
Figure 5. Hand Brake Adjustment
NOTE
Refer to REPAIR MANUAL if brake
shoe adjustment is required.
2-78
TM 10-3930-644-14&P
POWER STEERING SYSTEM
TOPIC 1. STEERING
A. DESCRIPTION
Vehicles with power steering have 3 steering wheel and
column. a hydraulically operated steer gear at the base
of the column, a hydraulic pump, filter, reservoir, and a
power steer cylinder that actuates the drag link. The
drag link moves the tie rods which, in turn, transfer
movement to the steer wheels at the back of the truck.
The steer wheels turn the truck in the same direction as
the steering wheel Ls turned, but they do this by
swinging the back of the truck away from the turn.
The steering wheel and column are similar to standard
steer systems, but the gear has ports for the movement
of hydraulic fluid. When the steering wheel is turned
to the right, fluid flows out of one port in the gear to the
forward power steer cylinder port. The fluid forces the
piston in the cylinder our, thereby pushing backward on
the drag link. The drag line pushes on the pivot arm.
The pivot arm turns, moving the tie rods with it. The
other ends of the tie rods connect to the spindles on
which the steer wheels are mounted. Therefore, the
wheels turn.
When the steering wheel Ls turned to the left, the
hydraulic fluid flows out of the other port in the steer
gear. This fluid is forced into the back of the power steer
cylinder. This forces the piston forward. the piston
takes the drag link forward with it. The drag link pulls
forward on the pivot arm, and the pivot arm pulls the tie
rods and thus, steers the wheels into position for a left
turn.
Figure 1. Power Steering Components
2-79
TM 10-3930-644-14&P
TOPIC 2. STEER AXLE
A. DESCRIPTION
B. REMOVAL
The steer axle assembly (Figure 2), is attached to the
truck frame by two axle mounting housings. (See Figure
3.)
1. Raise rear end of truck with chain hoist to height
which makes all parts accessible, and block
truck in this position.
It will be necessary to raise the rear of 'he truck to
remove the steer axle assembly, and the following
procedure is recommended:
2. Remove steer wheels.
3. Place a suitable jack under steer axle and raise
slightly to remove stress from axle mounting
housings and to support axle during removal.
4. Remove drag link from pivot arm.
DRAG LINK Section.
Refer to
5. Remove capscrews and locknuts securing axle
mounting housings to truck frame.
5. Lower jack and pull steer axle assembly from
under the truck.
Figure 2. Steer .Axle Assembly
NOTE
Refer to REPAIR MANUAL for
DISASSEMBLY.
INSPECTION,
REPAIR
and
REASSEMBLY
procedures.
Figure 3. Steer Axle and Connections
2-80
TM 10-3930-644-14&P
C. INSTALLATION
1. Install self-aligning ball bushings into axle
mounting housings. Screw lubrication fittings
into axle mounting housings.
2. Slide axle mounting housings and spacers on
each end of steer axle.
3. Install tie rods ad tighten adjusting plugs. Pull
adjusting plugs up tight, then loosen so there is
so end play and secure in position with cotter
pins.
4. Attach ball sockets in tie rods and lock in place
with check nuts. Install ball sockets in spindles
and secure with nuts making sure to lock nuts
with cotter pins.
5. With steer axle assembly on jack, raise axle
assembly into position and secure axle mounting
housings to truck frame with capscrews and
locknuts.
6. Install equal amount of shims between frame
and spacers on each end of steer axle to
eliminate all end play. Secure shims to axle
mounting housings with capscrews.
Torque
housing mounting capscrews to 125 135 ft. lbs.
7. Install drag link to pivot arm. (Refer to DRAG
Link Section.)
8. Install steer wheels. (Refer to WHEEL and TIRE
ASSEMBLY Section.)
D. STEERING SYSTEM ADJUSTMENT
If the steering system should require adjustment, follow
the procedure outlined below:
1. Raise the rear end of the truck so that the steer
wheels clear the floor. Block in position.
2. Disconnect the drag Link from the pivot an.
3. Turn the steer wheels full right and full left.
Measure the distance between the wheel and
the axle at both wheels. Clearance should be at
least 1/2". While holding this distance, adjust
the spindle stops to allow approximately. 030"
clearance between the stop and the spindle.
Figure 4. Stop Adjustment
4. Set the steer wheels straight ahead, parallel with
the side of the truck frame. It may be necessary
to adjust the tile rods to obtain this position, as
zero degrees toe-in must be maintained at all
times.
5. Position the plunger rod half way out of the
power steering cylinder. Loosen the locknut that
secures the drag link socket to the plunger rod.
Turn the drag link IN or OUT while holding the
power steering plunger rod with a wrench on the
flats near the end of the rod. The drag link
socket must be centered over the steer axle
pivot arm ball stud while the steer wheels are in
a straight ahead position, parallel with the frame.
6. Connect drag link to pivot arm ball stud. Tighten
adjusting plug in end of drag link and install
cotter pin. Then tighten lookout to secure drag
Link socket to plunger rod.
7. Remove the blocks and lower the rear of the lift
truck so the steer wheels rest on the floor.
8. Stan the engine and check the steering system.
With all adjustments correctly made, the wheel
spindles should contact the stop screws on the
axle to prevent the piston from bottoming in the
steering cylinder.
2-81
TM 10-3930-644-14&P
TOPIC 3. STEERING WHEEL AND COLUMN
A. DESCRIPTION
1. Disconnect battery terminals.
Although the steering wheel and column are similar to
standard steering systems, the power steering system
incorporates a hydraulically operated steer control unit
instead of the usual steer gear box. (Figure 5.)
2. Remove the floor and toe plates.
3. Disconnect the hydraulic lines from the steer
control unit.
Tag hydraulic lines for
identification.
NOTE
All hydraulic lines should be plugged
immediately
after
they
are
disconnected to prevent dirt from
entering the system.
4. Disconnect the horn wires from column.
5. Remove the capscrews that hold the steer unit
to the stationary bracket.
6. Lift the steer gear up and out of the vehicle and
place in a clean working area.
NOTE
Refer to REPAIR MANUAL for
DISASSEMBLY,
INSPECTION,
REPAIR and REASSEMBLY.
Figure 5. Power Steer Assembly
When the steering wheel is turned in either direction,
hydraulic fluid is channelled through the appropriate
control unit ports, thus pushing or pulling the drag link,
which controls direction of wheels.
B. STEERING COLUMN ADJUSTMENT
Proper alignment the steering column is very important.
The column must not be sprung in any direction from its
free position. To determine whether or not misalignment
exists, release the upper column support and note
whether column moves to a different position-its free
position. If it does move, then it has been out of line and
should be clamped in proper position.
or position
corrected at mounting bracket on truck. If column has
been bent permanently because of severe misalignment,
then replacement of the tube, shaft, or entire unit may be
necessary.
C. REMOVAL
The following procedure is recommended for proper
steer control unit removal:
D. INSTALLATION
1. Place the-steer gear control unit in Its relative
mounting location at end of steering column and
insert and tighten securing capscrews.
2. Reconnect the horn wires.
3. Unplug and connect the hydraulic lines to steer
unit as they were removed.
4. Ensure that reassembly is complete, then
replace the floor and toe plates.
5. Reconnect the battery terminals.
If the steering system requires adjustment, refer to
Paragraph D in preceding Topic 2.
TOPIC 4. DRAG LINK
Refer to POWER STEER CYLINDER TOPIC for
REMOVAL and INSTALLATION.
2-82
TM 10-3930-644-14&P
TOPIC 5. TIE ROD
Refer to STEER AXLE REMOVAL to gain access to the
TIE RODS, and refer to STEER AXLE DISASSEMBLY,
REPAIR MANUAL, for TIE ROD REMOVAL,
DISASSEMBLY, REPAIR and REASSEMBLY.
TOPIC 6. POWER STEER CYLINDER
A. DESCRIPTION
The power steer cylinder is controlled by the hydraulic
steer gear unit and subsequently controls the direction of
turn of the steer wheels through the drag link coupled to
its output shaft.
2. Place a drain pan under cylinder ports and
remove hoses leading to power steer cylinder.
Plug cylinder ports and cap hoses to prevent dirt
from entering hydraulic system.
3. Remove drag .link from pivot arm.
The following procedure is recommended to remove the
power steer cylinder:
4. Remove cylinder from its connection at truck
frame. (Figure 6.)
B. REMOVAL
5. Unscrew drag link (Fig. 7/ 9) from cylinder.
1. Raise back of vehicle with a chain hoist; until
cylinder connections are easily accessible.
Block front wheels and place blocks under
frame.
NOTE
Refer to REPAIR MANUAL
REPAIR procedures.
for
Figure 6. Power Steering Components (PRT)
2-83
TM 10-3930-644-14&P
C. INSTALLATION
1. Attach drag link to pivot arm and to cylinder.
Attach cylinder to frame.
2. Connect hydraulic lines to cylinder.
3. Loosen suction hose at hydraulic pump to make
certain hose is not air-bound. With suction hose
loosened, air will leak out.
CAUTION
Make certain hydraulic oil is up to the
“Full” mark on dipstick.
4. Tighten hose and lower truck to floor.
Figure 7. Drag Link Components (PRT)
TOPIC 7. WHEELS AND TIRES
The steer wheels are located at the rear of the lift truck,
at the counterweight end. To remove either or both
steer wheels, it is recommended that the drive wheels be
properly blocked and that a properly attached hoist chain
and jacks or blocks be used to raise rear of truck for
steer wheel tire removal.
A. REMOVAL (PNEUMATIC TYPE)
1. Ensure drive wheels are securely blocked and
set parking brake to prevent truck from rolling.
2. Remove the nuts and lockwashers attaching the
rims to the bolts La the wheel hub. (See Fig
8/11)
3. Pull the tire and rim assembly from the hub.
NOTE
Refer to REPAIR MANUAL for
DISASSEMBLY and REASSEMBLY.
B. INSTALLATION (PNEUMATIC TYPE)
1. Install tire and rim assembly on hub.
2. Secure tire and rim assembly with nuts and
lockwashers.
3. Remove clocks lower truck and release
handbrake.
Figure 8. Steer Wheel Assembly (Pneumatic Tire Type)
2-83a
TM 10-3930-644-14&P
Figure 9. Drag Link Components
Figure 10. Power Steering Components (SRT)
2-84
TM 10-3930-644-14&P
C. REMOVAL (CUSHION TIRE TYPE)
1. Attach a suitable hoist to the rear of the truck
and lift the truck until the steer wheels clear the
floor.
2. Remove the capscrews and lockwashers that
secure the hub cap to the wheel and remove the
hub cap.
3. Remove the cotter pin, retaining nut, washer,
and outer bearing cone from the spindle.
D. INSTALLATION (CUSHION TIRE TYPE)
1. Lubricate the bearing cups in the wheel and
carefully install the wheel on the spindle.
2. Lubricate the outer bearing cone with the
specified lubricant, using an applicator. Install
the bearing cone on the spindle.
3. Install washer and retaining nut. While rotating
wheel, tighten the retaining nut to 50 ft. lbs.
Back off nut until it is loose (0 ft. lb). Rotate the
wheel in both directions and tighten the nut to 25
ft. lbs. Back the nut off 30° minimum to 60°
maximum, and install cotter pin.
4. Install hub cap and secure with capscrews and
lockwashers; tighten capscrews securely.
Lower the truck to the floor.
Figure 11. Steer Wheel Assembly - (Typical)
(Cushion Tire Type)
2-84a
TM 10-3930-644-14&P
TOPIC 1. HYDRAULIC SYSTEM SERVICE
A. GENERAL
The hydraulic system provides the means by which the
lift, tilt, and accessory operations are controlled.
Included in the system is an engine driven, gear type
pump that supplies hydraulic oil to the control valve.
From the control valve, the flow of hydraulic oil under
pressure is directed to the appropriate cylinders. The
hydraulic oil is cleaned by a filter located between the
control valve and reservoir. The reservoir provides an
adequate supply of hydraulic oil to the pump plus an
ample reserve. A suction port is provided at the bottom
of the reservoir to gravity feed oil to the hydraulic pump.
Figure 1-1. Reservoir Ventilation
B. GENERAL MAINTENANCE
It is essential that personnel responsible for the care of
the unit adhere to the following general maintenance
recommendations:
1. Store and handle hydraulic oil with utmost care
to prevent moisture and foreign matter from
entering the hydraulic system. All hydraulic oil
handling equipment, such as a container, funnel,
and hand pump, should be kept clean at all
times and covered when not in use.
2. Keep all fittings and connections tight to
eliminate oil leaks. However, do not tighten any
fittings excessively because damage or
distortion will result.
3. Before a component is removed from the
hydraulic system, be sure to wash the
component and its surrounding area with
cleaning solvent to prevent entrance of foreign
matter into the system. Cover all openings
immediately.
4. Whenever a fitting with a pipe thread is
removed, use a sealing compound on the
outside of the threads before the fitting is
installed. Make certain all parts are thoroughly
cleaned before installation. Do not put sealant
on first thread of fittings, it may contaminate
system.
5. When a hose assembly is installed, make
certain it is not twisted when the fittings are
tightened. Always use two wrenches on swivel
type fittings, one to hold the hose and the other
to tighten the fitting.
6. Keep nose clamps tight to prevent hose from
chafing and to avert leakage.
7. Oil leaks at the lift and tilt cylinders should be
corrected as soon as leakage becomes evident.
8. Periodically check the pump and control valve
mounting hardware for tightness.
9. Replace filter element and clean the (Fig 1-1)
reservoir breather cap, and hydraulic oil
reservoir at the recommended service intervals.
CAUTION
Keep the hydraulic system clean. A
contaminated hydraulic system is the
major cause of hydraulic puma,
control valve, and packing wear or
failure. It is therefore advised that
any oil that is added or replaced be
filtered through a 10 micron filter. or
finer, before entering the hydraulic
system.
C. DAILY INSPECTION
Daily during operation, occasionally inspect the floor
area where the lift truck was operating to check for oil
leaks from the hydraulic system. Correct leaks as soon
as they become evident.
Daily, check reservoir oil level. Oil should be up to the
full mark on dip-stick when mast is lowered and all
cylinders are retracted. Add specified oil if necessary.
D. 50 HOUR INSPECTION
1. Lift Cylinders
After each 50 hours of operation, inspect the
mast lift cylinder(s) for leaks; correct any that are
evident. Check lift cylinder hoses and fittings for
leaks; correct if necessary.
No adjustment can be made on the mast lift
cylinders. When leakage occurs, the seals must
be replaced.
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TM 10-3930-644-14&P
2. Tilt Cylinders.
After each 50 hours of operation, check cylinder
hoses and fittings for leaks; correct if necessary.
Check cylinder mountings and make certain
yoke is tight on plunger so plunger does not
rotate in cylinder. Also lubricate yoke pins.
3. Filter Element Replacement
After the initial 50 hours of operation the filter
element (Fig 1-2) must be replaced and the filter
housing flushed.
a. Filter housing has a large hexagon head
cast at the base of the housing. Use an
appropriate wrench to loosen and remove
filter housing and element. Type It filters
require removal of four attaching
capscrews.
NOTE
O Ring will came out with housing as
it is seated in a groove in the upper
end of the housing.
b. Remove O Ring from housing and discard
it.
E. 200 HOUR SERVICE
1. Filter Element Replacement
A filter is installed in the hydraulic system
between control valve and oil reservoir to
provide complete filtering of the hydraulic oil.
This filter is a bypass type and therefore
contains a bypass valve which permits oil to
bypass a clogged element and flow directly to
the reservoir. The element is the paper type and
cannot be cleaned; it must be replaced.
After each operating interval of 200 hours,
replace element (Fig 1-2) as follows:
c. Discard old filter element. Thoroughly
clean inside of filter head and housing;
inspect for any defects.
Replace
damaged parts if necessary.
d. Place a light coat of clean hydraulic oil on
new O Ring and carefully install O Ring in
groove in upper end of housing.
Be
careful not to over-stretch or tear O Ring.
e. Insert new element into housing and
install housing into filter head.
Hand
tighten and make certain element center
hole aligns properly within filter head.
f. Use a wrench and tighten housing to
Figure 1-2. Hydraulic Oil Filters
2-86
TM 10-3930-644-14&P
20-30 lb-ft max.
for Type I filters.
Capscrews on Type II should be tightened
to 30-35 lb-ft.
g. Operate hydraulic system and check for
leaks. Correct if necessary.
h. Check hydraulic oil reservoir level with all
cylinders retracted.
Fill reservoir with
specified oil to full level if necessary.
2. Hydraulic Oil Reservoir
After initial 200 hours of operation of new truck
drain and flush reservoir.
3. Breather Cap (Type I Ventilation)
After each operating interval of 200 hours,
breather elements must be cleaned. Remove
and clean elements as follows:
a. Remove breather cap (Fig 1-1) from the
hydraulic oil reservoir.
of the truck frame. Installed in the top of the reservoir is
an easily accessible breather and an oil level dipstick to
allow for a quick check of the reservoir oil level. To
avoid aeration of the hydraulic fluid the oil level must be
maintained at the proper level. Air enters or exits
through the breathers to compensate for changes of the
oil level in the reservoir during operation of the hydraulic
system.
After each operating interval of 1000 hours, oil in
reservoir should be drained. This is important primarily
because of condensation and contamination. Heating of
oil during operation and cooling of it when lift truck is not
in use contributes to condensation which is detrimental
to the hydraulic system. Contaminants such as dirt, rust,
scale, and products of oil deterioration are .also
detrimental. Drain and clean oil reservoir as follows:
1. Lower mast so lift cylinder is at its fully lowered
position and all cylinders are retracted.
2. Remove drain plug from bottom of oil reservoir
and allow oil to drain into a container.
b. Remove locknut, washer, and element.
c. Clean element in a suitable cleaning
solvent and dry it with compressed air.
d. Dip element in SAE 10 or 20 engine oil;
allow oil to drain before element is
installed.
e. Install element, washer,
Tighten locknut securely.
f. Install breather cap
hydraulic oil reservoir.
and
securely
CAUTION
Co not operate hydraulic pump to
drain hydraulic system.
locknut.
3. After oil has drained flush inside of reservoir with
a suitable cleaning solvent. Reservoir cover
plate must be removed for flushing process.
Reservoir may be removed from truck if so
desired.
in
4. Dry inside of
compressed air.
the
4. Air Filter (Type II Ventilation)
After each 200 hours operation unscrew filter
and replace with a new one.
F. 500 HOUR INSPECTION
After each operating interval of 500 hours, inspect all
hoses and fittings used in the hydraulic system. Replace
hoses that are damaged or deteriorated. Check for
leaks and correct any that are evident.
The control valve requires very little attention with the
exception of keeping the lines, fittings, hose connections
and mounting hardware tight. Also after every 500 hours
of operation, check the control valve linkage.
G. 1000 HOUR SERVICE
Hydraulic Oil Reservoir
The hydraulic oil reservoir is located within the right
side
reservoir
with
clean,
dry
5. Install drain plug in reservoir. Fill reservoir with.
clean specified hydraulic oil.
During filling
operation, make certain a clean container or
funnel is used and mast is lowered and all
cylinders are retracted.
6. Install breather. Operate hydraulic system and
check for leaks; correct any if necessary.
H. HYDRAULIC PUMP
The hydraulic puma is a tandem type dual gear unit
driven by the engine. The pump has a common suction
port and one or two discharge ports. The internal Darts
of the pump are machined to a high degree of accuracy
and the tolerances are very close. If a pump is in need
of repair which requires complete disassembly, it is
recommended the pump be sent to your local AllisChalmers lift truck dealer for repair.
2-87
TM 10-3930-644-14&P
Include your purchase order and
regarding the nature of the breakdown.
full
information
J. CHECKING CONTROL VALVE INLET PRESSURES
In some cases where a pump is inoperative, it may be
possible to repair it in the field. Satisfactory repair can
be accomplished, provided a clean, well equipped repair
shop manned by a competent mechanic is available.
I. CONTROL VALVE
The function of the control valve is to direct the flow of
the hydraulic oil, under pressure, to the appropriate
cylinders. The control valve requires very little attention
with the exception of keeping the hydraulic lines and
hose connections tight.
There are normally, two operating plungers in the valve.
One is a single acting plunger which operates the lift
cylinder. The other is a double acting plunger : o
operate the tilt cylinders.
When the control lever is in "neutral" position, the oil is
being circulated through the open center of the valve
and back to the reservoir; but is not entering any of the
cylinder ports. As the control lever is moved to its
operating position, the cylinder ports begin to open and
the open center passage begins closing. At the extreme
limit of control lever travel, the cylinder ports are open
and the open center passage is closed. The applied oil
pressure then opens the check valve and allows the oil
to flow to and/or from the lift or tilt cylinders.
An adjustable relief valve is Incorporated in the control
valve. It is used to relieve extreme pressures when
maximum tilt or lift position, or overloads are reached, to
prevent damage to the hydraulic system.
1. Linkage
Improperly adjusted or out of adjustment linkage
can result in binding or bending of the control
valve linkage.
Figure 1-4. Relief Valve
1. Relief Valve Adjustment
Whenever the control valve or hydraulic pump
has been repaired or replaced, check the relief
valve and adjust to open at specified pressure.
Check and adjust the relief valve (Fig i-4)
located in the lift section of the control valve as
follows:
a. Gain access to the control valve; actual
location varies between truck models.
b. Some adapters nave a plug in them where
a pressure gauge can be installed. If unit
is not equipped with this type adapter.
Disconnect the hydraulic line at the inlet
port of the control valve.
Ensure that tilt and lift control levers and
associated linkage travels freely and smoothly
through forward and backward movement of
each lever and that the control valve plungers
respond accordingly. Adjust, repair or replace
as is necessary.
c. Install a tee fitting on the end of the
hydraulic line and connect the tee fittings
to the adapter in the inlet port.
Be certain that pivot points or other mating
surfaces are free of accumulated sludge and
remain lightly lubricated to function smoothly.
e. Place shift lever in neutral position, turn
key switch ON and start engine.
d. Install a pressure gauge with a 0 to 3000
psi range in the tee.
f. the tilt lever back to retract the tilt
cylinders and hold lever in this position.
2-88
TM 10-3930-644-14&P
g. While holding lever, observe the needle
on the pressure gauge. When pressure
reading of 1950 psi is attained, the needle
will stop, indicating relief valve opening.
h. If the relief valve opens below or above
1950 ± 50 psi, it must be adjusted as
follows:
(1) Turn key switch OFF.
(2) When pressure gauge reads zero remove
relief valve plug.
(3) Check relief valve assembly and valve
spring for damage.
Replace defective
parts.
L. TILT CYLINDERS
1. General
The tilt cylinders (Fig 1-8) are used to tilt the
mast assembly forward or backward.
The
cylinders, when activated by the control valve,
receive oil under pressure in either forward or
rear ports. As an example, the hydraulic oil
enters the forward ports and forces the plungers
backward. At this same moment, hydraulic oil is
forced out of the rear ports of the cylinders by
the plunger pistons and is returned to the
reservoir through the control valve. When the
hydraulic oil is directed to the rear ports of the
cylinders, the opposite will occur.
2. Inspection
(4) Install valve assembly with spring, 0-ring,
and plug.
(5) Repeat steps e through g.
i. Turn key switch OFF.
j. Remove pressure gauge and tee; then
install hydraulic line to control valve
fittings.
a. Oil Leakage Gland Nut
Check for oil leakage at the gland nut. Oil
leakage at the gland nut indicates seals
are worn; to stop leakage, remove gland
nut with a spanner wrench and replace
seals.
CAUTION
In the following checks 00 NOT
operate the control lever in the
direction opposite to that specified in
the procedure.
K. LIFT CYLINDER
1. General
As previously stated, the lift cylinder
receives hydraulic oil under pressure from
the control valve to raise the lift cylinder
plunger or plungers, depending upon the
type of mast assembly. The hydraulic oil
is applied at the base of the lift cylinder or
near the center or the cylinder and
compels the plunger(s) to extend.
A flow regulator, which is located at the
base of the lift cylinder, controls the/flow of
hydraulic oil so the load lowers at a
controlled rate of speed from the raised
position.
Figure 1-8. Tilt Cylinder
2-89
TM 10-3930-644-14&P
b. Oil Leakage Piston
Seal If mast assembly tilts too slowly or
creeps under load, it is an indication that
oil is leaking past piston seal in tilt
cylinders.
This can be checked as
follows:
(1) Tilt mast assembly forward to its extreme
limit.
1. Service
Check the cylinder mountings when the truck is
lubricated. Check stroke of two overhead guard
cylinder plungers to make sure they are even.
Uneven stroke can cause serious damage to
cylinders, guard structure, and frame. Check for
any oil leakage at the cylinder head and hose
connections.
2. Oil Seepage Cylinder head
(2) Loosen hose fittings at front port end of tilt
cylinder.
(3) With battery connected and engine
running place and hold tilt control lever in
forward position; check for oil flow through
the front fittings of cylinders. If oil flows
out of the opening of cylinder, remove
cylinder and replace piston seal.
(4) To check piston seal when mast assembly
is at its extreme backward position,
reverse the procedure in preceding Steps
(1) thru (3).
M. STEERING
For POWER STEERING or POWER ASSISTED
STEERING
components
maintenance
refer
to
appropriate MAINTENANCE MANUAL MODULE.
N.
2-90
SIDE SHIFT AND GUARD CYLINDERS (when
applicable)
Oil seepage indicates the packing is worn and
must be replaced.
Check the plunger for
scratches or score marks before Installing new
packing. Refer to Chapter II OVERHAUL.
3. Oil Seepage Piston Packing
If operation of side shift or guard is slow or
sluggish, the oil could be leaking past the piston
seal ring or packing cup. Check as follows:
a. Extend cylinder to maximum limit.
b. Disconnect hoses at front end of both
cylinders.
c. Hold control handle in fully extended
position. Accelerate engine and check for
oil flow through front port. If oil flows from
port, remove cylinder and replace packing.
d. Reverse operation to check cup packing.
TM 10-3930-644-14&P
COUNTERWEIGHT AND FRAME
TOPIC 1. COUNTERWEIGHT AND FRAME
A. DESCRIPTION
The lift truck frame design reflects the latest
advancement in stress analysis engineering.
This
produces a lighter, stronger and less bulky unit. The
major components of the frame consist of the base
welded frame assembly, the counterweight, rear grille,
engine hood and side panels, seat support assembly
and seat, the floor and toe plate, and the overhead
guard assembly.' All of the above component parts are
easily removed to facilitate quick repairs and easy
accessibility during the maintenance routine.
TOPIC 2. COUNTERWEIGHT
A. GENERAL
Excepting the variable weight difference and subtle
exterior design contours, there are two basic types of
counterweight; one, the prevalent style which
incorporates three or more mounting bolts, and the
counterweight which Incorporates only one attaching bolt
(Fig. 2).
Certain care must be exercised during the removal and
installation of the counterweights to prevent equipment
damage or bodily injury.
B. 200 HOUR INSPECTION
After each 200 hour interval of operation, check
counterweight mounting bolts for tightness.
Make
certain that tow stud or counterweight mounting bolts are
tightened securely.
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TM 10-3930-644-14&P
Figure 2. Counterweight and Frame (Typical) (Cushion Lift Truck)
NOTE
On Models ACP 100-120-140, the
counterweight is utilized as a part or
extension of the frame. Because of
this the torque of the counterweight
mounting
bolts
is
important.
Specified torque for the ACP 100-120140 counterweight mounting bolts is
600 lb-ft.
C. REMOVAL
1. Ensure that lift truck is properly located under
hoist chain for removal, and that truck is
adequately blocked to prevent rolling.
2. Attach hoist chains to counterweight (eyelets,
where applicable) and take up slack in chain.
WARNING
Be certain that hoist chain and lift are
adequately
rated
for
estimated
counterweight mass density. Co not
attempt to lift counterweight with a
hoist
rated
below
estimated
counterweight mass.
3. applicable, remove the grille assembly mounting
capscrews and lockwashers while supporting
grille.
2-92
4. Remove grille and rear panel, if Installed.
5. Using the hoisting chain to relieve the pressure,
remove
mounting
bolts
(bolt),
nuts
(if so equipped), and washers.
6. Ensure that counterweight is free of attachment
to truck frame, then very carefully lift
counterweight up slightly and then out away
from frame.
CAUTION
Be certain that counterweight clears
hydraulic pump during removal.
Failure to use care will result in
unnecessary
destruction
of
equipment.
7. Ensure that counterweight is properly balanced
and blocked, if necessary, prior to disengaging
hoist chains.
D. INSPECTION
Carefully inspect counterweight for fractures, particularly
at mounting points, such as the bolt hole, and at right
angle stress points.
TM 10-3930-644-14&P
It is common practice to replace, rather than attempt to
repair a badly fractured counterweight. But when the
truck is operated within reasonable stress limits and not
abused, such damage is highly unlikely.
E. INSTALLATION
1. Ensure that rear of lift truck (counterweight
mounting area) is clear of any obstructions prior
to installation.
WARNING
Be certain that hoist chain and lift are
adequately
rated
for
estimated
counterweight mass density. Do not
attempt to remove or Install a
counterweight with a hoist rated
below
estimated
counterweight
mass.
2. Securely attach hoisting chains to counterweight
(eyelets, where applicable), then lift and
maneuver counter weight into its relative
mounting position on the lift truck frame.
CAUTION
Be certain that counterweight clears
hydraulic pump during installation.
Failure to use care will result in
unnecessary
destruction
of
equipment.
3. Carefully lower counterweight into mounting
surfaces and keep enough tension in hoist to
allow insertion and tightening of securing bolts.
(bolt), lockwashers and nuts (nut). Refer to
NOTE in preceding Paragraph B, 200 HOUR
INSPECTION.)
4. Replace grille and rear panel, if applicable, and
insert and tighten capscrews and lockwashers.
5. Ensure counterweight is properly secured and
that hydraulic pump is intact.
6. Slowly play out hoist chain until there is enough
slack to disengage chain hooks. Remove hoist
chains.
2-93
TM 10-3930-644-14&P
TOPIC 3. BODY COMPONENTS
Figure 4. Engine Hood, Side Panels and Grille (Typical)
(Pneumatic Lift Truck)
Figure 5. Side Panels and Grille (Typical)
(Cushion Lift Truck)
2-94
TM 10-3930-644-14&P
Figure 6. Floor Plate
A. HOOD AND SIDE PANELS
Figures 4 and 5 represent a non-specific., general
representation of the engine hood, side panels and front
engine grille typical to all lift truck models.
1. The side panels are normally secured with a
spring type latch, the disengagement of which
allows side panel -removal for service to engine.
2. The hood, cross assemblies, seat support
assembly, and front grille are all attached with
capscrews, lockwashers and nuts.
To
disassemble, simply study the inter-relationship
of the parts of interest and remove the
capscrews, lockwashers, nuts and parts
required for access to component requiring
service.
3. Reverse disassembly procedure, as required, to
reassemble.
B. FLOOR AND TOE PLATE
Refer to Figures 6 and 7 to locate the floor and toe
plates. As a rule the floor and toe plates will require no
maintenance whatever, but are removed during normal
maintenance routine to service items such as
transmission, steering column, brake master cylinder,
etc.
Figure 8. Seat Assembly
1. To remove floor and/or toe plate, simply remove
capscrews and lockwashers and lift plate away
from truck.
2. To install either or both plates, place in correct
position, align holes and replace capscrews and
lockwashers.
C. SEAT ASSEMBLY
The operator's seat has two vinyl covered, foam rubber
cushions; one serves as a backrest and the other as the
seat cushion. These cushions are contour for maximum
comfort and reduced sliding.
The seat assembly (Fig. 8) has a forward/backward
adjustment to allow for optimum pedal reach as desired
by operator.
Figure 7. Toe Plate
1. Should it become me necessary to remove the
operator's seat, simply remove the seat base
assembly mounting capscrews and lift from
truck.
2. To replace the operator's seat, place assembly
in relative mounting position, align all holes and
insert and secure capscrews and lockwashers.
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TM 10-3930-644-14&P
TOPIC 4. OVERHEAD GUARD
A. GENERAL
The overhead guard is a safety feature which is supplied
as standard equipment by Allis-Chalmers. Its tubular, all
welded construction is designed for maximum operator
visibility coupled with operator safety. The overhead
guard complies with all safety specifications and
standards set forth in ANSI 356. 1-1969 and by the
Industrial Truck Association.
B. DAILY INSPECTION
Daily, inspect the overhead guard mounting plates
(Fig. 9) ; make certain plates are securely mounted with
the necessary capscrews, lockwashers, and nuts.
Visually inspect the welded joints and structure for
possible cracks.
C. REMOVAL AND INSTALLATION
The overhead guard assembly is simply taken off the
truck, with the assist of a hoist chain, after the removal of
the securing capscrews, lockwashers and nuts. (See
Figure 9.)
Figure 9. Overhead Guard Assembly (Typical)
To Install the overhead guard assembly, use hoist chain
to position guard over relative mounting location, then
insert capscrews with lockwashers and nuts, and tighten
evenly and securely.
2-96
TM 10-3930-644-14&P
HIGH FREE LIFT MAST
TOPIC 1. GENERAL DESCRIPTION
The High Free Lift mast assembly includes of the
following:
parallel welded, telescoping uprights
(channels or beams) actuated by hydraulically controlled
lift cylinder(s), a carriage assembly, and adjustable lift
forks.
Several mast assembly configurations ire available,
depending on the ultimate application of the lift truck.
These masts are of the welded type construction and
offer the operator a wide visibility range. The masts use
shimmed canted roller bearings or wear plates and
shims.
The wear plate type mast (Fig 1-2) utilizes wear plates
which are installed at the top and bottom of the mast
assembly.
These keep the inner channel section
centered within the outer section.
The fork and carriage assembly and the telescoping
mast upright section is controlled by independent
rollerless type lift chains.
The chains travel over anti-friction bearing guides for
safety as well as functional assistance. Each chain has
sufficient strength to safely handle the recommended
load capacity.
The canted roller type constriction (Fig 1-1) utilizes ball
bearings to provide friction free operation within the
telescoping upright sections.
Figure 1-1. Canted Roller Type Carriage
and Mast (Typical)
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TM 10-3930-644-14&P
TOPIC 2. MAST ASSEMBLY
A. GENERAL
The conversion of the hydraulic system fluid energy into
mechanical energy necessary in lift truck operation is
accomplished by the mast assembly. The high free lift
mast is constructed of two structural uprights. All high
free lift masts utilize two (2) lift chains for safety and to
minimize the effect of off center loading. The chain
anchors are individually adjustable to ensure equal
tension and a level fork carriage. The chains are
centrally located so as to offset any bending action on
the lift cylinder plunger(s).
Should it become necessary to re-center the mast
uprights for smooth and even operation, the following
alignment Procedures are provided (adjustment method
varies with the model and load capacity of mast
employed) : canted bearing type; wear plates and
aligning shims; and roller bearings and aligning shims.
Each of these methods of adjustment is detailed in the
following Paragraph F, ADJUSTMENTS.
B. MAINTENANCE LUBRICATION
C. REMOVAL
CAUTION
Fully retract or lower lift cylinders.
1. Remove the carriage. (Refer to CARRIAGE
MAINTENANCE MANUAL.)
2. With the mast fully lowered, attach a sling From
an overhead hoist to the mast lift eyes to secure
entire mast assembly during removal.
CAUTION
Be certain overhead hoist is rated to
safely
support
mast
assembly
weight.
3. Disconnect tilt cylinders from outer mast.
4. Disconnect hydraulic hoses from lift cylinder: .
NOTE
Cap or plug hydraulic hoses and Inlet
and outlet parts on lift and tilt
cylinders to prevent contamination
by foreign particles.
1. 50 Hour Service
After every 50 hours of operation, all inner and
outer web surfaces of the mast uprights should
be lubricated. To perform this requirement, Fully
extend the mast; coat all inner and outer web
surfaces of the mast uprights with a moderate
amount of high quality Grade 2 wheel bearing
grease or Grade 2 lithium base grease
(characterized by the word "Moly").
Also
lubricate all grease fittings.
2. 100 Hour Service
Lubricate interlock spacer and screw, located on
inner section of cluster type or primary and
secondary type cylinder mast. Use SAE 10 or
20 engine oil.
NOTE
The bearings used on the canted
bearing
type
mast
are
the
prelubricated type and do not require
periodic lubrication. However, with
this type of mast construction, the
camber or roller site of the bearing is
designed to thrust against the face of
the mast uprights.
2-98
5. (PIVOT PIN TYPE) Remove lockwires,
capscrews, and lockwashers which retain pivot
pins to mast assembly. Raise overhead hoist
high enough to relieve pressure on the pins and
remove them. Use hoist to lay mast on suitable
supports.
NOTE
Adjustment of anted bearing type
mast
must
be
made
before
reassembly of mast.
(Refer to
following
Paragraph
F,
ADJUSTMENTS.)
D. DISASSEMBLY-INSPECTION
Refer to REPAIR MANUAL for proper DISASSEMBLY,
INSPECTION, REPAIR and REASSEMBLY procedures.
E. INSTALLATION
1. Use a properly rated hoist and maneuver the
mast assembly into its relative mounting position
on front of lift truck.
2. Connect and properly secure the tilt cylinders.
3. Reinstall hydraulic hoses.
4. reinstall the carriage.
5. Lubricate mast uprights (Refer to preceding
Paragraph B, MAINTENANCE LUBRICATION.)
TM 10-3930-644-14&P
TOPIC 3. LIFT CYLINDERS
A. GENERAL
The hydraulic oil enters the lift cylinder at or near the
base of the cylinder causing the plunger to extend.
3. Remove the crosshead assembly, ram
protecting rod, chain and guard from cluster
cylinder assembly.
A flow regulator, located at the oil inlet port of the lift
cylinder, controls the outflow of hydraulic oil so that the
load lowers at a controlled rate of speed from the raised
position.
4. Remove cylinder cluster retaining nut (or
retaining plate as applicable) at bottom of outer
mast.
5. Remove the capscrews.
lockwashers, and
.spacers at the top of the Inner mast upright.
B. MAINTENANCE
1. 50 Hour Inspection
6. Carefully remove the cylinder cluster from the
outer and inner masts.
After each 50 hours of operation, inspect the
mast lift cylinder, cylinder hoses, and fittings for
evidence of leaks and repair as necessary.
NOTE
Refer to REPAIR MANUAL for
DISASSEMBLY, INSPECT:
ON,
REPAIR and REASSEMBLY.
2. 100 Hour Inspection
After each 0l0 hours of operation, wipe oil and
foreign matter from lift chains and inspect them
for bent or cracked links. Use a I" paint brush
and lubricate both sides of chains with SAE 20
engine oil. Wipe off excess oil with a clean rag.
If chains are loose or carriage is not level, the
chains must be adjusted. (Refer to following
Paragraph E. LIFT CHAIN ADJUSTMENT.)
D.
LIFT CYLINDER-CLUSTER
(20-55 SERIES)
INSTALLATION
CAUTION
Prior to lift cylinder installation, be
certain that all hoses and fittings are
clean and that there is no foreign
matter in the cylinder inlet port.
3. 500 Hour Inspection
Approximately every 500 hours of operation,
remove the lift chains from mast assembly and
clean them in an oil solvent solution (50% SAE30 nondetergent engine oil and 50% suitable
cleaning solvent). Soak chains in oil-solvent
solution for about four (4) hours and agitate then
several times during the soaking period.
Remove chains from oil solvent and wipe off all
of the cleaning solution. Inspect lift chains for
wear and broken or cracked links. Replace
entire chain if any links are broken or cracked.
Install the chains; then use a 1” paint brush and
lubricate both sides of chains with SAE-20
engine oil. Wipe off excess oil with a clean
cloth. Adjust chains so fork carriage is level and
all slack is removed from the lift chains.
C. LIFTCYLINDER-CLUSTER REMOVAL (20-55
SERIES)
1. With lift cylinders fully retracted and carriage
resting on ground, disconnect lift chains from
cylinder cluster.
2. Disconnect hydraulic hoses, and fittings
(including flow-regulator), and plug or cap all
hydraulic openings to prevent entry of any
contaminants.
1. install all fittings and clamps previously removed
from cylinder, and install the low regulator.
2. To install the cylinder cluster assembly, first
ensure that the crosshead assemblies and ram
protectors have been correctly installed at the
outer cylinder rims, and that the chair adjusting
screws and locknuts have been installed.
3. Attach a properly rated hoist chain to the
cylinder cluster assembly and maneuver cluster
assembly into its relative mounting position
within the inner and outer masts.
4. Install attaching capscrews and lockwashers
which secure the cylinder cluster to inner mast.
Tighten mounting capscrews.
5. install and reconnect
adjusting screws.
the
cylinder
cluster
NOTE
Refer to LIFT CHAIN ADJUSTMENT
Paragraph E of this Topic, prior to
operational use of lift truck.
2-99
TM 10-3930-644-14&P
NOTE
Refer to following paragraph F for
LIFT CYLINDER BLEED SERVICE.
E. LIFT CHAIN ADJUSTMENT
When it becomes apparent that the fork carriage is not
level, that the lift chains are loose, or that the forks (or
attachments) are higher than .25" to .50" above the floor
when the lift cylinder is fully lowered, then the lift chains
require adjustment.
NOTE
ALL CLUSTER CYLINDERS are
adjusted
with
the
PRIMARY
Cylinders FULLY extended.
To adjust the chain length, refer to Figure 3-1 for a
general view of chain anchor and use the following
outline:
Figure 3-1. Chain Adjustment (On Cylinder)
F. LIFT CYLINDER BLEED SERVICE
1. Position the mast assembly so it is vertical.
Ensure that the inner mast section and lift
cylinder are in the fully lowered position.
1. Raise mast until forks are approximately 3 feet
off of the ground.
2. Loosen the chain anchor locknuts (Fig 3-1).
2. Open cylinder bleed screw(s).
3. Chain tension is adjusted by increasing or
decreasing the chain lengths with the adjusting
nuts. Alternately tighten or loosen the chain on
one side and then on the opposite side, until the
chains are snug, with no slack and carriage
forks clear the floor within .25" to .50".
4. Make certain that the lift chain tension is equal
on each chain and that the fork carriage is level.
5. After the adjustment is completed, tighten the
locknuts securely and make certain anchors
were not turned.
Leave open until a stream
HYDRAULIC OIL comes out.
of
PURE
NOTE
Be sure the oil being emitted is free
of any air bubbles that may be seen
only under close inspection. Leave
bleed screws open until pure oil
comes out.
3. Close bleed screw(s) tight.
4. Check hydraulic oil level; fill if required with prefiltered specified oil.
5. Raise and lower mast to check for leaks, if any,
and repair as necessary.
2-100
TM 10-3930-644-14&P
TOPIC 1. CARRIAGES
Figure 1. Hook Type Carriage Assembly (Typical)
A. DESCRIPTION
The carriage assembly is a heavy duty structure of
welded steel, built to provide ultimate strength and
visibility, with a minimum of overhang from the center of
the drive wheels to the face of the forks. The carriage
assemblies are of different types and include: adjustable
canted roller bearings (Fig 1),
An optional item used in conjunction with the carriage
assembly is the backrest. This assembly is a welded
metal frame which is attached to the carriage (in front of
the uprights vertically), and serves to prevent loads from
resting against the mast when the mast is tilted back. It
also keeps loads from falling back onto the operator.
B.
REMOVAL (EXTRA-LIFT AND HIGH FREE LIFT
3,500 14,000 lb and ALL TRI-MAX)
NOTE
If backrest is used, simply attach a
properly rated hoist to top of
backrest, remove capscrews which
attach backrest to carriage, and lift
backrest free of carriage.
CAUTION
Be certain overhead hoist is rated to
safely support carriage assembly
weight.
2-101
TM 10-3930-644-14&P
1. Place two pieces of wood, approximately 2"
thick, underneath forks (or attachments), (one
towards front of the forks and one underneath
carriage frame.
2. Remove carriage stop capscrews (or stop, if
applicable).
3. Remove lift chain anchor pins (or connecting
link, if applicable), and disconnect chains from
carriage.
4. Ensure that no attachments secure the carriage
to the mast. Start engine and raise inner mast
high enough to clear inner mast uprights.
5. Back lift truck out of the way and move carriage
to desired location.
NOTE
If carriage is of the canted bearing
design, it must be adjusted before
installation.
Refer to following
PARAGRAPH C, ADJUSTMENT.
C. ADJUSTMENT-CANTED BEARING TYPE (Figure 1)
1. Use an inside spanning tool and check inside of
web of inner mast assembly and determine
narrowest point where bearings contact inner
mast uprights.
2. Set outside spanning tool to match inside
spanning tool. Lock tool in position.
3. Install bearings on roller studs on carriage.
Span bearings on carriage assembly at the
maximum camber point with outside spanning
tool. Span all sets of bearings. Shim bearings
to produce maximum .015 inch clearance with
spanning tool.
4. To check bearing alignment, place a
straightedge against stud centerline to all
bearings on both sides of carriage assembly.
No visible gap should be seen between bearings
and the straightedge (Fig 3).
2-102
Figure 3. Checking Bearing Alignment
D.
INSTALLATION (EXTRA-LIFT AND HIGH FREE
LIFT 3,5000 14,000 lb AND ALL TRI-MAX)
1. Raise inner mast high enough to clear carriage
assembly bearings.
2. Position lift truck so that inner mast uprights are
directly centered over carriage bearings. Slowly
lower inner mast making sure carriage bearings
slide into inner mast uprights.
3. Reinstall carriage stop capscrews (or stop, if
applicable).
4. Reinstall lift chain anchor pins (or connecting
link, if applicable), and reinstall lift chains.
TM 10-3930-644-14&P
TOPIC 2. SIDE SHIFTER (PRT only)
Figure 7. Side Shift Components
A. DESCRIPTION
C. SIDE SHIFTER CYLINDER REMOVAL
The integral side shift carriage enables the operator to
rapidly and accurately position loads and to make more
efficient use of available storage areas with a minimum
of lift truck jockeying.
1. Remove cotter pin and rod pin from cylinder rod.
The cylinder is enclosed within the steel structure of the
carriage frame, minimizing the possibility of damage.
3. Disconnect hydraulic hoses from cylinder. Plug
cylinder ports and hydraulic hose ends to
prevent entry of foreign material.
Wear strips and angles are provided which virtually
eliminate sliding friction. Several grease fittings are
installed at the wear points to ensure proper lubrication.
Lubricate these fittings every 50 hours of operation.
2. Retract cylinder rod far enough to clear rod
retainer on side shift plate.
4. Remove cotter pin and cylinder retainer pin and
lift out cylinder.
D. SIDE SHIFTER CYLINDER INSTALLATION
B. REMOVAL/INSTALLATION
First disconnect hydraulic hoses at junction block on
carriage frame, then refer to TOPIC 1, and perform
applicable removal (or installation) procedures.
NOTE
See TOPIC 1 for bearing adjustment.
1. Install anchor pin and cotter pin to cylinder and
carriage frame.
2. Connect hydraulic hoses.
3. Extend cylinder rod and install retaining pin and
cotter pin.
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TM 10-3930-644-14&P
TOPIC 3. FORKS
A. DESCRIPTION
Basically, there are two types of lift forks; the shaft style
(Fig 8) which pivots on a horizontal support shaft, and
the more commonly used hook style fork (Fig 9) which
hooks into notches along the top edge of the fork
carriage.
The standard or hook type fork will be
discussed here. Any differences will be noted in shaft
type removal and installation.
The forks should always be adjusted on the carriage to
obtain the optimum balance in proportion to the width of
the anticipated loads.
A fork lock (Fig 10), is installed in the top of each of the
hook type forks to hold it in position in one of the notches
along the top bar of the carriage. To change the fork
location, pull up on the lock and move fork to the left or
right. Allow fork lock to seat in the notch nearest to
location chosen.
The forks can be easily removed from the carriage by
releasing the locks and aligning each fork with the wide
removal slot (see Fig 10), at the bottom of the fork
carriage. (Refer to following REMOVAL procedures for
detailed instructions.)
CAUTION
Naturally, the weight of each fork
depends upon its size. Therefore,
exercise caution while fork is being
removed from the carriage to avoid
injury to personnel and to prevent
damage to the equipment.
Figure 9. Hook Style Fork
3. If fork is defective, then replace with same type
and capacity rated fork.
D. INSTALLATION
1. Carefully lift fork up onto upper carriage
mounting slot, then slowly lower until back of
fork rests against carriage face and bottom fork
hook passes through lower carriage cutout.
2. Release the fork lock pin and slide fork left or
right until properly positioned for anticipated load
clearance/balance requirements.
B. REMOVAL
1. Lower fork carriage until base of fork just clears
the floor.
2. Release the fork lock pin and slide fork to a
position over the cut-out in the lower carriage
bar. (Fig 10.)
3. Tilt the lower portion of the fork forward and up,
releasing the lower hanger (Fig 9), from the
lower carriage bar.
4. Refer to cautionary note in Paragraph A above,
and lift fork off upper carriage bar.
C. SERVICE
1. Inspect hook fork and locking mechanism for
any evidence of wear or damage.
2. If locking mechanism is worn or damaged,
remove and replace it as a unit.
2-104
Figure 10. Fork Adjustment and Removal
TM 10-3930-644-14&P
TROUBLESHOOTING
TOPIC 1. TROUBLESHOOTING CHARTS
A. GASOLINE FUEL SYSTEM
TROUBLE
Engine hard co
start or will
not start.
PROBABLE CAUSE
Air in line.
Locate cause of air entry and repair or replace
defective part.
Water in the fuel.
Let stand. When the water has settled to the
bottom. drain it from the carburetor. fuel
pump sediment bowl. and fuel tank.
Check fuel lines. carburetor screen. fuel
valves min fuel pump, and fuel pump sediment
bowl. Locate and remove obstructions.
Adjust.
Gasoline flow obstructed.
Engine stops
suddenly.
Carburetor choke not set
properly.
No fuel.
Dirt in fuel.
Dirt in filter.
Water in fuel.
Plugged fuel line.
Air leak in fuel line or at
fuel pump.
Engine knocks.
Faulty fuel pump.
Improper fuel.
Lubricating oil thin or
dirty.
Loss of
power
POSSIBLE SOLUTION
Carburetor choke not set
properly.
Low oil pressure, due to (a)
external oil leaks. (b) thin oil.
or (c) sticking of oil pressure relief valve.
Air leak at fuel line or fuel
pump.
Air cleaner obstructions.
Refill tank.
Drain out. Refill with fresh fuel only after
sediment bowl, carburetor, and gasoline tank
have been cleaned.
Clean carburetor and air filters.
See Engine Hard to Start
Disconnect fuel lines: blow out or remove obstruction.
If in line, tighten connections or replace
faulty tubing. If at fuel pump, repair fuel
pump.
Repair fuel pump.
Drain complete fuel system. Refill with
proper fuel.
Drain oil pan. clean out filter housing. replace with new filter, and add new oil of correct viscosity for the prevailing temperature.
Adjust.
(a) Repair leaks by tightening the connections
or replacing the line. (b) drain and fill with
fresh oil. (c) remove oil pressure relief valve
and clean. Do not stretch spring.
Tighten connection, or if leak is in the fuel
pump, tighten or repair pump
Clean air cleaner and tubing: tighten connections.
2-105
TM 10-3930-644-14&P
A. GASOLINE FUEL SYSTEM (CONT)
TROUBLE
Loss of power.
(Continued)
Engine runs
irregularly
(sputters).
PROBABLE CAUSE
Choke valve out of adjustment.
Adjust.
Improper fuel.
Improper governor adjustment.
Air leaks in carburetor gaskets.
Use only a good grade of gasoline.
Adjust link rod.
Partially closed tank shut-oft.
Water and sediment in carburetor.
Open.
Let water settle to bottom and drain. Drain
out sediment. and clean screens. Check
source of supply.
Check line; remove obstruction and any kinks
in tubing.
Repair or replace pump.
Clean.
Remove carburetor and tighten.
Tap carburetor lightly with hammer handle.
If this does not correct the situation. carburetor must be cleaned.
Check the fuel lines between the tank and the
fuel pump and the carburetor.
Fuel lines partially blocked.
Smoky exhaust.
No gasoline
at the
carburetor.
Fuel pump failure.
Clogged air cleaner.
Loose jets in the carburetor.
Carburetor float sticking.
(Black smoke.)
Fuel pump faulty. clogged
suction line.
Float stuck (dirty needle valve).
Fuel tank empty.
Air leak.
Engine
surges.
Carburetor
leaks gasoline
with idling.
Surge screw out of adjustment
(governor).
Lean gasoline mixture. Water
in the gas.
Float stuck (dirty needle
valve).
Float level incorrect.
Drain plug not tight.
2-106
POSSIBLE SOLUTION
Tighten or replace gaskets in carburetor.
Tap the carburetor bowl gently. Or remove the
carburetor. and clean the needle valve and
float chamber.
Refill.
Check all connections and fuel lines between
the carburetor. fuel pump. and tank.
Adjust.
Adjust carburetor. Drain gas tank. Check
source of supply.
Tap carburetor gently to dislodge the dirt in
the fuel valve. If this does not correct the
condition, remove the carburetor and clean the
valve.
Adjust.
Tighten.
TM 10-3930-644-14&P
B. COOLING SYSTEM
TROUBLE
Loss of coolant.
Overheating.
Rapid wear or
breakage of fan
belt.
Fan or water
pump noisy.
PROBABLE CAUSE
POSSIBLE SOLUTION
Leaks at hose or hose connections.
Cracked engine block or head.
Defective head gasket.
Leaking radiator.
Drain cocks loose or open.
Leaking water pump.
Inoperative Instrument panel
gauge or sending unit.
Thermostat does not open.
Loose fan belt.
Surface of radiator core clogged.
Obstruction in cooling system.
Damaged or worn out water
pump.
Leak In cooling system.
Incorrect adjustment.
Replace hose.
Incorrect belt.
Fan blades striking belt.
Excessive alternator drag.
Broken or rough pulleys.
Worn or damaged bearing or
seal.
Loose fan blades.
Broken pump impeller.
Excessive pump shaft end play.
Loose fan hub.
Replace with correct type.
Repair or replace fan.
Check alternator bearings.
Replace pulleys.
Replace worn or damaged parts.
Replace damaged part.
Replace.
Repair or replace.
Repair.
Repair or replace.
Replace inoperative unit.
Replace thermostat.
Adjust or replace belt.
Clean the core.
Clean out cooling system.
Repair or replace.
Repair.
Readjust.
Repair or replace fan.
Repair.
Repair.
Tighten.
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TM 10-3930-644-14&P
C. HYDRAULIC SYSTEM
TROUBLE
Unable to lift or
tilt load.
PROBABLE CAUSE
Load too heavy.
Check capacity on Serial No. Plate.
Insufficient or no oil.
Check tank for proper oil level and plugged
suction line.
Tighten connections.
Remove and repair.
Remove and repair.
Repair.
Check flow of oil from pump through hydraulic
system.
Check for binding or any reason for inoperative
plunger.
Inspect for internal leakage or damaged parts
and repair.
inspect governor controls and adjustment.
Air leak at suction line.
Damaged or worn pump.
Relief valve binding open.
Broken lift chains.
Obstruction in hydraulic lines.
Damaged lift cylinder.
Control valve inoperative.
Lift and tilt too
slow.
Engine speed governed too low.
Internal leakage at pump.
Excessive leakage at cylinder
packing.
Air leaks in system.
Misalignment.
2-108
Inspect for worn or damaged parts.
Repair or replace packing.
Internal leakage in cylinders.
Tighten all connections.
Check masts, carnage or tilt linkage for cause
of binding.
Check for worn or damaged parts. Repair or
replace. Check relief valve setting.
Repair or replace packing.
Oil leak at packing glands.
Repair or replace packing.
Faulty relief valve.
Load creepstilting or
lowering.
POSSIBLE SOLUTION
TM 10-3930-644-14&P
C. HYDRAULIC SYSTEM (CONT)
TROUBLE
Load creepstilting or
lowering.
(Continued)
Noisy hydraulic
pump.
PROBABLE CAUSE
Leak in control valve.
Check for worn or damaged plungers.
Leaks in oil lines.
Tighten all connections or replace damaged
lines.
Check tank for proper oil level or restricted
suction line.
Tighten intake connections.
Use hydraulic oil with antifoaming characteristics.
Replace breather.
Insufficient or no oil.
Air leaks.
Air bubbles in intake oil.
Hydraulic-oil
overheating.
POSSIBLE SOLUTION
Oil reservoir breather restricted.
Coupling misalignment.
Pump head loose.
Worn or broken parts.
Pump too tight alter overhaul.
Restricted lines.
Relief valve set too high.
Incorrect oil.
Realign.
Tighten.
Replace.
Remove and repair.
Check and repair.
Valve should be set as recommended.
Drain. replace filter and use only recommended oil.
Repair or replace pump.
Internal oil leakage.
D. DRIVE UNIT
TROUBLE
Failure to operate.
Axle noise on
drive or coast.
Continuous
axle noise.
PROBABLE CAUSE
POSSIBLE SOLUTION
Broken jackshaft/axleshaft.
Replace jackshaft/axleshaft.
Teeth broken out of jackshaft.
bull gear. axleshaft. or
planetary cluster.
Broken teeth on ring gear or
pinion.
Excessive wear at ring gear
and pinion.
Worn pinion gears or side gears
in differential case.
Excessive wear in gears.
Replace jackshaft, bull gear. axleshaft, or
planetary.
Lack of lubrication.
Uneven tire wear.
Worn or damaged bearing.
Lubricate with specified lubricant.
Replace tires.
Replace bearings.
Replace ring gear and pinion.
Adjust. if possible. or replace.
Replace worn gears.
Replace worn parts.
2-109
TM 10-3930-644-14&P
D. DRIVE UNIT (CONT)
TROUBLE
Excessive backlash on unit.
PROBABLE CAUSE
Worn splines on jackshaft/axleshaft.
Worn ring gear or pinion.
Loose or worn universal joints.
POSSIBLE SOLUTION
Replace jackshaft/axleshaft.
Replace gear and pinion.
Tighten or replace.
E. HYDRAULIC BRAKE SYSTEM
TROUBLE
Pedal goes to
toe board.
Both brakes
drag.
One wheel drags.
Truck pulls to
one side.
PROBABLE CAUSE
Normal lining wear.
Check. repair. or replace self-adjuster.
Low fluid level in master cylinder.
External leak in brake system
or leak past master cylinder
piston cup.
Air trapped in hydraulic system.
Pedal lash not correctly adjusted.
Mineral oil in brake system.
Fill reservoir and bleed lines.
Breather port in master cylinder
clogged.
Weak or broken brake shoe return springs.
Brake shoe or drum clearance
too small.
Tight wheel bearing.
Obstruction in brake line.
Swollen wheel cylinder piston
cups or piston binding.
Grease or brake fluid on brake
lining.
Loose wheel bearings.
Different makes of brake lining.
Brakes incorrectly set.
Uneven tread wear.
2-110
POSSIBLE SOLUTION
Check system for leak and repair.
Bleed system.
Readjust to correct lash.
Clean out system. replace cups in wheel cylinders and master cylinder. Refill master cylinder with specified brake fluid and bleed
brake system.
Clean out breather port.
Replace broken or weak springs.
Check, repair. or replace self-adjuster.
Readjust.
Remove obstruction or replace line.
Replace defective or damaged parts.
Replace with new lining.
Readjust.
Make sure same type of lining is used at each
wheel.
Readjust.
Replace tires.
TM 10-3930-644-14&P
E. HYDRAULIC BRAKE SYSTEM (CONT)
TROUBLE
Truck pulls to
one side.
(Continued)
Brakes spongy.
Excessive pedal
pressure.
Light pedal
pressurebrakes too severe.
Brakes squeak.
PROBABLE CAUSE
POSSIBLE SOLUTION
Lining charred or drum scored.
Replace lining or repair or replace drum.
Adjusting cams loose.
Air trapped in brake system.
Brake adjustment not correct.
Shoe surface not square with
drum.
Brake adjustment not correct.
Repair.
Bleed brake system.
Check and/or replace self-adjuster.
Repair.
Incorrect brake lining.
Oil or fluid soaked lining.
Lining making only partial
contact.
Brake adjustment not correct.
Install specified lining.
Replace lining.
Realign brake shoes.
Small amount of grease or brake
fluid on lining.
Incorrect lining.
Brake shoes twisted.
Particles of metal or dust imbedded In lining.
Chamfer at end of lining too
short.
Correct cause and replace lining.
Check and/or replace self-adjuster.
Check and/or replace self-adjuster.
Install specified lining.
Repair.
Remove foreign material; sand lining to drum.
Elongate chamfer.
F. POWER STEERING SYSTEM
TROUBLE
Hard steering.
PROBABLE CAUSE
Failure of pump.
Badly worn pump.
Broken or weak relief valve
spring.
Binding relief valve.
Low pump pressure.
Line leakage.
Low oil level.
Bent linkage.
Improper wheel alignment.
POSSIBLE SOLUTION
Replace or recondition.
Recondition pump.
Replace spring.
Free valve.
Replace worn or faulty parts.
Tighten connections.
Fill reservoir to correct level.
Replace damaged parts.
Align wheels.
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TM 10-3930-644-14&P
F. POWER STEEPING SYSTEM (CONT)
TROUBLE
Hard steering.
(Continued)
Steering too
sensitive.
Loose steering.
Low oil pressure.
PROBABLE CAUSE
POSSIBLE SOLUTION
Lack of lubrication.
Lubricate.
Leakage in steer cylinder.
Air min system.
Faulty regulator valve.
Faulty control valve.
Faulty flow control valve.
Repair.
Bleed the system.
Recondition valve.
Repair or replace.
Recondition - free any binding parts.
Wheels out of alignment.
Loose linkage.
Worn king pins.
Wheel bearings loose or worn.
Air in system.
Steering gear out of adjustment.
Low oil level.
Align wheels.
Tighten linkage or replace.
Replace.
Adjust bearings or replace.
Bleed the system.
Adjust cam and worn shaft.
Fill reservoir to correct level.
Worn pump.
Weak relief valve spring.
Relief-valve stuck open.
Flow control valve stuck open.
External leakage.
Internal leakage.
Recondition or replace.
Replace spring.
Remove and free valve.
Free flow control valve.
Tighten or replace fittings, hoses. or seals.
Replace seals min valves or cylinders.
G. MAST HYDRAULIC SYSTEM
TROUBLE
Unable to lift or
tilt load.
PROBABLE CAUSE
Relief valve binding open.
Remove and repair.
Broken lift chains.
Obstruction in hydraulic lines.
Repair or replace.
Check flow of oil from pump through hydraulic
system.
Check for binding or any reason for inoperative
plunger.
Check capacity on Serial No. Plate.
Damaged lift cylinder.
Load too heavy.
2-112
POSSIBLE SOLUTION
TM 10-3930-644-14&P
G. MAST HYDRAULIC SYSTEM (CONT)
TROUBLE
Lift and tilt too
slow.
Load creepstilting or
lowering.
Oil overheating.
PROBABLE CAUSE
POSSIBLE SOLUTION
Engine speed governed too low.
Inspect governor controls and adjustments
Excessive leakage at cylinder
packing.
Air leaks min system.
Misalignment.
Repair or replace packing.
Faulty relief valve.
replace. Check relief valve setting.
Internal leakage In cylinders.
Oil leak at packing glands.
Leaks in oil lines.
Relief valve set coo high.
Tighten all connections.
Check masts carriage or tilt linkage for
cause of binding.
Check for worn or damaged parts. Repair or
Repair or replace packing.
Repair or replace packing.
Tighten all connections or replace damaged
lines.
Valve should be set as recommended.
H. POWER SHIFT TRANSMISSION
TROUBLE
Transmission
won't shift into
gear/out of
gear.
Transmission is
sluggish/jerky.
PROBABLE CAUSE
Improperly adjusted or disconecked linkage.
Adjust or reconnect shifting linkage.
Transmission overheated.
Check fluid level; refill to proper level If low.
Check for leaks. Check specified operating
pressures.
Repair or replace as necessary.
Repair or replace as necessary.
Release parking brake: check parking brake
drum for any possible damage.
Check fluid level; refill to recommended capacity if necessary.
Check torque converter operation. pump.
clutch-pack, control valve. Check the specified
operating pressures. Repair or replace any
defective parts.
Adjust shifting linkage.
Defective pump.
Defective control valve.
Parking brake not released.
Fluid level low.
Faulty or worn components.
Transmission
does not shift
smoothly.
POSSIBLE SOLUTION
Linkage improperly adjusted.
Fluid level low.
Malfunctioning control valve.
Check fluid level; refill to recommended level
if necessary.
Verity proper operation of control valve; repair, adjust or replace if necessary.
2-113
TM 10-3930-644-14&P
H. POWER SHIFT TRANSMISSION (CONT)
TROUBLE
Inching pedal
does not slow
or stop truck.
Transmission
won't shift into
LOW or HIGH
gear speed. (If
so equipped.
Transmission
"Jumps" out of
"ear.
PROBABLE CAUSE
POSSIBLE SOLUTION
Improperly adjusted.
Adjust inching pedal stop bolt.
Improperly adjusted or disconnected linkage.
Adjust or reconnect shifting linkage.
Fluid level low.
Check fluid level; refill to recommended capacity If necessary.
Adjust linkage.
Improperly adjusted linkage.
Mechanical obstruction.
Inspect linkage for any improper routing or
possible obstruction that forces linkage out of
desired position; remove obstruction.
I. ELECTRICAL SYSTEM
TROUBLE
Ammeter reading "Zero" with
ignition switch
"On" and engine
being rotated.
Ammeter does
not show charge.
PROBABLE CAUSE
Defective ignition switch.
Replace switch.
Defective ammeter.
Replace.
Broken or loose wiring at ignition switch.
Defective regulator.
Repair or replace wiring.
Defective stator.
Worn-alternator brushes.
Shorted alternator armature.
Defective rectifying diodes in
alternator.
Shorted alternator fields.
Slip rings dirty or worn.
Repair or replace windings.
Replace brushes.
Repair or replace armature.
Replace.
Defective wiring.
Ammeter shows
excessive
charge
Defective current control in
regulator.
Battery run down.
Defective alternator.
Defective ammeter.
2-114
POSSIBLE SOLUTION
Adjust or replace regulator.
Repair or replace alternator.
Clean slip rings or repair or replace alternator .
Check for loose, broken, or disconnected
wires.
Repair or replace regulator.
Recharge or replace battery.
Repair or replace.
Replace.
TM 10-3930-644-14&P
I. ELECTRICAL SYSTEM (CONT)
TROUBLE
Ammeter shows
discharge during engine operation.
Excessive battery water
usage.
Starting motor
failure.
Ammeter shows
heavy discharge
with- engine
stopped.
Ammeter shows
rapid fluctuatetion.
Horn does not
blow.
Hon blows
continuously.
PROBABLE CAUSE
POSSIBLE SOLUTION
Inoperative alternator.
Repair or replace.
Faulty regulator controls.
Replace regulator.
Shorted circuit.
Fan belt loose or broken.
Shorted batter, cell.
Check for faulty circuit and repair.
Adjust or replace belt.
Replace.
High regulator setting.
Broken connections.
Adjust.
Reconnect or replace wires.
Faulty switches.
Battery dead or low charge.
Check ignition switch or starter button.
Replace or recharge battery. Check for low
regulator setting.
Clean.
Replace.
Replace.
Trace wiring for shorts.
Commutator dirty.
Worn brushes.
Broken drive.
Shorted circuits.
Defective voltage regulator.
Defective ammeter.
Loose alternator drive belt.
Inspect for closed contacts. Adjust or replace
regulator.
Replace.
Readjust.
Shorted or loose connections.
Dirty, loose, or worn alternator
brushes.
Defective alternator.
Voltage regulator out of adjustment.
No current to horn.
Trace wiring. for breaks or looseness.
Clean and lighten brushes. Replace If worn.
Faulty horn button.
Defective horn.
Defective horn relay.
Check for faulty ground or replace horn button.
Replace.
Replace.
Grounded horn wire.
Eliminate ground. Check for frayed wire.
Shorted horn.
Defective horn button.
Faulty relay.
Replace horn.
Replace.
Replace.
Repair or replace.
Readjust.
Check for broken wire or dead battery.
2-115
TM 10-3930-644-14&P
LUBRICANT AND FUEL SPECIFICATIONS
TOPIC 1. LUBRICANT SPECIFICATIONS
A. ENGINE LUBRICATING OIL
The basic requirements for lubricating oils used in AllisChalmers engines are:
1. Maintain pistons, rings, and other moving parts
in a carbon free, varnish free, and clean
condition.
2. Maintain enough body to satisfactorily lubricate
the moving parts at maximum oil temperatures.
3. Prevent bearing corrosion. Counteract corrosive
products of combustion or contaminants in the
fuel.
4. Promote general cleanliness within the engine.
The American Petroleum Institute has several service
classifications for oils used in gasoline and L. P. gas
engines; they are SA. SB, SD, and SE. For diesel
engines, the classifications are CA, CB. and CD.
SERVICE SA and CA: Service typical of engines used
under light and favorable operating conditions, the
engines having no special lubrication requirements and
having no design characteristics sensitive to deposit
formation.
SERVICE SB and CB: Service typical of engines used
under moderate to severe operating conditions.
but presenting problems of deposit corrosion control
when lubricating oil temperatures are high.
SERVICE SD and CD: Service typical of engines used
under unfavorable or severe types of operating
conditions and where there are special lubrication
requirements for deposit. wear, or bearing corrosion
control, due to operating conditions, or engine design, or
fuel characteristics.
SERVICE SE: Oils designed for this service provide
more protection against oil oxidation. high temperature
engine deposits, rust, and corrosion in gasoline engines
than oils which are satisfactory for classification SD.
Generally, SERVICE SB will apply to the gasoline or L.
P. gas engines, and SERVICE CB will apply to the diesel
engines.
Use oils of the following viscosities:
2-116
Atmospheric
Temperature
Below 32°F
32°F to 90°F
Above 90°F
Viscosity
SAE 20
SAE 30
SAE 40
Our recommendation of 100 hours for filter and oil
change periods is based on the use 6f high quality oils
and 85% average engine loads with the engine in good
adjustment and operating with the coolant and
lubricating oil at normal operating temperature.
Variations from the considered normal operating
conditions must be compensated for by the use of
premium grade oils or more frequent oil change and filter
change periods. or both.
Our recommended oil change periods are based on
what experience has shown to be conservative and safe
hours of operation between oil changes. Actual testing
of the lubricating oil in any particular engine application
at each S to 10 hours operation after 100 hours
operation to determine the condition of the oil may allow
extending the oil change periods. This testing service is
provided by most major oil companies.
It is
recommended to take advantage of this service.
B. HYDRAULIC SYSTEM OIL
Use a hydraulic oil that conforms to Allis-Chalmers
specification H-100 or SAE 10 SE engine oil (or MIL-L2104B) in the hydraulic system.
The hydraulic oil must be fortified with special rust and
oxidation inhibitors, plus anti-wear ingredients. and
treated to minimize foaming. The hydraulic oil must
conform to the following in Allis-Chalmers specification
H-100:
Viscosity at 100°F SUS ........................... 150 - 170 secs
Viscosity Index.................................................... 90 min
Flash Point ....................................................370°F min
Neutralization No. (mgs KOH/g oil).......................... 0.60
Aniline Point ............................................... 180 - 220°F
Oxidation Stability (hrs. to neut. No. 1.0 max).......... 1500
Rust Test ............................................................. Pass
Copper Strip Corrosion (3 Hours at 212°F) ........ Pass 2B
Pour Point .................................................... -20°F max
TM 10-3930-644-14&P
The SAE grade 10 SE engine oil is available at all major
oil companies and most local service stations. The oil
meets the requirements of the American Petroleum
Institute and contains rust and oxidation inhibitors, antiwear ingredients, and an anti-foaming agent.
If the hydraulic system oil is stored in large containers.
the storage containers must be kept free of
contaminants. such as dirt., water, and metal chips.
Contaminated hydraulic oil is the major cause of
hydraulic system failures. It is recommended that each
storage container be clearly marked FOR USE in
HYDRAULIC SYSTEM ONLY.
F. WHEEL BEARINGS AND JACKSHAFT BEARINGS
Lubricate with high quality. Grade 2 lithium base grease
(characterized by the word "Moly") that contains a
maximum of 5% micronized molybdenum disulfide.
Lubricant must be waterproof and heat resistant.
G.
PRESSURE GUN FITTINGS AND UNIVERSAL
JOINT
Lubricate with a high quality chassis lubricant, N.L.G.I.
Grade 2 heavy duty sodium base grease available from
any reputable oil company.
C. POWER SHIFT TRANSMISSION OIL
H. OIL CAN POINTS
Use a good quality type "A" or suffix "A" automatic
transmission fluid available from any major oil company.
Lubricate all points with SAE 10 or 20 engine oil.
L. BRAKE MASTER CYLINDER
D. DIFFERENTIAL.
STANDARD
SHIFT
TRANSMISSION,
PLANETARY
GEAR,
AND
STEERING GEAR OIL
Lubricate these assemblies with SAE 90 EP (extreme
pressure) gear oil which is non-corrosive and resists
oxidation and foaming. It should have a low pour point
to ensure quick lubrication at either high or low
temperatures.
E. BULL GEAR AND JACKSHAFT PINION
Use only premium quality, heavy duty brake fluid with an
extreme heat-cold range that conforms to SAE
specification J1703C.
J. MASTS
Lubricate all sliding surfaces of mast uprights with a high
quality. Grade 2 lithium base grease (characterized by
the word '"Moly') that contains a maximum of 5%
micronized molybdenum disulfide. Lubricant must be
waterproof and heat resistant.
Lubricate with high quality, Grade 2 lithium base grease
(characterized by the word "Moly") that contains a
maximum of 5% micronized molybdenum disulfide.
Lubricant must be waterproof and heat resistant.
TOPIC 2. FUEL RECOMMENDATIONS (GASOLINE AND L.P. GAS)
A. GENERAL
Depending upon the owner's selection, the carburetors
offered for the engine are designed for either gasoline or
liquid petroleum gas carburetion.
Low-lead and no-lead gasoline, from a reputable
oil manufacturer, are acceptable for a lift truck
equipped with a low emission engine. However,
the low emission engine will still be low in
emissions, regardless of whether a leaded or
unleaded gasoline is used.
1. Gasoline
2. Liquid Petroleum Gas
For economy and performance on gasoline
units, it is recommended that a good regular
grade of gasoline with an octane .rating of 89 or
higher be used. The gasoline should meet the
requirements of .ASTM-D357-61 (motor method)
and/or ASTM-D-908-61 research method).
Liquid petroleum fuel is a gas and is only in the
liquid state when under pressure or extreme low
temperature. When released from the tank it
vaporizes rapidly forming a gas that us heavier
than air.
2-117
TM 10-3930-644-14&P
CAUTION
When storing unit in a closed
building, be sure the fuel system
contains no leaks. Leaks may be
located by using liquid soap on
valves, connections, etc. Keep all
fire,
sparks,
static
electricity,
cigarette smoking.
etc.
out of
building because serious explosions
can occur.
A leak in L. P. Gas equipment is difficult to detect
because the fuel vaporizes so readily that it does not
leave a wet area around leak.
However, rapid
expansion and vaporization of the fuel causes
refrigeration. Therefore, If frost is detected on fuel
system components when unit is not in use, a leak is
most likely present and should be repaired immediately.
B. FUEL STORAGE
The importance of proper fuel storage cannot be too
strongly stressed. Storage tanks. drums, or service
tanks must be free of rust., scale, sediment, or any other
foreign material that will contaminate the fuel.
C. HANDLING OF FUEL (GASOLINE)
The following rules cover handling of fuel before It
reaches the carburetor.
1. Do not handle fuel in an open container.
2. Do not use waste or linty rags around fuel
containers.
3. Clean all storage tanks at regular Intervals.
CAUTION
Some states require a license to
install, repair, and adjust liquid
petroleum gas equipment.
Check
local regulations.
The fuel tank must not be filled above the 80% full level.
The remainder of tank contains vapor given off by the
fuel.
CAUTION
Never fill tank while engine is
running. Never smoke while filling
tank. Do not allow fuel or vapor to
contact skin because the very low
temperature may -cause frostbite or
freezing of affected areas.
2-118
4. If hand pumps are used to bring fuel from
storage tanks, keep them covered with dustproof
covers when not min use.
5. When drawing fuel from a drum, agitate drum as
little as possible and leave from 2 to 3 inches of
fuel in bottom of drum.
6. Keep fuel handling equipment.
such as
measures, funnels, containers, etc., clean at all
times and covered when not in use.
7. Use funnel equipped with a 200-mesh wire
screen.
TM 10-3930-644-14&P
TOPIC 3. LUBRICATION AND SERVICE GUIDE
Figure 1. Lubrication and Service Guide
2-119
TM 10-3930-644-14&P
MEMO
2-120
TM 10-3930-644-14&P
REPAIR INSTRUCTIONS
3-1
TM 10-3930-644-14&P
REPAIR INDEX
TOPIC
TITLE
PAGE
TOPIC
TITLE
PAGE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
ENGINE ASSEMBLY
FITS & TOLERANCES
SERVICE
MANIFOLD
VALVES - INT & EXH
CYLINDER HEAD
CRANKSHAFT & BEARINGS
FLYWHEEL & HOUSING
PISTON & CONN ROD
CAMSHAFT & TAPPETS
GEAR TRAIN
CYLINDER BLOCK
OIL PUMP
OIL PRESSURE RELIEF VALVE
FILLER BLOCKS & GUARD
OIL PAN
RUN-IN SCHEDULE
REMOVAL/INSTALLATION
3-1
3-4
3-5
3-7
3-13
3-15
3-23
3-27
3-33
3-35
3-39
3-43
3-45
3-46
3-48
3-49
3-50
1
2
3
4
5
BRAKE SYSTEM
DRIVE WHEEL BRAKES
MASTER CYLINDER
WHEEL CYLINDERS
PARKING BRAKE
BLEEDING THE BRAKE SYSTEM
3-147
3-151
3-153
3-153
3-155
1
2
3
4
5
6
STEERING SYSTEM
DESCRIPTION
STEER AXLE
STEEPING VALVE UNIT
CYLINDER & DRAG LINK
TIE RODS
STEER WHEELS
3-157
3-157
3-163
3-171
3-175
3-176
1
2
3
HYDRAULIC SYSTEM
HYDRAULIC PUMP
CONTROL VALVE
TILT CYLINDER
3-179
3-182
3-185
1
2
3
4
5
6
7
FUEL SYSTEM
FUEL SYSTEM
FUEL TANK
FUEL PUMP & FILTER
CARBURETOR
ACCELERATOR LINKAGE
GOVERNOR
AIR CLEANER
3-53
3-55
3-57
3-59
3-67
3-69
3-70
1
2
MAST
CYLINDER REMOVAL/INSTALLATION
3-189
3-192
CARRIAGE
3-195
1
2
3
4
5
ELECTRICAL SYSTEM
BATTERY
ALTERNATOR
STARTER.
DISTRIBUTOR
CONDENSOR
3-71
3-81
3-91
3-98
3-102
FORKS
WELDING PROCEDURE
SIDESHIFTER
SIDESHIFTER CYLINDER
HOSE REEL
3-197
3-199
3-201
3-202
3-204
1
2
3
1
COOLING SYSTEM
DESCRIPTION
WATER PUMP
RADIATOR
EXHAUST SYSTEM
3-103
3-105
3-109
3-113
1
2
3
4
1
TRANSMISSION
TRANSMISSION
TORQUE CONVERTER & PUMP
DRUM & DISCS
CONTROL VALVE
UNIVERSAL JOINT
3-115
3-125
3-127
3-129
3-131
1
2
3
DRIVE AXLE
DRIVE AXLE
DIFFERENTIAL
PNEUMATIC WHEELS
3-135
3-142
3-146
3-1A
TM 10-3930-644-14&P
CONTINENTAL ENGINE
TOPIC 1. FITS AND TOLERANCES
DESCRIPTION
F135
F163
A. PISTONS
Piston Diameter ......................................................................................................................................
Cylinder Diameter ...................................................................................................................................
Wear Limits-Cylinder Bore .....................................................................................................................
Piston Pin Hole Diameter........................................................................................................................
Top Ring Groove Width ..........................................................................................................................
Maximum Wear Limit Width ....................................................................................................................
Second And Third Rings Groove Width..................................................................................................
Maximum Wear Limit Width ....................................................................................................................
Fourth Ring Groove Width. ...................................................................................................................
Maximum Wear Limit Width ....................................................................................................................
Piston Fit-Feeler Gauge..........................................................................................................................
Lbs. Pull .................................................................................................................................................
3.4372-3.4392
3.4395-3.4375
008
.8597-.8595
.081-.080
.083
.0965-.0955
.0985
.2515-.2505
.2535
.003
5-10
B. PISTON RINGS
Top Ring Width .......................................................................................................................................
Wear Limits-Minimum Width ..................................................................................................................
Second and Third Rings Width ..............................................................................................................
Wear Limits-Minimum Width ...................................................................................................................
Fourth Ring Width ...................................................................................................................................
Wear Limits-Minimum Width ...................................................................................................................
Top Ring Gap Clearance .......................................................................................................................
Second and Third Rings Gap Clearance................................................................................................
Fourth Ring Gap Clearance....................................................................................................................
Top Ring Side Clearance........................................................................................................................
Second and Third Rings Side Clearance................................................................................................
Fourth Ping Gap Clearance....................................................................................................................
.078-.077
.075
.0930-.0925
.0905
.248-.244
.0242
.008-.018
.008-.018
.015-.055
.002-.004
.0025-.0040
.0025-.0075
C. CONNECTING RODS
Bushing Hole Diameter ...........................................................................................................................
Bearing Hole Diameter ...........................................................................................................................
Bearing Thickness..................................................................................................................................
Wear Limits-Minimum Thickness............................................................................................................
Crank Pin Diameter.................................................................................................................................
Wear Limits-Minimum Diameter..............................................................................................................
Clearance Limits .....................................................................................................................................
Desired Clearance..................................................................................................................................
Wear Limits-Maximum Clearance...........................................................................................................
Side Play.................................................................................................................................................
Desired Side Play ...................................................................................................................................
.914-.913
2.1870-2.1865
.0616-.0613
.0608
2.0627-2 0619
2.0609
.0006-.0022
.0015
.0032
.010-.006
.006
D. PISTON PIN
Length.....................................................................................................................................................
Diameter .................................................................................................................................................
Wear Limits-Minimum Diameter..............................................................................................................
Desire Fit.................................................................................................................................................
Bushing Hole Diameter - Fin ...................................................................................................................
Wear Limits-Maximum Diameter.............................................................................................................
Pin Clearance in Bushing........................................................................................................................
Desired Pin Fit.........................................................................................................................................
2.878-2.868
.8593-.8591
.8588
Light Push
.8597-.8595
.8607
.0006-.0002
.0004
NOTE
Where no specification is listed for the F163 engine it is identical to the
specification for the F135 engine.
R-104-1
3-1B
TM 10-3930-644-14&P
E. MAIN BEARINGS
Bearing Bore in Block, Diameter ............................................................................................................
Bearing Thickness..................................................................................................................................
Wear Limits-Minimum Thickness............................................................................................................
Main Bearing Journal Diameter ..............................................................................................................
Wear Limits-Minimum Diameter .............................................................................................................
Clearance Limits .....................................................................................................................................
Desired Clearance..................................................................................................................................
Crankshaft End Play ...............................................................................................................................
Center Flange Bearing
Thickness .......................................................................................................................................
Wear Limits-Minimum Thickness....................................................................................................
Clearance Limits .............................................................................................................................
Desired Clearance..........................................................................................................................
F135
F163
2.5622-2.5615
.0925-.0928
.0920
2.3752-2.3744
2.3734
0007-.0028
.0015
002-.006
.0926-.0929
.0921
.0005-.0026
.0015
F. CAMSHAFT
Bearing Journal Diameter, Front ............................................................................................................
Center ..........................................................................................................
Rear .............................................................................................................
Wear Limits-Minimum Diameter (under minimum new shaft diameter)...................................................
Bushing Inside Diameter, Front ..............................................................................................................
Center ..........................................................................................................
Rear .............................................................................................................
Bushing Clearance Limits ......................................................................................................................
End Play..................................................................................................................................................
Camshaft Bore in Cylinder Block - Finish Reamed Front ........................................................................
Center ....................................................................
Rear .......................................................................
1.8725-1.8715
1.7465-1.7455
1.2475-1.2465
.001
1.8755-1.8745
1.7502-1.7495
1.2505-1.2495
.004-.002
.009-.005
2.0000-1.9995
1.8750-1.8740
1.3750-1.3745
G. INTAKE VALVES
Stem Diameter .......................................................................................................................................
Wear Limits - Minimum Diameter ...........................................................................................................
Seat Angle..............................................................................................................................................
Stem Clearance Limits ............................................................................................................................
Wear Limits-Maximum Clearance...........................................................................................................
Desired Stem Clearance ........................................................................................................................
3414-.3406
.3386
30°
.0026-.0008
.0046
.0015
H. EXHAUST VALVES
Stem Diameter .......................................................................................................................................
Wear Limits-Minimum Diameter .............................................................................................................
Seat Angle..............................................................................................................................................
Stem Clearance Limits ............................................................................................................................
Wear Limits-Maximum Clearance ..........................................................................................................
Desired Stem Clearance.........................................................................................................................
.3385-.3377
.3357
45°
.0055-.0037
0075
.0045
I. VALVE GUIDES
Outside Diameter ...................................................................................................................................
Stem Hole Diameter ...............................................................................................................................
Wear Limits - Maximum Diameter ..........................................................................................................
Contact Face to Guide ...........................................................................................................................
Length.....................................................................................................................................................
.6575-.6565
.3432-.3422
.3447
1.4688"
2.3125"
NOTE
Where no specification is listed for the F163 engine it is identical to the
specification for the F135 engine.
R-104-1
3-2
TM 10-3930-644-14&P
J. VALVE SPRINGS
Outside Diameter ...................................................................................................................................
Length - Valve Closed ............................................................................................................................
Load - Valve Closed ...............................................................................................................................
Wear Limits - Minimum Weight ...............................................................................................................
Length - Valve Open...............................................................................................................................
Load - Valve Open..................................................................................................................................
Wear Limits - Minimum Weight ...............................................................................................................
F135
F163
.9688"
1.7031"
47-53 lbs.
42 lbs.
1.4219"
96-104 lbs.
86 lbs.
K. TIMING GEAR BACKLASH
Backlash between all gears ....................................................................................................................
.002" - .004"
L. FLYWHEEL AND HOUSING
Face run-out on wheel ...........................................................................................................................
Housing bore run-out..............................................................................................................................
Housing face run-out .............................................................................................................................
.008" T.I.R.
.010" T.I.R.
.006" T.I.R.
M. TORQUE SPECIFICATIONS (lb. ft.)
Cylinder Head .........................................................................................................................................
Main Bearing Caps ................................................................................................................................
Connecting Rods ....................................................................................................................................
Flywheel .................................................................................................................................................
Manifolds ................................................................................................................................................
Gear Cover.............................................................................................................................................
Oil Pan ....................................................................................................................................................
Flywheel Housing ...................................................................................................................................
Camshaft Nut .........................................................................................................................................
70-75
85-95
40-45
35-40
25-30
50-55
12-16
50-55
175-180
NOTE
Where no specification is listed for the F163 engine it is identical to the
specification for the F135 engine.
R-104-1
3-3
TM 10-3930-644-14&P
TOPIC 2. ENGINE SERVICE AND MAINTENANCE, GENERAL INFORMATION
The disassembly, inspection and reassembly of the
engine requires no unusual or special shop equipment.
However, the following factors are very important and
should not be overlooked.
DO NOT INTER-MIX ENGINE PARTS.
Mark for position on disassembly; tag assemblies from
different engines; identify parts reground to special
sizes.
DO NOT MIX BOLTS, CAPSCREWS AND WASHERS.
Capscrews and like parts are of a length, material and
heat treatment suited to the place they are used.
PROTECT DELICATE PARTS AND SURFACES.
Do not pile engine parts, ignition equipment, carburetors
or other miscellaneous items indiscriminately. 011 any
surfaces likely to rust. Tape finished surfaces subject to
scratching or nicking during repair operations.
CLEAN THOROUGHLY.
No engine is completely overhauled if it is not cleaned
internally and externally to like-new condition. Thorough
cleaning greatly aids disassembly and helps prevent the
introduction of dirt onto bearings and running surfaces
via the mechanic's hands, tools and the work bench.
WORK ACCURATELY.
INSPECT AS ENGINE is DISASSEMBLED.
Once engine parts have been disassembled and
cleaned, many valuable indications of engine condition
are lost. Check generally for water leaks, oil leaks and
signs of unusual or excessive wear.
3-4
Use precision gauges where needed.
Follow
specifications in TOPIC 1. FITS AND TOLERANCES.
LOCATION ON ENGINE.
Throughout this manual the terms right, left, front and
rear are determined from the view point of the mechanic
standing at and facing the flywheel end of the engine.
TM 10-3930-644-14&P
TOPIC 3. MANIFOLD
A. DESCRIPTION
B. REMOVAL
The intake and exhaust manifold (Figure 3-1) is a onepiece casting which serves as a collector for the
incoming fuel-air mixture and the outgoing exhaust
gases. The carburetor is bolted to the intake section of
the , manifold and the exhaust pipe is attached to the
exhaust manifold outlet flange.
Gaskets are used
between the manifold assembly and the cylinder block.
Unless cracked or broker, the manifold requires very
little attention.
CAUTION
Be certain engine has cooled prior to
handling manifold, as severe burns
could result from careless exposure.
Manifold can be removed with engine in or out of truck
frame. The following procedure is recommended for
efficient manifold removal.
Figure 3-1. Intake/Exhaust Manifold
R-104-1
3-5
TM 10-3930-644-14&P
1. Remove side panels, air cleaner, seat and seat
deck.
2. Remove carburetor air hose, and exhaust pipe.
3. Disconnect choke control, accelerator rod and
governor control rod from carburetor.
4. Shut off fuel supply at base of fuel tank and
disconnect fuel line at elbow.
5. Remove carburetor from manifold.
6. Disconnect hose from PCV valve and remove
valve, hose and elbow from manifold.
7. Remove self-locking nuts and washers which
attach manifold assembly to cylinder head and
slide assembly off mounting studs.
8. Remove retainers and gaskets from manifold
ports.
C. INSPECTION
1. The manifold should be checked for cracks and
warpage.
If cracked, assembly must be
replaced. To check for warpage, lay a straight
edge, across manifold ports. If warped , then
machine flat or replace.
D. INSTALLATION
1. Install new gaskets and retainers on manifold
ports.
2. Position manifold assembly on the mounting
studs, and install washers and lock nuts.
Torque to 25-30 lb. ft.
3. Replace
carburetor
gasket,
and
install
carburetor; connect fuel line, governor control
rod, choke control cable, and accelerator
linkage. (Guard against altering any linkage
adjustments during removal/installation.)
4. Install elbow in manifold and connect hoses and
PCV valve to elbow.
5. Connect exhaust pipe to exhaust manifold
flange, using new gasket, and replace
carburetor air cleaner hose.
6. Install air cleaner, seat assembly and hood.
7. Open fuel shut-off valve and start engine.
8. Check for noisy or hissing leaks at all manifold
flanges.
9. Establish cause of leak, if any, and repair.
2. Remove excessive carbon deposits with a
scraper and wire brush.
3. Manifold gaskets must be in good condition to
prevent entry of dirt, and to maintain correct fuelair ratio of intake mixture.
R-104-1
3-6
TM 10-3930-644-14&P
TOPIC 4. VALVES-INTAKE AND EXHAUST
A. GENERAL
C. REMOVING VALVES
Valves require grinding at various intervals during the
engine service life. These intervals cannot be exactly
specified because many variable factors are involved,
often without the operator's knowledge. Of these factors
the following have been found, to a greater or lesser
degree, to cause reduced valve life:
The cylinder head as well as the valve tappet cover must
be removed to gain access to the valves and valve
springs. The end of each valve stem is fitted with a
shallow steel retainer that surrounds the end of the valve
spring, and is held to the stem by a pair of wedge
keepers or retainers. These retainers must be removed
before the valve can be removed.
1. Fuels that break down to farm deposits that
impair seat contact and prevent heat induction.
2. Deposits from either fuels or oils that
accumulate on the valve stems, and cause
burning and sticking.
3. Oil not reaching valve guides due to dirt or
sludge.
4. Shutting down a hot engine without idling for a
few minutes. Exhaust valves that happen to be
off the seat when the engine stops may warp; so
that, burning occurs on restarting.
5. Tappet clearances not correctly maintained.
6. Lean mixtures due to incorrect carburetor or
incorrect carburetor adjustments.
7. Pre-ignition due to incorrect timing, wrong plugs,
carbon deposits, or excessive operating
temperatures.
With a valve spring lifter (Figure 4-1) compress the
springs and remove the locks or pins from the valve
sterns which are in a closed position. Close the other
valves by rotating the crankshaft and remove the locks
(or pins) from these valves in the same manner.
Remove all valves and place them in order, in a rack
with holes. numbered for both intake and exhaust
valves, so they will be reinstalled in their original
positions.
B. CHECKING COMPRESSION
A compression check is the best method of determining
whether or not valves need grinding. Since different
pistons will develop different cranking compression
pressures due to compression ratio variations, no
specific figures can be given for this test.
Most
significantly, the pressures in all the cylinders must be
within a 10 p.s.i. variance. If it is felt that compression is
leaking past the piston rings, inject some heavy engine
oil through the spark plug hole before making the test.
This will temporarily seal the rings. in addition, a quick
knowledge of valve condition may be gained by listening
at the carburetor entrance (remove air cleaner
connection) and the exhaust outlet while the engine is
cranked over. Piston ring blow-by may be heard at the
oil filler opening as the pistons are slowly brought into
compression and the air allowed to seep past. If valves
are leaking badly, the piston ring leakage may not be
noticeable. Another indication of leaking valves is an
unsteady vacuum reading, particularly at idling speed.
Figure 4-1. Valve Removal
D. SERVICING OF VALVES AND COMPONENTS
Upon removing each valve, examine it carefully.
Remove all carbon and burned oil, and check the valve
stem and its fit in the guide. Excessive wear in either the
stem or guide will make it impossible to Secure a tight
seat by grinding, unless the valve or guide, and possibly
both, are replaced.
Check valves and seats for
excessive burning, cracks or pitting. Check the valve
guides by inserting a valve and noting the amount of
side play. Worn valve guides should be replaced. Refer
to following subparagraph 1, Valve Guides.
Whenever the valve chamber cover is removed, the
valve and spring mechanism should be examined for
evidence of inadequate lubrication due to sludging.
Excessive sludge in the valve spring area is an
indication of too low oil operating temperature, poor
filtering action, or an oil that breaks down and is unsuited
for the operation involved.
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Carefully inspect the crankcase for cracks around the
exhaust valve areas.
Inspect spring coils for bright spots that may be an
indication of spring weakness when found beyond the
closely spaced dampening coils at the spring ends.
Over-speeding the engine can cause this condition.
Replace any rusted, weak, cracked or broken springs.
Replace worn guides as required by using a suitable
driver and an arbor press from the combustion side to
the correct depth below the valve seat. Refer to Figure
4-3 and TOPIC 1. FITS AND TOLERANCES.
Check the tension of each valve spring with a spring
scale designed for the purpose. Refer to following
subparagraph 5. Valve Springs.
1. Valve Guides
Clean the valve stem guides, removing lacquer
or other deposits by running a valve guide
cleaner or wire brush through the guides.
Check guides for wear by using a "Go and NoGo" plug gage, or a telescope gage and a 1"
micrometer. Replace all guides that are worn
bell-mouthed and have increased .0015" in
diameter.
Refer to TOPIC 1.
FITS AND
TOLERANCES
for
maximum
diameter
permissible, to determine actual amount the
diameter has increased.
When necessary,
remove all valve guides; use an arbor press and
press them out from the combustion chamber
side with a driver slightly smaller than the O.D.
of the valve guide.
Valve guides are a press fit, and service guides
are especially machined to press in place and
give correct stem clearance without further
machining. However, the valve seat MUST be
re-cut concentric with the new guide whenever
new guides are installed.
Figure 4-3. Distance from Block Face to Top of Valve
Guide
CAUTION
When replacing guides that are ferrox
coated, do not ream, since these are
all pre-reamed before being ferrox
coated any further reaming will
remove the coating.
2. Valve Seat Inserts
The exhaust valve seat insert is held in place by
a shrink fit.
Figure 4-4. Removing Exhaust Valve Seat Insert
Figure 4-2. Removing Valve Guides
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Inspect all exhaust valve inserts in the block and
replace any that are loose, cracked or otherwise
damaged. Use puller for removing faulty insert
as shown in Figure 4-4.
assures that the insert is seated firmly on the
bottom of the counterbore.
When required to replace with new insert, clean
and counterbore for .010" larger insert using
counterbore tool with correct fitting pilot.
When machining the counterbore, be sure to go
deep enough with the tool to clean up the
bottom; so that, the insert will have full contact to
carry away the heat.
It is not recommended to install new inserts
having the same outside diameter as the one
removed. Refer to Dimensions of Standard
Inserts and Counterbores shown in Figure 4-5.
A - O.D. of Insert ................ 1.3485"-1.3475"
B - I.D. of
Counterbore.................. 1.3445"-1.3435"
Press Fit.............................. .003"-.005"
Figure 4-6. Installing Valve Seat Insert with an Arbor
Press
3. Valve Seat Grinding
Grind the Intake and exhaust valve seats in the
block (Figure 4-7) in accordance with specified
dimensions in TOPIC 1.
FITS AND
TOLERANCES. Before removing the arbor,
indicate the seat. Total Indicator reading of the
run-out must not be more than .002". Use a pilot
having a solid stem with a long taper, as all
valve seats must be ground concentric and
square with either new or worn valve stem guide
holes (Figure 4-8).
Figure 4-5. Insert and Counterbore Dimensions
When OVERSIZE inserts are used, dimensions
of the insert and counterbore increase
proportionately .010" to .020" depending on the
oversize.
New insert installation should have a press fit.
Chill Insert in container with dry ice for 20
minutes before assembling.
Insert may then be installed in the counterbore
using a piloted driver, tapping in place with very
light hammer blows, without the possibility of
shearing the side walls (Figure 4-6).
This
Figure 4-7. Grinding Valve Seat
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Figure 4-10. Checking Valve Face in "V" Blocks
Figure 4-8. Indicating Valve Seat
4. Valves
Inspect valves for condition and replace any that are
"necked", cracked or burned, also any on which valve
stems are bent or worn more than .002" over the
maximum allowable limits. Reface or replace all valves.
lightly with Prussian blue and drop the valve into
position, oscillating it slightly to transfer the blue
pattern to the valve face. This should show a
contact width of .0625" to .0938", and should fall
well within the width of the valve face, leaving at
least .0625" on either side where the blue does
not show. If the contact is over .0938" wide, the
seat in the head may be narrowed by using a
150 stone to reduce the outside diameter, or
using a 600 or 750 stone to increase the inside
diameter (Figure 4-11 and 4-12).
Figure 4-9. Allowable Head Thickness of Refaced
Valves
Replace all valves having less than 50% margin
thickness (outer edge of valve head) after refacing has
been completed. To check this dimension, compare the
refaced valve with a new valve (Figure 4-9).
Figure 4-11. Method of Narrowing Valve Seats
Check all refaced or new valves in Y-blocks with
indicator (Figure 4-10) to determine if the contact face is
true with the stem within .002". If not, repeat the
refacing operation.
After the valves and seats have been refaced and
reground. coat the seat
Figure 4-12. Valve Position in Cylinder Block
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CAUTION
Never allow valves to set down
inside the seat.
Inspect each tappet carefully. A slightly pitted
contact face is acceptable; more than that calls for
replacement of the tappet. See Figure 4-14.
After the narrowed-down seat is brought within
specifications, the seat should be retouched
lightly with the original stone to remove burrs
or feathered edge.
Check the tappet outside
micrometers to determine if
necessary because of wear.
"A poor valve grinding job cannot
be corrected by valve lapping."
Coat the valve stem with a light film
of engine oil.
diameter with
replacement is
The tappets ride in a tappet bore in the cylinder
block. The tappet bore may be reamed oversize,
and oversize tappets installed. Oversize tappets
are available as required.
The following specifications apply:
5. Valve Springs
Check all valve springs on a spring tester
(Figure 4-13) to make sure they meet
specifications regarding weight and length.
When compressed to the "valve open" or
"valve closed" length, new springs must fall
within specifications. Refer to TOPIC 1. FITS
AND TOLERANCES. Used springs showing
more than 10% loss must be replaced.
Tappet Outside Diameter..............
Bore in Block Diameter.................
Total Maximum
Wear Limit.............................
.9990"
1.0000"
.0050"
E. VALVE/VALVE TAPPET CLEARANCE ADJUSTMENT
Accurate valve clearance settings materially prolong
engine life and aid performance. Excessive clearances are
detrimental to cams and tappets as well as to the rest of
the mechanism. On the other hand, when clearances are
too low, timing is again disturbed, and the possibility of
burned valves becomes much greater.
Valve tappet clearances should be as follows
(See Figure 4-15) :
Intake..........................................
Exhaust.......................................
Figure 4-13. Valve Spring Tester
Reassemble the valves and springs in the
block with the retainer and retainer lock.
012"
020"
To adjust tappet clearances proceed as follows
(See Figure 4-16) :
1. Disconnect the high tension coil wire to prevent
accidental starting of the engine.
6. Valve Tappets
Figure 4-14. Valve Tappet Wear Comparison
Figure 4-15. Checking Tappet Clearance Engine at Room Temperature.
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2. Remove valve tappet cover from left side of
engine.
This includes disconnecting and
removing fuel pump with front cover.
3. Remove the spark plug from No. 1 cylinder.
4. Place thumb over the spark plug opening and
slowly crank the engine until an outward
pressure can be felt. Pressure indicates No. 1
piston is moving toward top dead center of the
compression stroke. Continue cranking until the
timing mark on the flywheel is in center of
opening in flywheel housing. Both valves are
then closed on the compression stroke of No. 1
cylinder.
5. Use two thin open end wrenches when making
adjustment. The lower wrench is used to raise
or lower the tappet adjusting screw after the
locknut has been loosened. Never attempt to
adjust without first loosening the adjusting screw
locknut. The feeler gauge should pass between
the valve stem and tappet adjusting screw with a
slight drag when the valve lash is properly
adjusted.
6. Crank the engine one-half revolution at a time,
and check the clearance of each valve; adjust if
necessary. Do this on each set of cylinder
Figure 4-16. Adjusting Valve Tappet Clearance
valves in succession, according to the firing
order of the engine: 1-3-4-2.
7. Replace the valve tappet cover and other
removed parts. Make sure cover makes an oiltight seal with the crankcase. Replace gasket.
8. Replace the spark plug and coil wire.
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TOPIC 5. CYLINDER HEAD
A. DESCRIPTION
The cylinder head is an alloy cast iron unit, secured to
the engine block with special hardened studs and
capscrews. The head seals the top end of the cylinders
to form the combustion chambers and passages for the
intake of the air-fuel mixture, and the expulsion of
exhaust gases, as well as cored passages through
which the coolant flows to prevent overheating.
B. REMOVAL
1. Drain water from block by opening water drain
cock.
2. Drain radiator.
3. Loosen clamps on upper radiator hose and
remove hose, taking care not to damage
thermostat located at cylinder head end of hose.
4. Disconnect water bypass tube from water pump.
5. Disconnect wire from water temperature sender.
6. Disconnect spark plug ignition cables from spark
plugs, and identify each cable.
7. Remove spark plugs, and cap or tape exposed
ports.
8. Remove capscrew or nut holding distributor
clamp to cylinder head. Remove distributor 9.
Refer to TOPIC 3 and remove the manifold.
10. Remove cylinder head mounting capscrews and
stud nuts.
11. Lift the cylinder head and gasket off the engine
and place it on a work bench.
12. With a clean, dry cloth wipe all exposed engine
internal areas free of water and place a
protective cover, such as a plastic sheet, over
exposed cylinders.
C. SERVICING
1. Using a scraper and wire brush, remove all
carbon from combustion areas. See Figure 5-1.
2. Clean the cylinder head thoroughly Figure 5-1.
Cleaning Carbon from Combustion Chamber
with an acceptable cleaning solvent and dry
thoroughly with compressed air.
Figure 5-1. Cleaning Carbon from Combustion Chamber
3. Make sure that gasket contact surfaces on the
head are clean, smooth and flat.
4. Inspect cylinder head for cracks, holes and
warpage. Replace damaged heads.
Figure 5-2. Checking Cylinder Head Flatness
Lengthwise
5. Check out-of-flatness with straight edge and
feeler gauge: maximum permissible is .00075"
per inch of width or length (Figures 5-2 and 5-3).
Thus, for a cylinder head 16" long, maximum
permissible lengthwise out-of-flatness is .012".
Out-of-flatness should vary gradually and
uniformly from end to end and side to side.
Localized depressions or high spots should not
exceed .003".
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Figure 5-4. Cylinder Head Torquing Sequence
Figure 5-3. Checking Cylinder Head Flatness Crosswise
D. INSTALLATION
1. Install new head gasket and replace cylinder
head on cylinder block.
NOTE
Capscrews should be tightened in
successive stages and in such order
as will ensure even pressure over the
entire surface of the cylinder head
and gasket.
If all the outside
capscrews are pulled up first, instead
of the center ones, the head will be
cocked and the gasket will not fit
tight enough to prevent burning or
blowing out between cylinders. A
good torque wrench is recommended
for this purpose. It is good practice
to hold tension on each capscrew for
a few seconds before releasing the
wrench.
It is recommended that several
passes be made in tightening down
the head so as to avoid any warpage.
At the first pass apply approximately
one-half of the recommended torque,
and then increase the torque one-half
each succeeding pass until the
recommended torque is attained.
Torque all capscrews to 70-75 lb. ft.
2. Refer to Figure 5-4 for correct cylinder head
capscrew torquing sequence.
Install two
4908605-1 capscrews at locations 6 and 12. All
other capscrews are identical.
3. Install distributor and secure it with clamp and
capscrew.
4. Remove covering from spark plug ports and,
after checking the insulation for cracks and
verifying correct gap, reinstall spark plugs.
5. Attach respective spark plug ignition wiring to
plug caps.
6. Connect temperature sender wire.
7. Secure water by-pass tube to water pump. Do
not over-tighten connector.
8. Re-install upper radiator hose, thermostat and
attaching clamps.
9. Refer to TOPIC 3 and install the manifold.
10. Add engine oil, allowing for extra halfquart if oil
filter was changed.
11. Close radiator and cylinder block water drain
cocks.
12. Refill radiator.
13. Refer to TOPIC 16.
ENGINE
SCHEDULE for compression check.
RUN-IN
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TOPIC 6. CRANKSHAFT AND CRANKSHAFT COMPONENTS
A. DESCRIPTION
The crankshaft translates the reciprocating motion of the
connecting rods and pistons into a rotary motion. The
crankshaft is forged of a special heat treated steel and
rifle drilled for pressure lubrication of the connecting rods
and main bearings. End thrust is controlled by flanges
on the center main bearing. The crankshaft timing gear
is meshed with the camshaft gear, and the camshaft
gear, in turn, is meshed with the fan drive gear. The
crankshaft is sealed on each end by filler blocks with oil
seals. The filler blocks are secured to front and rear of
the cylinder block. The main bearings are thin wall
shells held in place by precision machined bearing seats
and caps.
14. Disconnect tube and hose from hydraulic pump
and reservoir. Remove capscrews and remove
hydraulic pump. Remove pump drive gear and
sleeve.
15. Disconnect wires from water temperature
sender, oil pressure sender and neutral start
switch.
16. Ensure that all external connections to engine
have been disconnected.
17. Attach hoisting chain to engine, remove three
motor
mount
capscrews,
disengage
transmission linkage, oil lines, and drive shaft at
universal joint.
18. Remove engine and transmission assembly.
B. REMOVAL
The following teardown procedure is recommended for
proper crankshaft removal.
1. Drain radiator, cylinder block, and oil pan.
2. Remove upper and lower radiator hoses and
clamps. Remove transmission cooling lines if
applicable.
19. Remove securing
assembly.
bolts
and
transmission
20. Remove flywheel by first removing the six bolts
that attach the flywheel to the crankshaft. These
bolts are special and should not be mixed with
any others.
3. Disconnect water by-pass tube.
21. Carefully rotate the entire engine, so that the oil
pan faces up.
(If cylinder head has been
removed, take care not to damage any extended
valves.)
4. Remove fan blade and water pump.
22. Remove oil pan capscrews and oil pan (Figure 6-1).
5. Disconnect and label attaching wires to
alternator, and remove mounting capscrews;
remove alternator.
23. Remove front and rear filler blocks. Refer to
TOPIC 14. FILLER BLOCKS AND OIL GUARD.
6. Remove distributor, cable support bracket, and
spark plug wiring.
7. Remove spark plugs, and cap or tape exposed
spark plug ports.
8. Disconnect and label attaching wires to starter
motor. Remove capscrews and carefully pull
starter free of housing.
9. Remove starter motor.
24. Remove fan drive pulley, drive adapter and shaft
and gear from gear cover.
25. Remove governor and timing gear cover. Refer
to TOPIC 18 or TOPIC 19.
26. Remove capscrew and remove pump coupling
(Figure 6-3). Pull crank gear from crankshaft
(Figure 6-3). The crankshaft gear, which is a
press fit on the shaft, requires a puller. Remove
key.
10. Disconnect from carburetor the governor rod
assembly, linkage, fuel line, and air intake hose.
27. Drop the Mil pump, by removing nut holding
pump to center main bearing cap.
11. Remove capscrews securing intake/ exhaust
manifold, and remove manifold with attached
carburetor as a complete assembly.
28. Remove connecting rod cap nuts and bearing caps.
12. Remove linkage to governor assembly.
13. Remove oil filter lines at engine.
29. Remove main bearing cap bolts and bearing caps.
30. Carefully lift the crankshaft (Figure 6-2) from the
bearing mountings. Avoid nicking or bumping
the bearing surfaces while handling
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Figure 6-1. Oil Pan Assembly
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Figure 6-2. Crankshaft Assembly
Insert oil-soaked paper strips in the 'Y' blocks to avoid
marring the shaft. The dial indicator reading should be
taken at the center main bearing journal.
The run-out, or total variation in the indicator reading
during one complete revolution of the crankshaft, is
limited to .002". Straighten crankshaft, if necessary, to
be within .002" reading.
Check the connecting rod and main bearing
Figure 6-3. Removing Crank Gear (Typical)
C. CRANKSHAFT INSPECTION AND SERVICING
Check for run-out by mounting the crankshaft in 'V'
blocks at the front and rear main bearing Journals.
Figure 6-4. Crankshaft Fillet Radii
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journals for out-of-round and tapered condition. The limit
is .0005".
If the crankshaft is scored, or worn enough so that new
bearings will not fit with the required clearance, the
crankshaft should be reground.
Standard crankshafts may be reground to decrease the
diameter a maximum of .040". When reground, the fillet
radii must be within dimensional limits and must be
perfectly blended into thrust and bearing surfaces
(Figure 6-4).
Some models use tri-metal bearings which, when
new, are smooth and highly polished. However, a
very few hours of operation will change their
appearance completely.
The bearing surface
becomes a leaden gray 'n color and develops minute
craters, almost cellular in appearance (Figure 6-5)
which follow the pattern of the matrix.
This
appearance is a natural characteristic of this type
bearing and in no way indicates failure.
Refer to Figures 6-6 and 6-7 for the appearance of
corrosion and scoring damage to bearings.
D. BEARING INSPECTION AND INSTALLATION
1. General
Both the connecting rod and main bearings are o" the
steel-backed, precision type.
Due to the close
machining of this type of bearing, no fitting, filing,
scraping, boring or other adjustment is required or
permissible.
Replacement must be in complete
bearing units. Never replace only one-half of a
bearing. Service bearings are available in .010",
.020", and .040" undersize for use on reground
crankshafts. Never attempt to adjust a bearing by
filing, grinding, or lapping the bearing cap. The
bearing seats are precision ground with the caps in
place. Any metal removed from either side prevents
the proper fit of a connecting rod bearing in the rod,
and in the case of a crankcase, makes the entire
crankcase unsuited for further use.
Figure 6-6. Bearing Damage Due to Corrosion
2. Bearing Inspection
NOTE
Inspect the bearing shells and
crankshaft journals. If there is any
indication of distortion, scoring or
actual wear, the bearing shells must
be replaced.
Figure 6-7. Scored Bearing Due to Dirt of Lack of
Lubrication
If the visual inspection appears satisfactory, bearings
should be removed and checked for thickness using a
ball micrometer.
To remove the upper half of the bearing shell use a
special tool obtainable at
Figure 6-5. Appearance of a Good Bearing.
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most parts houses, which is a pin with an angular
head (Figure 6-8). This tool may be inserted in the oil
hole of the crankshaft and, as the crankshaft is turned
in a clockwise direction, the head of the pin picks up
the bearing shell and forces it out of the bore in the
block.
Figure 5-10. Checking Bearing Clearance with
Plastigauge
Figure 6-8. Removing Upper Half of Main Bearing Shell
The thickness of the bearing shells is given in TOPIC
1. FITS AND TOLERANCES. If this thickness has
been reduced more than .0005" beyond the
maximum allowable tolerance the bearing shell must
be replaced (Figure 6-8).
CAUTION
When using this method 00 NOT
TURN the crankshaft, as that would
destroy the Plastigauge.
By placing the Plastigauge in the bearing and
tightening it in place, the width of the Plastigauge
after crushing determines the bearing clearance, as
shown in Figure 6-10.
The term "crush” is generally understood as the
projection of the bearing edges above flush with the
mating surfaces of the nearing seat and cap. This
crushing action forces the bearing halves into close
contact with their seats for greater rigidity and good
heat conduction.
The correct amount of crush has been allowed during
the manufacture of the bearings, and so attention to
that detail is necessary at the time of replacement.
The use of a torque wrench for tightening bearings is
necessary to insure sufficient "crush" on the bearings,
to force the shells against the crankcase metal
without distortion.
Figure 6-9. Measuring Bearing Thickness
If visual inspection of the crankshaft has shown no
indication of excessive wear or scoring, the clearance
of the bearings should be checked with feeler stock.
Check each bearing, one at a time, by using a piece
of Plastigauge of a diameter specified to check
certain clearances.
An alternative method (Figure 6-11) is to use a piece
of 1/2" feeler stock lengthwise in the bearing shell, on
a film of oil. The thickness of the feeler stock should
be equivalent to the maximum clearance permissible
in the bearing.
Assemble the bearing cap and tighten the screws,
torquing them to specification, then try to turn the
crankshaft by hand to determine whether or not a
drag is felt.
If a definite drag is felt and the piece of feeler stock is
equivalent to, but
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bearing bolts are tightened and attempting to move
the rod from side to side in the direction of end
clearance. If the crank pin is not worn. a well-fit
bearing is usually just loose enough to be "snapped"
from side to side, without actually feeling so loose as
to push easily. Sometimes a slightly snug bearing will
not move under pressure but will move readily under
light blows from a soft-faced hammer. This condition
is usually considered satisfactory, providing the
engine is given adequate break-in time.
Figure 6-11. Checking Bearing Clearance with Feeler
Stock
no more in thickness than, the maximum clearance
specified, neither the crankshaft nor the bearing is
worn excessively as far as clearance is concerned.
When using new bearings with a crankshaft that is
not worn, checking may be done with a piece of feeler
stock as outlined above. This should lock up the
crankshaft, making it possible to turn only by use of a
bar or wrench.
Figure 6-12. Replacing Bearing
Generally, the test on main bearings consists of
tightening each bearing cap in turn, and turning the
crankshaft to detect binding.
It is emphasized that any unusual bending or run-nut
in a crankshaft makes it impossible to fit bearings
accurately. For this reason, the time spent in making
a run-out check is well worth while.
Magnetic
inspection of the crankshaft and other stressed parts
is also recommended if the proper equipment is
available.
Connecting rod bearings and crank pins may be
checked in the same manner as main bearings with
one exception: do not try to turn the crankshaft when
the connecting rod bearing is tightened on it with a
piece of feeler gauge assembled; rather, try to move
the connecting rod from side to side (Figures 6-12
and 6-13).
The familiar test of connecting rod bearing clearance
consists of manually gripping the rod cap after the
Figure 6-13. Checking Connecting Rod Bearing with
Feeler Stock
3. Bearing Installation
NOTE
Coat all running surfaces with clean,
fresh engine oil when installing
bearings.
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Be sure that the bearings seat on absolutely clean
surfaces and that the back of each bearing is wiped
perfectly clean. The slightest bit of dirt or carbon
squeezed between the back of a bearing and its seat
can cause rapid bearing failure by developing a
localized high spot.
Equally important in obtaining maximum bearing life
is the correct tension on the bearing cap nuts. Pull
down on all nuts evenly, going from one side of the
bearing to the other. Apply final tension with a torque
wrench using a slow steady pull and holding the
wrench "on torque" for a few seconds when the
proper value is reached.
Main bearings should be torqued to 85-95 lb. ft, and
connecting rod bearings should be torqued to 40-45
lb. ft.
It is preferable to go to a slightly higher tension if
necessary. If it is apparent that the cotter pin cannot
be installed without bringing the tension dangerously
near the limit of the bolt, remove the nut and try again
with another nut at the same location. Previous overtorquing, or some other damage to the bolt or nut is
sometimes encountered and will be felt by the torque
"softening up" so that the nut can be turned without
any appreciable increase in wrench tension. Never
allow a bolt or a nut in this condition to remain in the
engine.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
16.
17.
18.
E. CRANKSHAFT INSTALLATION
1. Carefully install oil guard in crankcase, and
install crankshaft in bearing mountings; secure
main bearing caps and cap bolts. Torque to 8595 lb. ft. Refer to preceding paragraph D.
BEARING INSPECTION AND INSTALLATION
in this section.
2. Install connecting rod bearing caps and cap
nuts. Torque to 40-45 lb. ft.
3. Install oil pump. Refer to TOPIC 12. OIL
PUMP.
4. Install key and crankshaft gear. Install pump
coupling (Figure 6-2) on crankshaft. Tighten
capscrew to 140-150 lb. ft. Refer to TOPIC 10,
20.
21.
22.
23.
24.
GEAR TRAIN for timing mark alignment. Use a
driving sleeve to tap gear snugly into place.
Hard driving is not necessary and indicates the
gear is cocked on the shaft.
Install timing gear cover; inspect seal and
replace if necessary. Gasket between R-104-1
cover and engine block should always be
replaced.
Loosely bolt timing gear cover to engine block.
Install pump sleeve and pump gear (Figure 6-2).
Refer to TOPIC 18 or 19 and install governor.
Install fan drive shaft and gear, drive adapter
and pulley on gear cover. Tighten cover bolts.
Replace front and rear filler blocks. Refer to
TOPIC 14. FILLER BLOCKS AND OIL GUARD.
Replace oil pan and change gaskets. Secure oil
pan capscrews.
Replace flywheel housing and secure bolts.
Replace flywheel, ensuring the same bolts
removed are re-installed. Torque bolts to 35-40
lb. ft.
Rotate engine to upright position and re-install
transmission.
Install engine/transmission and secure engine to
motor mounts 15.
Reconnect transmission
linkage oil line and drive shaft.
Connect engine oil filter lines.
Install intake/exhaust manifold, use new gasket.
Reconnect governor rod assembly, carburetor
linkage, fuel line and air hose 19. Install starter
motor.
Connect wires to temperature and oil pressure
senders and neutral start switch.
Remove covering from spark plug ports, and
after verifying proper spark gap reinstall spark
plugs.
Replace distributor, and spark plug ignition
wiring. Hook up spark plug wiring to respective
plugs.
Replace alternator.
Install water pump.
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25. Install hydraulic pump and connect tube and
hose to pump and reservoir.
26. Install and secure fan blade.
27. Adjust alternator strap for approved fan belt
tension and lock (1/2" depression @ 10 lbs. of
force).
28. Reconnect and tighten water bypass tube.
29. Reconnect upper and lower radiator hoses.
Secure both with respective hose clamps.
Connect transmission oil cooler lines.
30. Ensure following conditions exist:
31.
32.
33.
34.
a. Oil pan drain installed/secure.
b. Engine
block
pipe-plug
installed/
tightened.
Fill radiator, including anti-freeze, if required.
Fill crankcase with recommended engine oil,
allowing extra half-quart if oil filter was changed.
Start engine, check for proper idle/ operation
and check for any water, oil or fuel leaks.
Turn engine off.
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TOPIC 7. FLYWHEEL AND HOUSING
A. DESCRIPTION
The flywheel is a kinetic energy device which is set in
motion by the starter motor to initially turn the crankshaft.
When the engine starts, the crankshaft drives the
flywheel which then employs its kinetic energy to
develop torque conversion and smooth rotation required
by the transmission.
B. REMOVAL
1. Flywheel
To service flywheel or flywheel housing, it is
necessary to first remove transmission. Refer to
REPAIR MANUAL TRANSMISSIONS. Remove
two capscrews which are opposite each other
and install guide studs. Remove remaining
capscrews and slide flywheel off over guide
studs.
2. Flywheel Housing
If more than one engine is being rebuilt at a
time, the housing should be identified with its
original cylinder block and should be
reassembled so that it is mounted on the same
cylinder block in the rebuilding process. Loosen
capscrews on oil pan to relieve pressure at pan
section of oil seal in flywheel housing. Remove
two capscrews opposite each other and install
guide studs.
Figure 7-1. Flywheel, Ring Gear, and Flywheel Housing
The flywheel is bolted securely to a flange on the rear
end of the crankshaft. One of the capscrew holes is
offset and the flywheel can be attached to the crankshaft
flange in only one position. The ring gear. which
meshes with the starter motor gear, is mounted around
the flywheel.
3. Ring Gear
If replacement of ring gear is necessary, remove
ring gear from flywheel by grinding a notch
through gear at root of one of the teeth, then
expand ring and drive it from its position. Do not
attempt to remove the ring gear without first
expanding it. To expand gear, heat to 475°.
C. INSPECTION
The flywheel housing is bolted to a machined surface of
the crankcase, and in its upper outer edge it contains an
opening through which the timing (T.D.C.) mark on the
flywheel can be observed.
It is very important that all burrs and nicks be removed
from surface of flywheel that fits against flange of
crankshaft. If surface is not smooth and true, flywheel
may wobble, which will result in improper torque
converter operation and engine vibration.
The flywheel is machined and balanced so that the
clutch face and locating counterbore run true to its axis.
The flywheel and housing seldom need replacement.
However, whenever either component part is removed
both should be checked for run-out. When run-out is not
within limits specified in TOPIC 1 FIT AND
TOLERANCES, the assembly should be checked to
determine the cause and corrected.
To be sure that the crankshaft flange has not been
sprung or otherwise damaged or that the counterbore in
the flywheel, which locates it on the crankshaft. is not
damaged, mount an indicator on the flywheel housing
and check the flywheel for run-out (Figure 7-2).
Maximum indicated reading must not be more than
.008".
CAUTION
When checking run-out remove spark
plugs to allow engine to be turned
over freely.
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Figure 7-2. Checking Flywheel Run-Out
Figure 7-4. Checking Flywheel Housing Face
The indicator should be set up so that it contacts the
clutch face or the vertical surface of the clutch
counterbore. then turn the flywheel at least one full
revolution at the same time holding against the
crankshaft to offset -the possibility of end play.
Excessive run-out of the flywheel, in either position, is
probably caused by dirt in or damage to counterbore
locating the flywheel on the crankshaft flange.
When assembled, mount the indicator on the flywheel so
that it contacts the housing face and turn the crankshaft,
at the same time holding against it to counteract end
play (Figure 7-4). Maximum indicator reading must not
exceed .008".
Relocate the indicator to contact the housing bore and
check this in the same manner (Figure 7-5). The same
run-out limits prevail.
Relocate the indicator to check the inside diameter of the
counterbore (Figure 7-3). Maximum indicator reading
must not be more than .008".
Figure 7-5. Checking Flywheel Housing Bore
Figure 7-3. Checking Flywheel Counterbore
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D. INSTALLATION
1. Flywheel Housing
Install flywheel housing by sliding housing on studs,
making certain mating surfaces of flywheel housing
and cylinder block are clean and smooth. Remove
studs and secure mounting capscrews.
Before installing starter motor and transmission, it is
good practice to dial indicate housing and check for
housing run-out. Total run-out should never exceed
.008".
2. Ring Gear
The ring gear is uniformly heated to approximately
475°F. (Dark yellow heat visible In the dark) so that It
can be shrunk fit on the flywheel which should be at
room temperature. Do not heat ring gear to a bright
red, since at that excessive temperature the heat
treatment given the ring gear at the factory would be
destroyed.
After proper heating, start the ring gear on the
flywheel so, when installed the chamfered ends of the
teeth engage with the drive pinion of the starter
motor. Drive the ring gear down tight against the
shoulder of the flywheel. Allow the ring gear to cool
slowly. DO NOT cool with water.
3. Flywheel
Prior to installing a new flywheel, check the timing
marks on both the old and the new flywheels. Install
correct timing mark or plate on flywheel. The flywheel
can be installed in only one position because of the
offset capscrew hole.
When assembled, mount the indicator on the flywheel
so that it contacts the housing face, and turn the
crankshaft, at the same time holding against it to
counteract end play. The maximum indicator reading
must not exceed .008".
Torque as specified in Topic
TOLERANCES, Paragraph D.
1,
FITS
AND
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TOPIC 8. PISTON AND CONNECTING RODS
A. DESCRIPTION
The pistons used are aluminum and use four rings two
compression rings, one scraper ring and one three-piece
oil control ring.
The rifle drilled forged connecting rods are precision
ground at the large end to receive precision type thinwall bearing shells (Figure 8-1).No shims are used, since
oversize bearing shells are available to provide a tight fit.
A bronze bushing is burnished and diamond bored in
place in the upper end of the connecting rod.
Pistons are available in .010", .020", .030" and .040"
oversizes to provide correct tolerances when cylinders
are bored and honed due to wear. Piston rings are
available in the same oversizes to match specific
pistons.
replace bearing shells with new ones. Inspect pistons
for score marks or for worn, stuck or broken rings.
Inspect for excessive carbon deposits on piston walls
and in ring grooves. Check ring grooves for excessive
wear and worn edges. Check pistons for cracks.
When fitting replacement pistons and rings, four different
precision checks should always be made: check ring
gap, check ring to land clearances, check pin clearance
in piston boss, and check piston skirt clearance.
C. INSPECTION
1. Checking Piston Ring Gap
Check the piston rings in the cylinders for gap.
To do this, insert a piston in the cylinder bore in
an inverted position and then insert each ring,
one at a time, about 2" down in the bore and
bring the bottom edge of the piston up against
the ring to square it up in the cylinder bore
(Figure 8-2).
Check the gap between the ends of the ring with
a feeler gauge in accordance with specifications
shown in TOPIC 1. FITS AND TOLERANCES.
Figure 8-1. Piston and Connecting Rod Assembly
B. REMOVAL
Piston and connecting rod replacement is accomplished
with the engine out of the truck. (Refer to TOPIC 6.
CRANKSHAFT AND CRANKSHAFT COMPONENTS).
All piston and rod assemblies are removed from the top
of the bore. Before removing, however, it is important
that the ridge at the top edge of the bore be removed by
using a Ridge Cutting tool. If the same bearings are to
be reused, be sure the bearing shells are kept in order
with respect to which rod they go in, which is top and
which is bottom. However, it is usually good practice to
Figure 8-2. Checking Ring Gap (Typical)
Those rings with gaps less than specified should be
carefully dressed off with a flat cut file until the correct
clearance is obtained. Fairly wide ring gaps, near the
top limit, are far less detrimental to engine
performance than gaps which are too tight. The two
top rings require greater end gap than the lower rings
because they are subjected
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to the most heat and the least lubrication.
2. Checking Ring-to-Land Clearance
Piston ring side clearance must always be checked
when fitting rings to pistons which have been in
service (Figure 8-3). The object of the check is to
soot any pistons in which the ring grooves may have
worn excessively wide. A piston in this condition
must be replaced.
Figure 8-4. Removing or Installing Piston Rings
Using suitable tool remove piston pin retainer ring at
each end of piston pin.
Figure 8-3. Checking Land-to-Ring Clearance
To check the side clearance, select a feeler gauge of
the maximum clearance specified. With the ring in
place, insert the feeler if possible between the ring
land and the ring held well back in the groove. If the
feeler slides in at any point, it indicates the clearance
is at or over allowable maximum. A snug fit of the
feeler suggests further consideration as to whether
the piston warrants reinstallation since the groove
wear may be at the top limit.
Using a driving tool, drive piston pin from piston. Use a
wood block or brass drift as a driver (Figure 8-5). In
some instances it may not be necessary to drive piston
pin from piston. Specified clearance between piston and
pin at room temperature is .0002" to .0004" loose.
On all pistons passing the above check, make an
inspection for minimum clearance with a feeler gauge
of the specified minimum thickness. This feeler
should slide freely all around the groove as the piston
and ring are rotated.
D. CONNECTING RODS AND PISTON RINGS REMOVAL FROM PISTON
To avoid breaking piston rings, the use of a ring remover
and installer is recommended (Figure 8-4). Care must
be taken not to overstress piston rings by spreading
ends more than is necessary to remove them from
piston. Before removing rings, inspect for wear and side
clearance in grooves.
However, removal will be
necessary in order to clean carbon from grooves.
Figure 8-5. Removing Piston Pin from Piston
A pin that is loose enough to drop through the piston by
its own weight is considered too loose. From a service
standpoint, a fit of this kind, if not due to severely worn
parts, will cause an engine to be somewhat noisy but will
not necessarily impair performance or reduce engine life.
If oversize pins are installed, do not forget to check the
fit of the pin in the connecting rod bushing since the new
pin will be too snug in a standard rod.
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Fitting a piston pin is a precision job. Oversize pins of
.005" and .010" are available, if desired. The specified
pin clearance in the piston bosses will permit a "hand
push" at ordinary room temperatures.
E. PISTON AND PISTON RING INSPECTION
As gummy deposits are not always easily removed with
fuel from piston walls and ring grooves, these parts may
be cleaned with a solvent and then blown off with dry
compressed air. After cleaning, piston skirt, piston rings,
and ring grooves should be thoroughly inspected.
CAUTION
Do not use solvents containing
chemicals injurious to aluminum
alloy.
When the correct fit is obtained, the feeler may be
withdrawn with a pull of 5-10 pounds on the scale, with
the feeler inserted between the piston and the cylinder,
midway between the piston pin bosses where the
diameter of the piston is the greatest. Check the fit of
the piston when it is approximately 2" down in the
cylinder bore in an inverted position.
Piston skirt diameter of a new piston is 3.4120" to
3.4170", measured at right angles to the piston pin.
New piston rings must always be used with new pistons.
If engine has been in service for some time, even though
same pistons are used again, it is advisable to use new
rings when the engine is re-assembled.
F. CONNECTING ROD INSPECTION
Piston skirt should be carefully inspected for score
marks or other indications of improper piston clearance.
Any scored pistons should be replaced. Inspect inside
of piston for cracks, any of which make it unfit for further
use. Make certain that drilled holes in piston walls are
open and clean.
Check piston for wear by inserting it into cylinder bore
and measuring clearance between piston and cylinder
wall. The cylinder walls and pistons must be perfectly
clean and dry when fitting pistons in the cylinder bores.
Pistons should be fitted with the block and piston at
room temperature (68° - 70°F).
Check the piston fit in the bore using a half-inch wide
strip of feeler stock, .003" thick, attached to a small scale
of approximately 15 lbs. capacity (Figure 8-6).
Wash connecting rod assembly in clean solvent.
Measure outside diameter of piston pin to determine
wear. Specified diameter of a new piston pin is .8591" to
.8593". Check the bushing in the upper end of the
connecting rod for wear. Specified Inside diameter of
connecting rod bushing is .8595" to .8597". These
dimensions of pin and bushing provide a clearance of
.0002" to .0006". If clearance is close to or beyond this
limit, replace connecting rod bushing.
If bushing is worn, and the original pistons are to be
used with a service set of rings, an oversize piston pin
may be obtained in .003" or .005" oversize.
The piston pin hole in the piston and the bushing in the
connecting rod may be honed to increase their diameter,
and to obtain the desired fit as shown in TOPIC 1. FITS
AND TOLERANCES.
NOTE
While the chart specifies a light push
fit of the pin in the piston, there is a
definite clearance of the piston pin in
the connecting rod.
Replace the bushing in the connecting rod if new pistons
and sleeves are used. Using an arbor press (Figure 8-7)
press out the old bushing and press in the new one after
which the bushing must be honed to obtain the correct fit
of the pin in the bushing as shown in TOPIC 1. FITS
AND TOLERANCES.
Figure 8-6. Checking Piston Fit in Bore
If there is an excess of stock in the piston pin bushing, it
may be reamed first, then honed. In any event, the final
operation should be done with a hone to obtain the
desired fit with better than 75% bearing area on the pin.
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Figure 8-7. Pressing in Piston Pin Bushing
Inspect connecting rod bearing shells for scoring,
chipping, corrosion, cracking, or signs of over-heating;
discard bearing shells if any of these conditions are
apparent. Back of bearing shells should be inspected for
bright spots and discarded if any are found, as this
condition indicates they have been moving in their
supports.
Inspect bearing shells for wear.
Specified inside
diameter of bearing shells when installed with bearing
cap retaining bolts tightened to specified torque is
2.1870" to 2.1865". This provides a running clearance of
.0006" to .0022", new bearing shells must be installed
when this clearance exceeds .0032". Refer to TOPIC 6,
paragraph D.
BEARING INSPECTION AND
INSTALLATION.
and measure the connecting rod
bearings for wear and clearance with the crankshaft in a
similar manner If crankshaft is worn or damaged and
must be reground, bearing shells of .002", .010", .020"
and .040" undersize, are available.
G. PISTON AND ROD ALIGNMENT
The piston pin hole in the connecting rod must be
parallel to, and in plane with, the large bore in the
bearing end of the connecting rod.
Alignment may be checked on a fixture with the Piston
pin assembled in the rod before assembling the piston
(Figure 8-8). The connecting rod may be found twisted
or bent out of alignment due to wear on the rod bushings
or bearings. In this case, the rod may be carefully
straightened with a bending bar.
Assemble the pistons on the connecting rod by first
heating them in some form of oven or in hot water to a
minimum temperature of 160°F. When heated, the
piston pin enters the piston.
Figure 8-8. Checking Connecting Rod for Twist and
Alignment
very easily, and can be tapped through the connecting
rod and into place without distorting the piston.
For each piston, first install one of the piston pin retainer
rings, next heat the piston, and then Insert the piston pin
and install the other retainer ring.
Pistons are cam and taper ground, and this must be
taken into consideration when checking alignment of the
assembly, since the diameter in line with the piston pin
would be less at the top of the skirt than at the bottom.
NOTE
Ring lands at top of piston are
smaller than skirt; therefore, check
alignment of rod along full length of
skirt only.
Regardless of the preliminary check made on the
connecting rod, the completed piston and rod assembly
(Figure 8-9) must be rechecked and there must not be
more than .002" twist or out of squareness checked over
a spread of approximately 4 inches. The connecting rod
can be bent or twisted with a bending bar to meet this
specification.
The snap rings must be assembled in the grooves,
making sure they are fully seated in place.
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After rings have been properly fitted, install them on
piston, using a piston ring remover and installer. Take
care not to spread rings more than necessary. Stagger
ring gaps evenly around piston so that no two are in line.
Grip the connecting rod in a vise with lead lined jaws to
hold the piston firmly and roll each of the straight side
rings in its groove to be sure there are no burrs or other
interference with the free action of the ring in the groove.
The 3-piece oil ring (Figure 8-10) should be installed first
on the piston, from the top side so that the piston skirt
will not be scratched.
Figure 8-9. Checking Connecting Rod Assembly for
Alignment.
H. FITTING PISTON RINGS
Check gap between ends of piston rings before rings are
installed on piston. Select rings to be installed on each
piston and insert them one at a time into cylinder bore in
which they are to operate. Use a piston to push ring
squarely into cylinder bore so that it is parallel with top of
cylinder block (Figure 8-2).
Check the ring side clearance with a feeler gauge
(Figure 8-3) at various positions, in accordance with the
tolerances
shown
in
TOPIC
1,
FITS
AND
TOLERANCES.
Measure ring to groove clearance (top of ring to top of
groove in piston). The clearances for the two engines
are specified in the following table. Use a feeler gauge
of the proper dimension to check the clearance.
Piston Ring
Top
Compression
Oil Control
Clearance
F135
F163
.002" - .004" .002" - .0040"
.0015" - .0035" .0025" - .0040"
.000" - .005" .0025" - .0075"
Figure 8-10. Three-Piece Oil Ring
Install oil control ring as follows:
1. Place stainless steel expander spacer of three
piece ring in oil groove with ends butted.
2. Install steel segment on top of expander spacer
with gap of segment approximately 90° beyond
gap of stainless steel expander, making certain
expander remains butted.
3. Install second segment on bottom side of
expander
spacer
with
segment
gap
approximately 90° from expander spacer gap in
opposite direction from which top segment has
been positioned.
4. Recheck installation oil control ring should be
free to move in the groove: however, a slight
drag will be noticed due to side sealing action of
steel segments. Make sure expander spacer
remains butted.
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5. Pin milled application install gap of expander
spacer 90 from pin, with hump of expander over
pin and ends butted. Install top segment, then
bottom segment with gaps of segments over pin.
To install the balance of the rings, use a ring tool with
recess side up and place the ring in with the bottom side
up. Start with the lowest ring first.
Some piston rings are taper faced. These are clearly
marked "TOP" on the side to be up when assembled on
piston (Figure 8-11).
Figure 8-11. Install Tapered Rings with "Too" Side Up
Position ring in the tool so the expanding fingers will fully
engage both ends.
Apply pressure on handles so ring is completely
expanded. Pass the expanded ring and tool recessed
side down over the piston to the proper groove.
CAUTION
If piston is equipped with a steel
groove insert, this insert must be
installed on top of the number one
ring. (The steel groove insert is not
part of the re-ring kit, and can be reused when replacing rings.)
I. INSTALLATION
Oil all rings and pistons before installing them in the
cylinder bore.
Replace pistons in the same manner as they are
removed, through the top of the cylinder bore. Care
should be taken to keep the piston rings properly seated
and staggered during insertion.
NOTE
Ensure that pistons, connecting rods
and rod caps are all replaced in their
respective cylinder locations as
removed.
Secure connecting rod to crankshaft, replace rod bearing
cap and capscrews and torque to 40-45 lb. ft.
When pistons are ready for installation in the cylinders,
compress rings carefully using a good ring compressor.
A light tap on the head of the piston will allow the
assembly to go into the cylinder very easily. If any
difficulty in tapping piston and ring assembly into the
cylinder is encountered, the compressor should be
removed and rings checked for correct installation in the
groove.
Measure the running clearance between piston and
cylinder bore as described in preceding paragraph E.
Piston and Piston Ring Inspection. The clearance is
critical and should be accurate. Pistons are available for
redimensioned cylinder bores in .020", .030", .040" and
.060" oversizes.
Hold the feeler stock along the side of the cylinder bore
at bottom of crankcase. With rod connected insert the
piston into the cylinder bore in running position. With the
correct clearance between the piston and cylinder bore,
the .003" feeler gauge can be with drawn with a slight
pull. The pull should not exceed 5 to 10 pounds. Test
the clearance at the end of the piston pin and at points
90° from the ends of the pin.
When fitting a piston to a new or accurately resized bore,
the bore inner diameter should be the same at top and
bottom. Therefore, the clearance may be taken at either
end. In bores that have been worn, but not resized,
some taper giving extra clearance at the top of the bore
is likely. In such cases, the clearance must be checked
at the bottom of the bore where the wear is least and the
fit is closest.
NOTE
Although the connecting rod bearing
side clearance is less critical than the
bearing running clearances, no
bearing should be assembled without
checking the side clearance.
Check the side play of the rods by forcing the connecting
rod fully to one side or the other. Insert a feeler gauge
between the crankshaft and bearing edge. The desired
side play is from .0100" to .0060”. If the clearance is
excessive, the rod must be replaced. If there is no side
play, the piston and connecting rod must be removed
and checked to determine cause of binding.
Reinstall oil pan gasket and oil pan. (Refer to TOPIC 15.
OIL PAN,)
Reinstall engine.
(Refer to TOPIC 17.
REMOVAL/INSTALLATION.)
ENGINE
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TOPIC 9. CAMSHAFT, CAMSHAFT BEARINGS, AND VALVE TAPPETS
A. REMOVAL
1. Refer to TOPIC 17 for engine removal. Refer to
TOPIC 18 or 19 for governor removal and
camshaft access. Remove camshaft gear nut.
2. Using a Duller, remove the cam and crank gears
(Figure 9-1).
9. If wear is found to be in the bushings instead,
these must be replaced using precision service
bushings, available for that purpose, which
require no reaming, only care In assembly, to
line up oil holes, and not damage the bushings
as they are being pressed in.
CAUTION
When installing camshaft use special
care to prevent camshaft bumping,
and loosening expansion plug which
cause an oil leak.
B. INSPECTION
Figure 9-1. Removing Cam Gear with Puller (Typical)
3. Remove the screws holding the camshaft thrust
plate to the front of the cylinder block, which
makes it possible to pull the camshaft forward
out of the bearings.
4. Unless engine is lying on its side, tappets must
be removed or lifted before camshaft can be
pulled.
5. Remove tappet chamber cover.
6. Tappets can then be lifted out and lined up in
sequence, for installation in the same location
unless inspection shows that they require
replacement. Refer to TOPIC 4. VALVES
INTAKE AND EXHAUST.
7. Before pulling the camshaft completely, check
the clearance of the bearing journals in the
bushing (or block in some models). To do this
use strips of feeler stock .25" wide with edges
dressed with a stone to eliminate any burrs or
feathered edges.
8. If clearance is equal to or greater than the wear
limits specified in TOPIC 1.
FITS AND
TOLERANCES, check the diameter of the
camshaft-journals to determine the next step.
Excess wear at these positions require
replacement of the shaft.
1. Checking Camshaft End Play Camshaft end
play is controlled by the thrust plate. The actual
distance which the shaft may move forward or
rearward depends upon the distance between
the rear face of the gear and the front face of the
cam journal, minus the thickness of the thrust
plate. Thus, when a condition of excessive
camshaft end clearance s; found, it may be
corrected by reducing the distance between the
journal and the gear, or by installing a new thrust
plate to replace the one which has been worn
too thin. If both the thrust plate and the thrust
surfaces of the gear and journal are worn, it will
be necessary to machine a small amount from
the shoulder against which the rear face of the
gear hub seats.
Remove enough so that a .005" to .009" feeler
gauge may be fitted between the front of the
journal and the rear of the thrust plate when the
gear is assembled (Figure 9-2). If a condition of
insufficient end play is found, use one or two thin
shims between the shoulder and the gear.
Figure 9-2. Checking Camshaft Thrust Clearance
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2. Camshaft Bushings
Camshaft bushings are a thin wall, steel back,
babbit lined type with a split line which must
close together when the bushing is pressed in
the crankcase.
For proper installation it is
necessary to have suitable driving tools with an
arbor and shoulder of the correct diameter to
drive the bushing into place true and straight
without battering or buckling. The press fit is
approximately .005". It should be noted that a
chamfer is provided on one edge of the bushing
to aid in starting the installation. It is very
important to locate the bushing in the case so
the oil passage holes align with the holes in the
crankcase.
The bushings must be finish reamed after
Installation to provide finished inside diameters
as follows:
Front:
Center:
Rear:
1.8745" to 1.8755"
1.7495" to 1.7502"
1.2495" to 1.2505"
To ensure satisfactory alignment, the reaming
should be done with a piloted tool which
maintains the same center through the
crankcase.
C. INSTALLATION
Carefully slide camshaft into block, making sure that
cam gear is in correct timing with crank gear. Replace
valve tappets in their respective locations.
Ensure
camshaft is properly supported by cam bearings and
secure with thrust plate and capscrews. Tighten to
recommended torque.
Refer to TOPIC 18 or TOPIC 19 and install the governor
and timing gear cover.
Replace side cover plate and secure. Install oil pump,
distributor drive, oil pan and oil pan capscrews. (Refer
to respective installation sections if necessary.)
Replace manifold and carburetor, if removed. (Refer to
TOPIC 3. MANIFOLD.)
See ENGINE REMOVAL AND INSTALLATION for
installation instruction.)
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TOPIC 10. GEAR TRAIN
A. DESCRIPTION
F135 Engine
The gear train (Figure 10-1) consists of the crankshaft
gear, camshaft gear, and the governor gear.
The
crankshaft gear drives the camshaft gear, which, in turn,
drives the governor gear.
Correct timing sequence of the gear train is critical to
proper engine operation; it is accomplished by meshing
the camshaft drive gear and governor drive gear timing
marks, with their respective timing marks on the
crankshaft timing gear.
Figure 10-2. Gear Train (F163)
Figure 10-1. Gear Train (F135)
F163 Engine
The gear train (Figure 10-2) consists of the crankshaft
gear, camshaft gear and fan drive gear. The crankshaft
gear drives the camshaft gear, which in turn drives the
fan drive gear.
The governor drive assembly is attached to the camshaft
by the camshaft gear nut. A governor race assembly is
attached to the camshaft. Correct timing sequence of
the gear train is critical to proper engine operation. It is
accomplished by meshing the camshaft drive gear and
crankshaft gear timing marks. The fan drive gear has no
timing marks and has only to be meshed with the
camshaft gear when installed.
B. REMOVAL
Refer to respective sections for crankshaft, camshaft
and governor removal and installation. Also see TOPIC
17. ENGINE REMOVAL/ INSTALLATION.
The crankshaft, camshaft and governor and/or fan drive
gears should be thoroughly cleaned and inspected for
cracked or chipped teeth before reassembly. It is
generally desirable
to replace all the gears when one or more are worn
badly enough to require replacement; however, such
drive train replacement is not recommended as a field
procedure because of the need for selecting gears with
the proper running clearance.
Replacement crankshaft and camshaft gears are
furnished in standard size, under size, and over size.
Gears marked "S" are standard; if they are marked "U"
with the number 1, 2, or 3, it signifies .001", .002", or
.003" under size. Similarly, oversize gears are marked
"0" with the number 1., 2, or 3.
NOTE
A standard crankshaft gear with a
.002" oversize cam gear on the
engine, could be replaced with a
.001" crank gear and a .001" oversize
cam gear, or any other combination
that
gives
a
.002"
oversize
dimension.
C. INSPECTION
Timing gears and timing gear fits must be checked
carefully. To check the fit, use a screw driver to force
the mating teeth as far apart as possible and check this
clearance with feeler gauge (Figure 10-3).
If this
clearance is .002" or greater, or if the gear teeth are
badly scuffed and worn, the gear must be replaced.
Timing gears must be replaced in pairs.
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Gears fitted with excessive backlash usually chatter at
idling speeds while gears too tightly fitted will howl or
whine. It is better for gears to be slightly loose than to
ride hard.
3. On F163 engines, install the driver assembly
(Figure 10-5) and camshaft nut.
On F135
engines install the camshaft gear nut only.
Tighten camshaft gear nut to a torque of 175180 lb. ft. (Figure 10-6).
Figure 10-3. Checking Timing Gear Backlash (Typical)
Gears marked same as the original as far as sizes are
concerned should be used as replacements.
Carefully examine the camshaft thrust plate (Figure 10-4)
for scoring and wear and if any indication of either shows,
a new thrust plate should be assembled without question.
Refer to TOPIC 9 to check end play.
Figure 10-5. Camshaft Gear Nut Installation (F163
Engine)
Figure 10-4. Camshaft Thrust Plate
D. INSTALLATION
1. Refer to sections covering crankshaft, camshaft,
governor and engine removal and installation.
2. Assemble the cam gear to the camshaft by
driving or pressing it on, at the same time
holding the camshaft forward with a suitable bar
through the fuel pump opening in the block so
there is no possibility of the camshaft bumping
the expansion plug at the rear end and forcing it
out of position, thus causing an oil leak.
Figure 10-6. Torquing Cam Gear Nut (Typical)
4. Check camshaft end play as shown in Figure
10-7.
Refer to TOPIC 1.
FITS AND
TOLERANCES
section
for
the
correct
dimension.
CAUTION
NEVER USE THE CAMSHAFT NUT TO
PULL
THE
GEAR
ONTO
THE
CAMSHAFT.
This will damage
threads of the steel camshaft.
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Figure 10-8. Timing Gears Assembled According to
Timing Marks
Figure 10-7. Checking Camshaft End Play
5. If the crankshaft gear requires replacement then
a suitable puller will be necessary as this gear is
shrink fitted on the shaft.
6. Use a driving sleeve to tap the gear snugly into
place.
Hard driving is not necessary and
indicates that the gear is cocked on the shaft.
Figure 10-9. Checking Gear Fit
7. Drive the crank gear on the shaft making sure
that the marked teeth on the cam gear straddle
the marked tooth on the crank gear (Figure 10-8)
which assures that the crankshaft and camshaft
are in time.
should be between the .002" and .006" limits.
8. To be certain that there is enough clearance,
hold finger at the Junction of the two gears and,
with a light hammer, tap the rim of the cam gear
and note if there is vibration felt at this point
(Figure 10-9).
9. If there is vibration and a .0015” feeler gauge will
not enter the gap between the two gear teeth,
the gear fit is within specifications.
10. Check the crankshaft end play before replacing
the gear cover.
11. Crankshaft thrust is controlled by flanged center
bearings (Figure 10-10) which require no shims.
If end play exceeds .006" (using a feeler gauge)
replace the flanged bearings. End play.
Figure 10-10. Flanged Bearing Controls Crankshaft End
Play.
12. When installing the timing gear cover, the seal
should be replaced. Always replace the gasket
between the cover and the engine.
13. Refer to TOPIC 18 or 19 and install the governor
and gear cover
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TOPIC 11. CYLINDER BLOCK
A. DESCRIPTION
The cylinder block and crankcase (Figure 11-1) are cast
as a single unit. Bearing crosswalls and water baffles
are generously filleted, and the honed cylinder bores are
exposed to the coolant for their entire length. Intake and
exhaust ports are arranged along the upper left side of
the cylinder block. Directly below is the valve and tappet
chamber covered with a cover plate. The lower left side
of the crankcase is ribbed lengthwise to incorporate a
rifle drilled oil passage. A spring loaded oil pressure
relief valve is mounted just below the center of this oil
passage to provide a means of adjusting the oil
pressure. Towards the front is an oil outlet providing
lubrication for the governor.
Figure 11-1. Cylinder Block Components
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The rear face of the crankcase provides an accurately
machined surface for mounting the flywheel housing. A
semi-circular groove in the rear face of the crankcase
around the rear main bearing receives a semi-circular oil
guard, and a filler block which is held in place by two
machine screws. Oil guard and filler block contain a
pressed-in oil seal to prevent the entrance of foreign
material around the main bearing.
3. Clean pistons of all carbon, being particularly
careful to see that the ring grooves are clean
and oil drain holes in oil ring groove are clean of
all carbon. Inspect pistons for any cracks in
head or in piston pin bosses.
The camshaft extends the length of the left side of the
crankcase and runs in three pressed-in bushings which
are drilled for pressure lubrication from drilled passages
in the crankcase.
5. Clean valve guides and valves to remove head
and stem deposits. Check fit of valves in guides
and tension of valve springs.
The three main bearing locations are machined to
receive thin-wall precision type bearings. No shims are
used between the case and the bearing cap. The center
main bearing is flanged on both sides to absorb
crankshaft end thrust and to locate the crankshaft
lengthwise. The three main bearing caps are doweled
on both sides to provide for an accurate and rigid
alignment. The upper and lower halves of the precision
type bearing shells are alike and are located by small
tabs with fit recesses in the case. The front and center
bearings have a single groove in each shell which
extends out a short distance from the oil hole and blends
into the bearing contour. The rear bearing has two holes
connected by an oil channel.
If the same connecting rod bearings are to be re-used,
be sure the bearing shells are kept in order with respect
to which connecting rod they go in, which is top and
which is bottom. However, re-use of bearing shells is
not recommended.
4. Clean oil passage in each connecting rod and
check each piston and rod assembly for correct
alignment.
6. Check that valve tappets are free fit in block
without perceptible side play or shake. Inspect
for rough or grooved faces, and be sure heads
of adjusting screws are smooth.
7. Check general condition of camshaft. Journals
should not be scored or burred. Cams should
be smooth and free from burrs or grooving.
8. Inspect crankcase for cracks, especially in the
exhaust valve area.
9. Clean the ring of carbon from around the top of
the cylinder bore formed above the travel of the
top ring.
10. Determine the original diameter of the cylinder
barrel by checking this unworn area with an inside
micrometer at intervals of approximately 45°.
B. REMOVAL
Refer to ENGINE REMOVAL AND INSTALLATION.
Refer to relevant sections for removal/ installation
instructions.
C. INSPECTION
Important points on cleaning and inspection to be
observed are as follows:
1. Clean oil pan thoroughly. Remove oil gallery
plug and clean all passages with solvent and
compressed air.
Clean valve compartment
thoroughly. Clean crankshaft oil passages.
2. Carefully inspect the condition of the crankshaft
journals and crank pins. These surfaces must not
be scored or burred and should be checked with
a micrometer against specifications as tabulated
in TOPIC 1. FITS AND TOLERANCES
Figure 11-2. Measuring Original Bore Diameter Above
Ring Travel.
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11. Check in same manner the top of the ring travel
area, approximately 1/4" below the shoulder.
12. The maximum difference in checks 10 and 11
indicates the amount of cylinder bore wear. If
this difference is less than .008", re-ringing will
be suitable, and if over .008" re-boring is
recommended.
D. PREPARING CYLINDER WALLS FOR RE-RINGING
OR RE-BORING.
1. Ridge ream the cylinders to remove the unworn
area at the top so that new rings, when
assembled, will not bump and distort both
themselves and the piston lands (Figure 11-3).
Figure 11-4. Desirable Cross Hatch Pattern After
Cylinder Hone.
E. GLAZE BREAKING OPERATION
It is important to remove the glaze on the cylinder bores
by using a cylinder hone which has an adjustable stone
tension (Figure 11-5). Glaze breaking assures quick
seating of new piston rings. If the cylinder glaze is not
removed, there will be no assurance as to when the
rings will begin to function properly and control the oil;
this is especially true when chrome rings are used.
The following step by step procedure is recommended:
1. When the crankshaft has not been removed,
cover the entire crankshaft with a clean, slightly
oily cloth to prevent abrasives and dirt from
getting on the crankshaft.
Figure 11-3. Ridge Reaming Top of Cylinder Bore
Several good makes of ridge reamers are
available which will ream the top of the bore in
direct relation to the worn area so that should
the worn area be off center slightly there will be
no partial ridge remaining.
2. When re-boring the cylinders allow .002” for
finishing by honing.
3. To get the correct cross hatch pattern (Figure 11-4)
with a cylinder hone, use a top quality electric drill
with a speed of 500 RPM or less.
Figure 11-5. Honing Cylinders
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2. Remove the excess carbon deposits from the
top of the cylinder wall before beginning the
glaze breaking operation. This prevents loading
the stones.
3. Insert none in cylinder and expand to cylinder
wall with slight tension. Using a clean brush,
wet cylinder wall and stones with kerosene. Use
a hand drill and surface hone cylinder with a
rapid up and down motion to produce a good
cross hatch pattern (Figure 11-4).
Apply
kerosene occasionally as needed and increase
tension on hone adjustment until a good pattern
and finish are obtained. A smooth finish of 10 to
15 micro Inches is desired.
4. Clean the loose abrasives from the stones by
using kerosene and a wire brush.
F. PREVENTIVE MEASURES
When cylinders and pistons are scored or worn
excessively, the following most common causes should
be considered, in order to eliminate those conditions
during future operation of the engine.
1. Gum or Varnish Deposits:
Use heavy duty lubricating oil, change the oil
more often or reduce the oil temperature.
2. Piston Skirt Clearance Inadequate:
When
fitting
new
pistons,
follow
the
recommendations listed in TOPIC 1. FITS AND
TOLERANCES.
3. Insufficient Cooling:
NOTE
Stones must be used wet.
Keep
applying kerosene during honing to
prevent stones from drying out and
causing an incorrect honing pattern.
Thoroughly clean the cooling system, check the
thermostat and water pump. Make sure hoses
have not collapsed.
4. Dirt Entering Intake Manifold:
5. The most desirable cylinder finish is 10-15 micro
inches; with this finish the depressions in the
surface tend to keep the supply of lubrication
between the mating parts. This finish can be
obtained by using 280 grit stones on the hone.
Adopt
improved
air
cleaner
servicing
procedures.
Make sure the air cleaner
connections are tight.
G. INSTALLATION
6. Clean all bores thoroughly with a clean oiled rag
to pick up all the small particles of dust that may
be embedded in the walls. Follow this with a
clean cloth to make certain the walls are
CLEAN.
(Refer
to
TOPIC
INSTALLATION.)
17,
ENGINE
REMOVAL/
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TOPIC 12. OIL PUMP
A. DESCRIPTION
The lubricating oil pump (Figure 12-1) is a positive, gear
type assembly. It consists of a single cast pump housing
and mounting extension with a precision cavity to
receive the driver and idler gears. The driver gear is
mounted at the end of the pump shaft, and the idler gear
is mounted on a stud which is pressed in place in the
pump body.
B. REMOVAL
1. Refer to TOPIC 17.
INSTALLATION.
ENGINE REMOVAL/
2. Drain oil pan, and remove the capscrews
securing the oil pan. Remove the oil pan and its
gasket.
3. With the engine resting on its side, remove nut
and washer holding the oil pump assembly to
the center main bearing cap. Remove the oil
pump assembly (Figure 12-2).
Figure 12-1. 011 Pump, Exploded View
The oil pump is assembled to the center main bearing
cap held in position vertically against a machined pad by
studs.
The extended portion of the pump body acts as a pilot,
fitting closely in a reamed hole in the main bearing web,
maintaining definite relationship between the camshaft
and the oil pump drive shaft.
A gear assembled to the upper end of the drive shaft is
driven by a mating gear cut on the camshaft. The
mating gear drives the oil pump gear which is assembled
to the lower end of the pump shaft.
The pump shaft is carried in two bronze bushings
assembled in the cast iron housing, which is also a part
of the oil distributing system. transmitting oil to the
drilled passages.
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Figure 12-2. Oil Pump Removal
C. DISASSEMBLY
1. Remove screen and remove screws securing
frame and cover to pump body. Remove spacer
and frame.
2. Remove oil pump cover and gasket.
3. Support spiral gear at the upper end of pump on
a wood block and drive out retaining pin with a
drift. Press shaft out of spiral gear and remove
shaft and drive gear from pump body.
4. Remove retainer ring from drive gear end of
shaft and place shaft on suitable support in an
arbor press. Remove gear from shaft.
5. Remove idler gear from stud.
6. Clean all parts in an acceptable solvent and dry
with compressed air.
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D. INSPECTION
1. When the pump is removed, examine the drive
gear carefully for wear, inspecting the gear on
the camshaft at the same time. If scored or
worn badly, both the camshaft and the gear on
the pump must be replaced.
2. Examine the pick-up screen for clogging or
damage.
3. Remove the cover, being careful not to damage
the lead gasket which acts as a spacer as well
as a gasket to seal the joint.
4. Examine the gears and pump body for any sign
of wear indicating lack of clearance. The gears
should have from .001" to .003" clearance in the
chamber and should make no contact with the
walls (Figure 12-3).
Figure 12-4. Checking Oil Pump End Clearance
E. ASSEMBLY
Press drive gear on its shaft and install shaft in pump
body. Secure with snap ring. Press spiral gear back on
end of drive shaft and replace retainer pin. Replace idler
gear, if it was removed, and install oil pump cover and
gasket. Install spacer, frame and screen.
F. INSTALLATION
1. Re-install oil pump assembly on center main
bearing cap. Carefully manipulate the pump
assembly to allow the spiral gear to mesh with
the camshaft mating gear, and with the bushing
connecting to the distributor drive. Make sure
the oil pump assembly is properly seated on the
center, main bearing cap, and secure with
lockwasher and nut.
Figure 12-3. Checking Oil Pump Gear Clearance in
Pump Body
5. Inspect the cover and face of the gears for
excessive wear or scoring. With the gasket
assembled to the body there should be .0015" to
.006" clearance between the gears and the
cover (Figure 12-4).
6. Worn or scored gears can be replaced, as can a
worn cover. If the body shows wear in the
chamber, it can be replaced; but, in a case like
this, a new pump would be the most economical.
7. Engine oil pressure must be maintained to
specification for satisfactory engine life.
2. Install oil pan with new oil pan gaskets. Secure
oil pan with attaching capscrews and make sure
drain plug is installed.
3. Install engine in truck (refer to TOPIC 17.
ENGINE REMOVAL/INSTALLATION.
4. Upon complete re-assembly, ensure that proper
weight and quantity of oil have been soured into
crankcase, refer to Maintenance Module
LUBRICANT AND FUEL SPECIFICATIONS
5. Start engine, check for oil leaks.
6. Refer to TOPIC 13. OIL PRESSURE RELIEF
VALVE ADJUSTMENT to verify proper oil
pressure setting.
7. Turn engine off.
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TOPIC 13. OIL PRESSURE RELIEF VALVE
A. DESCRIPTION
Stabilized lubricating oil pressure is maintained within
the engine at all speeds, regardless of oil temperature,
by means of the oil pressure relief valve. This valve is
located on the left side of the engine, directly below the
carburetor (Figure 11-1). The valve assembly consists
of a plunger, compression spring, adjusting washer or
washers, copper gasket, and a plug screwed on the
crankcase valve opening (Figure 13-1).
When oil
pressure at the valve exceeds the 30-40 P.S.I. limit, the
plunger is lifted off its seat, and oil from the main gallery
is by-passed to the engine oil pan.
gauge and its connections before going any
farther.
4. A common source of low oil pressure is clogging
of the oil pump intake screen with sludge and
carbon. Remove such deposits with a solvent.
5. Unusual looseness, grooving, or damage to the
camshaft bearings or oil pump will also cause
low oil pressure.
Such conditions call for
replacement of worn parts.
D. INSPECTION
Clean oil pressure relief valve parts with a solvent and
dry with compressed air. Replace the spring if it is worn,
bent out of shape, cracked, or weak. Replace cooper
gasket to form an oil tight seal.
E. ADJUSTMENT
The only adjustment variation is, either to install a new
compression spring, or to assemble or remove washers
from behind the existing spring. Up to four washers can
be assembled.
Figure 13-1. Oil Pressure Relief Valve Assembly
B. REMOVAL
Under normal conditions, the valve requires very little
attention. However, if the lubricating system has been
allowed to sludge up, the regulator valve may not work
freely, thereby remaining open or closed. Whenever the
lubricating oil puma is removed for repairs or inspection,
the regulator valve should also be disassembled,
thoroughly cleaned, and parts inspected.
Whenever a relief valve adjustment is necessary, it
should be done AFTER the engine and oil have reached
normal operating temperatures. It is equally important
that all other factors such as grade and condition of oil,
bearing clearances, and security of line connections be
satisfactory before any adjustment is attempted.
Proceed as follows:
1. Allow engine to run until oil reaches normal
operating temperature.
2. Check oil pressure at oil pressure gauge on
instrument panel; verify adjustment using
calibrated oil pressure gauge.
C. DISASSEMBLY
If, with the proper grade of oil, and the engine warmed
up and running at normal governed speed, and after
adjusting the relief valve the oil pressure is unusually
high or low, the following corrective measures should be
tried:
1. Remove and clean relief valve parts of dirt,
sludge, or carbon.
2. Check oil temperature and condition of oil.
3. If both the relief valve and oil are in good
condition, be sure to check the oil pressure
a. Recommended pressure with engine hot
at an idle is 5 to 10 P.S.I.
b. Recommended pressure with engine hot
at full throttle is 30 to 40 P.S.I.
3. To increase pressure, assemble washers one by
one. If after assembling four washers pressure
is still low, replace compression spring.
4. To decrease pressure remove the existing
washers, one by one. If pressure is still high,
replace compression spring.
5. After adjustment is completed, install a new
copper gasket, install and tighten plug.
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TOPIC 14. FILLER BLOCKS AND OIL GUARD
A. DESCRIPTION
The rear and front main bearings are sealed to the
cylinder block and the oil pan by a rear oil guard, rear
filler block, and a front filler block; these three
components are semicircular die castings equipped with
jute seals and neoprene seals (Figure 6-1). The oil
guard fits in the cylinder block, Just to the rear of the
rear main bearing. The rear filler block is assembled to
the cylinder block with capscrews, directly under the oil
guard.
Jute seals are mounted on the inner semicircular
grooves of the rear oil guard and filler block, where
contact is made with the crankshaft.
The outer
semicircular groove of the rear filler block also has
mounted a neoprene seal where contact is made
between the filler block and the oil pan.
The front filler block is assembled to the front of the
cylinder block with capscrews. A neoprene seal is
mounted on the outer semicircular groove of the front
filler block to seal the connection with the oil pan.
B. REMOVAL
Figure 14-1. Installing Jute Seal in Oil Guard
4. Press packing seal into the grooves of both the
filler block and the oil guard. Then, using a
piston pin, a smooth hammer handle, or some
other instrument with a rounded surface, iron
this packing into the groove so that it is seated
firmly and expanded so that is seizes the sides.
1. Refer
to
TOPIC
6.
CRANKSHAFT
COMPONENTS for access to Filler Blocks and
oil Guard.
2. With the engine resting on its side, remove the
rear and front filler blocks.
3. Remove the crankshaft.
4. Remove the oil guard.
C. SERVICING
1. Remove the jute seals and neoprene seals from
the oil guard and the filler blocks; thoroughly
clean inner and outer seal grooves to remove all
dried cement and grease.
2. Install jute seals on the oil guard and the rear
filler block. Refer to Figures 14-1 and 14-2.
3. Jute packing for crankshaft seal as it is received
is approximately one-third larger in diameter
than the width of the groove. To fit the grooves
in the filler block, the packing must be crushed in
a vise or flattened with a hammer on a flat
surface so the Jute packing is narrow' enough to
fit into the grooves.
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Figure 14-2. Installing Jute Seal in Rear Filler Block
NOTE
After installation, the jute packing will
protrude from the grooves at either
end in varying amounts.
With a
sharp knife, or razor blade, cut this
off to project .020"-.030" above,
making the cut parallel to the surface
of the casting. Then slip it into place,
either around the crankshaft, if the
engine is still assembled, or directly
into the groove if the crankshaft is
out.
TM 10-3930-644-14&P
Replace the neoprene seal by holding it in place for
assembly (Figure 14-2 and 14-3). Use only a small spot
of non-hardening cement in center of the contacting
surface, before inserting seal in groove.
No other
cement is required.
Figure 14-5. Neoprene Seals in Place
Figure 14-3. Installing Neoprene Seal in Rear Filler
Block
Install the neoprene seal in the front filler block in the
same manner as in the rear filler block (Figure 14-4).
In order to prevent possible oil leaks, it is imperative to
use only genuine Allis Chalmers replacement gaskets
and seals-since these have been engineered and
designed to do a superlative job. however, it has been
determined that 90% of all rear main oil seal leak
complaints checked are leaks in the pan gasket, rocker
covers, side covers, etc., and are not leaking rear main
oil seals.
The following is a suggested procedure to determine the
exact location of an oil leak:
1. Wipe the under side of the engine to clean all
dirt and oil from the oil pan, etc.
2. Plug breather pipe and oil filler opening with
rags.
3. With the engine idling, blow compressed air (35
p.s.i. or less) into the dip stick pipe or opening.
4. Watch for oil leak and trace to the source.
Figure 14-4. installing Neoprene Seal in Front Filler
Block
D. INSTALLATION
NOTE
When replacing the front filler block
capscrews, make certain capscrews
include a nylock patch to lock screws
firmly in place.
5. Determine whether the oil is coming from the
pan gasket, pan gasket end seal, leaky fitting,
rocker cover gaskets, push rod cover gasket, or
from any source other than the rear main oil
seal.
6. A small mirror and flashlight are handy tools to
use in checking hard to see places.
Torque nylock patch screw to 15-20 pounds foot.
Lubricate outside or rear and front neoprene seals
before installing oil pan to prevent possible distortion of
seals. When replacing gear cover, cement cover with a
quick drying gasket cement and reassemble to engine
block (Figure 14-5).
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TM 10-3930-644-14&P
TOPIC 15. OIL PAN
A. DESCRIPTION
The oil pan (Figure 6-1) which is the reservoir for engine
lubricating oil, contains a drain plug which is removed for
periodic draining of oil. The oil pan is sealed and
secured to the crankcase assembly with a gasket and
capscrews. Front and rear of the oil pan have semi
circular cuts which receive the filler blocks assembled to
the cylinder block. The filler blocks contain oil seals and
guards to prevent foreign material from entering the front
and rear main bearings. Refer to TOPIC 14. FILLER
BLOCKS AND OIL GUARD.
leakage.
Make
replacement.
necessary
repairs
or
3. If engine has not been overhauled, inspect filler
block neoprene seals to make certain they are in
good condition.
If seals need replacement
follow the procedure in TOPIC 14. FILLER
BLOCKS AND OIL PAN.
D. INSTALLATION
1. Cement new gasket to oil pan side rails and to
oil pan ends.
B. REMOVAL
Engine must be removed In order to detach oil pan.
2. Position oil pan on cylinder block rails and
secure with capscrews and lockwashers.
Torque capscrews 18 to 21 ft. lbs.
1. Run engine until normal operating temperature
is reached.
3. Install drain plug in oil pan.
2. Remove oil pan drain plug, and drain oil.
4. Install engine. (See ENGINE INSTALLATION.).
3. Remove engine (see ENGINE REMOVAL.)
5. Install oil filter. Fill oil pan with correct oil. Refer
to LUBRICANT AND FUEL SPECIFICATIONS
MANUAL for correct grade and type of oil.
4. With the engine resting on its side, remove
capscrews from edge of oil pan, and remove oil
pan.
C. INSPECTION
1. Wash oil pan with cleaning solvent and dry with
compressed air.
2. Inspect oil pan for evidence of cracks or other
damage. Inspect drain plug boss for evidence of
3-48
NOTE
When changing oil, the oil filter must
also be changed, and 4-1/2 qts. of oil
replaced.
6. Run engine and check for oil leaks around oil
pan and at filter.
TM 10-3930-644-14&P
TOPIC 16. ENGINE RUN-IN SCHEDULE
A. PURPOSE
After installation of new engine, or one in which new
pistons and piston rings have been installed engine must
be run-in to allow piston rings to seat and avoid
possibility of cylinder bore scoring and excessive oil
consumption.
When engine is first started after
installation of new pistons and piston rings, excessive
smoke, raw fuel and lubricating oil may appear in the
exhaust. This condition should correct itself as engine is
run-in.
Test run engine after overhaul and make adjustments as
are found necessary for smooth and efficient engine
operation.
6. Check ammeter. If not functioning correctly,
check electrical system for grounds, shorts or
loose connections.
7. Check engine timing. Refer to FUEL SYSTEM
Section.
8. After engine has reached normal operating
temperature, remove valve chamber cover and
check valve clearances.
9. A run-in period of six to eight hours is
recommended. Start with no load and gradually
increase engine load until operating at full load
for the last two hours.
B. TEST RUN CHECKS
The following procedure is recommended with engine
installed in truck.
CAUTION
Ensure engine has been cleared of all
rags, tools, parts, oil, water, etc.,
prior to engine run-in.
1. Fill crankcase to correct oil level with oil
specified in Maintenance Module, LUBRICANT
AND FUEL SPECIFICATIONS.
2. Fill cooling system with proper coolant for
summer or winter operation. Refer to COOLING
SYSTEM Section.
3. Inspect air cleaner to determine if properly
serviced. Lubricate all points where lubrication
is required.
4. Start engine and allow to run at approximately
600-700 R.P.M. Check for oil, fuel or coolant
leaks. Check coolant and oil levels. If engine is
run indoors, pipe exhaust gases outside.
5. Check oil pressure gauge. If gauge does not
register during first 30 seconds after starting,
stop engine at once and refer to TROUBLE
SHOOTING Section.
10. At end of run-in gradually slow down engine and
allow it to idle for a few minutes, allowing engine
to cool gradually.
11. Torque cylinder head capscrews.
12. Recheck crankcase oil level and any points of
adjustment, making necessary corrections.
13. Warm up engine to operating temperature. Blow
dirt out of pockets around spark plugs, remove
plugs, and insert compression gauge in first
spark plug hole, holding it firmly. Crank engine
until the highest gauge reading is obtained.
(Approximately four compression strokes).
Check all cylinders in this manner. If readings
are low in two adjacent cylinders, a blown head
gasket is indicated. If readings are low and vary
widely (more than 10 PSI), pressure is being lost
either at the pistons, rings or valves.
To
determine where pressure loss is occurring,
Insert about one tablespoon of SAE 30 engine
oil through the spark plug hole. Take a new
reading. If this reading is higher than the initial
reading, the piston rings are faulty. If reading is
the same as the initial reading, the valves may
be leaking or the cylinder head gasket is
damaged.
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TM 10-3930-644-14&P
TOPIC 17. ENGINE REMOVAL/INSTALLATION
Engine removal and installation is easily and safely
accomplished when reasonable care and attention to
detail is exercised.
The following procedure is
recommended for efficient engine removal and
installation.
14. Cover exposed distributor base to prevent
entrance of foreign particles.
15. Disconnect and label oil pressure and
temperature sender wires. Disconnect neutral
start switch wires.
A. REMOVAL
CAUTION
Disconnect battery leads before
attempting removal. Remove battery
and battery tray.
Disconnect and
label any attaching wiring.
1. Attach
an
acceptable
hoist
chain
to
counterweight eyelets and take up slack in
chain.
2. Remove securing counterweight capscrews and
remove counterweight, taking care not to
damage radiator or hydraulic pump.
3. Remove radiator cap slowly, to ensure against
scalding, and open petcock at base of radiator
and on engine block, to drain water from block
and radiator.
4. Remove upper and lower radiator hose clamps
and hoses.
(Guard against damage to
thermostat mounted at base of upper hose.)
Disconnect transmission cooling oil lines.
16. Remove attaching clamps, capscrews and nuts,
and disconnect exhaust pipe. Tape exposed
exhaust manifold port.
17. Remove oil pan drain plug and drain crankcase.
18. Remove transmission drain plug and drain
transmission oil.
19. Disconnect and label engine oil filter lines.
Remove oil filter and attaching bracket.
CAUTION
Cover or plug all open lines to
prevent contamination of engine
systems.
20. Loosen air cleaner hose clamps and wing nut.
Remove air cleaner and attaching parts.
21. Disconnect transmission oil filter lines, where
applicable, and label.
22. Disconnect accelerator
control at carburetor.
linkage
and
choke
5. Remove radiator.
6. Remove fan blade attaching capscrews and fan
blade.
7. Loosen alternator adjusting brace, remove and
inspect fan belt for possible cuts or cracks.
Replace if necessary upon engine installation.
8. Disconnect and immediately cap hydraulic lines
at hydraulic pump. Remove hydraulic pump,
pump gear and sleeve.
23. Close fuel tank shut-off valve and disconnect
fuel line to fuel strainer.
24. Disconnect transmission linkage, and cooling
lines.
25. Disconnect universal joint at transmission.
26. Install lifting eyes in engine and transmission.
27. Firmly attach hoisting chain to lifting studs and
take up slack in chains.
9. Disconnect and label attaching alternator wiring.
10. Remove securing alternator capscrews and
alternator.
11. Disconnect spark plug ignition wires at plugs
and mark.
12. Remove spark plugs and cap or tape exposed
ports to prevent contamination.
13. Remove distributor cap with attaching ignition
coil and spark plug wiring.
3-50
CAUTION
Make certain that all electrical wiring,
mechanical linkage and attachments,
and hoses are free and clear of
engine/transmission attachment or
obstruction prior to removal or
installation.
28. Remove engine motor mount bolts.
29. Slowly hoist engine assembly free of frame
ensuring that engine and attached transmission
do not bind or bump against the frame resulting
in possible injury or unnecessary damage.
TM 10-3930-644-14&P
30. Once free of the frame, lower engine onto
engine support and after proper seating and
weight support is ascertained, remove hoisting
chain.
31. With transmission properly supported by
attaching hoist chain, remove securing
capscrews and carefully disengage transmission
assembly from engine.
B. INSPECTION
11. Remove transmission oil level stick and fill with
specified transmission oil to full mark, as
indicated on oil level stick.
CAUTION
Do not over-fill transmission.
12. Replace oil pan drain plug, and close coolant
drain cock at radiator and cylinder block.
Look engine over closely for any signs of damage, wear
or evidence of leaks. Necessary action should be taken
to correct any abnormal conditions.
13. Replace oil filter cartridge and connect oil filter
lines to engine as labeled and connect oil filter
lines to engine as labeled.
C. INSTALLATION
14. Connect accelerator linkage and choke control
at carburetor.
1. Ensure that engine is free of rags, tools, extra
parts, excess water, oil, fuel cleaning agents.
2. Make certain that any maintenance performed
was properly done and that nuts and capscrews
are all torqued to specification.
3. Refer to REPAIR MANUAL TRANSMISSION
and install transmission on engine.
4. Properly attach hoisting chain to engine and
transmission lifting eyes and take up slack in
chain.
CAUTION
Be certain that frame, engine and
transmission mounting areas are
clear of any obstructions such as
wiring, hoses, mechanical linkage,
etc., prior to installation.
5. Carefully maneuver engine assembly into
mounting position and slowly, guarding against
any binding, lower assembly onto engine
mounts.
6. Install and secure mounting bolts. Torque to 20
lbs. ft.
7. Disengage hoisting chain and clear from work
area.
8. Refer to REPAIR MANUAL UNIVERSAL
JOINTS AND COUPLINGS and connect
universal joint to transmission.
9. Refer to REPAIR MANUAL TRANSMISSION
and connect transmission linkage and cooling
lines. Install transmission drain plug.
10. Connect transmission oil filter lines and inspect
filter
for
contamination
or
scheduled
replacement. Change if required.
15. Connect fuel line to fuel strainer.
16. Install exhaust pipe and attaching clamps and
hardware.
17. Verify proper electrode gap, .025", and install
spark plugs. Torque plugs 25-30 lbs. ft.
18. Replace distributor cap with attaching ignition
wires. Remove labeling tape as ignition coil and
spark plug wires are properly affixed.
19. Connect temperature sender and oil pressure
sender wires.
Connect neutral start switch
wires.
20. Install alternator and mounting hardware but do
not lock adjusting brace at this time. Connect
associated alternator wiring.
21. Inspect belt for wear, replace if necessary, and
mount on fan drive pulley, water pump and
alternator pulleys.
22. Secure alternator adjusting brace for fan belt
1
1
depression of /4" - /2" with 10 lbs. of pressure
applied.
23. Install air cleaner and attaching hardware, hoses
and clamps.
Inspect filter element for
contamination and replace if necessary.
24. Replace fan blade and secure capscrews.
25. Install hydraulic pump sleeve and gear and
install pump.
Connect hydraulic lines
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TM 10-3930-644-14&P
to pump. If contamination of hydraulic oil is
suspected, drain reservoir, change filter and
replace oil, after filtering oil through a 10 micron,
or finer, filter.
26. Install radiator, taking care not to damage
cooling fins, and replace upper and lower
radiator hoses, thermostat and hose clamps.
27. Connect
radiator.
transmission
oil
cooling
lines
to
28. Replace counterweight and secure capscrews.
CAUTION
Use extreme care when replacing
counterweight to prevent personal
injury or damage to equipment.
29. Replace grille and secure.
30. Replace angle braces, seat plate, engine cover
and side panels, and seat. Replace floor and
toe plate.
31. Install battery tray and battery. Connect any
wiring removed from tray attachment and
connect battery terminal leads.
3-52
32. Fill radiator to capacity with water.
freeze if required.
Add anti-
33. Fill crankcase with 4.5 quarts of recommended
engine oil. Check oil level stick for full reading.
NOTE
Ensure that all hoses, electrical lines
and mechanical linkages have been
completed. Be sure all capscrews,
braces and mounts are secure.
34. Check fuel tank for water condensation: drain if
necessary.
35. Fill tank to recommended limit with proper
octane gas and open fuel cutoff valve.
36. Start engine, run at Idle for approximately 5
minutes, then shut off and check radiator water
level, crankcase dipstick and transmission oil
level stick for full capacities.
37. Check for evidence of oil, fuel or water leaks.
38. Continue with
specified.
engine
run-in
schedule
as
TM 10-3930-644-14&P
TOPIC 1. FUEL SYSTEM
The following components make up the fuel system:
The fuel tank, fuel pump, strainer and filter, the
carburetor, accelerator linkage and the governor
assembly.
The fuel tank is the fuel reservoir and, via the fuel lines,
fuel pump, strainer and filter, supplies the carburetor with
raw fuel to be vaporized and mixed with fresh air for
controlled combustion.
Figure 1-1. Fuel System (Type I)
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TM 10-3930-644-14&P
Figure 1-3. Fuel System (Type III)
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TM 10-3930-644-14&P
TOPIC 2. FUEL TANK
A. DESCRIPTION
The fuel tank is of steel construction and welded seams.
It includes a fuel level sender unit, a filler cap with filter
screen and the fuel outlet line and fittings.
The fuel tank requires little, if any, service other than
periodic cleansing of the fuel filter.
B. REMOVAL
3. If removal of fuel sending unit is necessary,
remove capscrews and lockwashers (Figure 1-1)
that secure sending unit to tank. Carefully lift
unit out of tank being certain not to bend float
arm.
D. ASSEMBLY AND INSTALLATION
1. If removed, carefully install fuel sending unit,
ensuring against any damage to float arm.
1. Remove the fuel tank drain plug from bottom of
tank or open shutoff cock and allow fuel to drain.
2. Install capscrews and lockwashers and secure
tank to frame.
2. Remove the floor and toe plates.
3. Replace the fuel tank drain plug.
3. Raise the left side of the truck sufficiently to
allow removal of the fuel tank.
4. Replace fuel filler assembly.
4. Remove hose from top of tank and the fuel
gauge sender wire (Fig. 1-1).
5. Disconnect fuel gauge sender wire. Close cock
at bottom of tank and disconnect tube from
shutoff cock (Fig. 1-2).
5. Before Installing tank, disconnect fuel line at fuel
pump and blow out line with compressed air.
6. Inspect cooper fuel line and fuel hose for
damaged connectors, crimped line, cracks or oil
soaked hose. Replace damaged lines.
6. Disconnect fuel gauge sender wire. Disconnect
hose from fuel strainer and remove strainer from
tank (Fig. 1-3).
7. install fuel tank as-removed and replace
capscrews, washers and nut which secure the
top and rear of the tank to the truck. Lower truck
to ground level.
7. Remove the filter cap assembly.
8. Attach fuel sender wire.
8. Remove the capscrews, lockwashers, and
washers which secure the fuel tank to the truck.
9. Replace previously removed fittings and hose
(Fig. 1-1).
9. Carefully remove the fuel tank rf om the under
side of the truck.
10. Connect tube-to shutoff cock at bottom of tank
(Fig. 1-2).
C. DISASSEMBLY AND INSPECTION
1. Remove necessary fittings from tank and allow
remainder of fuel to drain.
2. Clean filler cap and filter screen assembly with
acceptable solvent and dry thoroughly with
compressed air.
11. Connect fuel strainer to elbow in top of tank and
connect hose to strainer (Fig. 1-3).
12. Fill fuel tank to recommended capacity with
proper octane fuel.
13. Check all fittings and lines for any leaks. Repair,
if required.
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TM 10-3930-644-14&P
MEMO
3-56
TM 10-3930-644-14&P
TOPIC 3. FUEL PUMP AND FUEL FILTER
A. DESCRIPTION
e. Make certain all pump cover screws are
tight.
The fuel pump is a mechanical diaphragm type with an
attached strainer and sediment bowl. The pump is
mounted on the side of the engine and is operated by an
eccentric on the engine camshaft.
Fuel from the tank enters the strainer sediment bowl on
the suction stroke of the pump and is forced to the
carburetor on the pressure stroke. Action is controlled
by two valves in the cover assembly.
On ACP model trucks the fuel strainer is connected
directly to the tank and fuel is delivered to the fuel pump
through a connecting hose (Fig. 1-3).
B. SERVICE AND INSPECTION
Quite often engine malfunctioning can be traced to a
clogged fuel pump; therefore, periodically clean
sediment bowl and strainer screen.
Loosen capnut, swing clamp wire to one side, and
remove bowl. Thoroughly clean bowl and screen. If
there is excessive dirt on the screen or in the bowl,
check fuel tank and source of supply.
If pump is supplying insufficient fuel, engine will stall or
falter. Check the following:
1. Make sure there is fuel in the tank and the shutoff valve at sediment bowl is fully open.
2. Disconnect fuel outlet line from pump. Remove
high tension wire from ignition coil and turn the
engine over several revolutions. If fuel spurts
from pump outlet, it indicates pump, gas lines
and fuel tank are not at fault.
3. If little or no fuel flows, perform the following:
a. Check for leaking gasket at sediment bowl
or top cover of the pump.
b. Remove and
sediment bowl.
clean
fuel
screen
in
c. Inspect copper fuel line for restrictions.
Blow out with compressed air or replace 'f
damaged.
d. Inspect flexible fuel line for breaks or a
porous condition. Replace if necessary.
Figure 3-1. Fuel Pump and Filter Mounting (ACC Model
Trucks)
f. Test pump for proper operating pressure by
disconnecting outlet line and attaching test
gauge to fuel cutlet port. Run engine at 1800
r.p.m. on fuel remaining in carburetor and note
pressure on gauge.
Pressure should be
between 1-1/2 P.S.I. minimum and 2-1/4 P.S.I.
maximum. Pressure below minimum indicates
excessive wear. It may also indicate a ruptured
diaphragm, worn, dirty or gummy valves and
seats. Any of the above require removal of the
pump for replacement.
If pump is supplying too much fuel, it will drip from the
carburetor, or the engine will not idle smoothly, and will
be hard to start. Check the following:
1. Perform Step f above for testing the pump for
proper operating pressure.
2. A pressure above maximum indicates too tight a
diaphragm or too strong a diaphragm spring.
Poor riveting on a diaphragm assembly may
also result in too high a pressure due to fuel
seeping between diaphragm layers, bulging the
diaphragm and causing it to act as if It were
stretched too tightly.
The above requires
removal of the fuel pump for replacement.
R-123-1
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TM 10-3930-644-14&P
3. Loose fuel line at carburetor.
pump cover. Tighten securely to prevent fuel
leakage.
4. Excessive use of hand choke.
5. Punctured carburetor float.
6. Defective carburetor needle valve.
2. Install filter screen and gasket in filter cover,
place bowl in position and tighten clamp.
3. Install elbow and flexible fuel line in top of filter
cover.
7. Incorrect carburetor adjustment.
C. PUMP REMOVAL
G. PUMP AND
TRUCKS)
FILTER
INSTALLATION
(ACC
1. Lift operator's seat, and swing open right hand
side panel.
1. Secure pump and filter assembly to engine with
capscrews and lockwashers.
2. Close shut-off valve at sediment bowl.
2. Attach fuel lines from tank and carburetor. Make
certain all connections are tight.
3. Disconnect fuel outlet line to carburetor and
disconnect fuel inlet hose from supply line from
fuel tank.
3. Open shut-off valve at filter and start engine.
Check all connections for leaks.
4. Remove the pump mounting capscrews and
lockwashers and lift pump from engine.
4. Swing shut the right hand side panel and lower
the operator's seat.
5. Wash pump and sediment bowl with a solvent
and dry with compressed air.
D. FILTER DISASSEMBLY
H. FILTER ASSEMBLY (ACP TRUCKS)
1. Install elbow in filter cover and install cover on
fitting in full tank (Fig. 1-3).
1. Remove flexible fuel line and elbow from fuel
filter cover. Leave shut-off valve open.
2. Install filter screen and gasket in filter cover.
Install bowl and tighten clamp.
2. Loosen clamp nut, move clamp to one side and
remove sediment bowl, gasket and screen.
3. Connect fuel hose to filter.
I. PUMP INSTALLATION (ACP TRUCKS)
E. INSPECTION
Clean and rinse all parts in an approved solvent and dry
with compressed air.
Make a visual check for cracks and breakage. Examine
all threaded holes and filter screen. Replace broken or
damaged parts.
F. FILTER ASSEMBLY (ACC TRUCKS)
1. Install pump and gasket on engine and secure
with capscrews and lockwashers.
2. Attach fuel line from filter and fuel line to
carburetor.
3. Open shutoff valve at filter and start engine.
Check all connections for leak! 4. Close the
right hand side panel and lower operator's seat.
1. Install filter cover nipple and filter cover on fuel
R-123-1
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TM 10-3930-644-14&P
TOPIC 4. CARBURETOR(TYPE II) (PRT)
A. DESCRIPTION
The carburetor is of the single barrel updraft design, with
a single venturi, two floats, and a semi-concentric fuel
bowl to permit operation at quite extreme angles without
flooding or starving the engine. It is of the "balanced"
and "sealed" type since all air for fuel bowl ventilation
and idle operation must enter through the air cleaner.
The fuel supply system is made up of the threaded fuel
inlet, and the float chamber. The idle system consists of
two idle discharge holes, idle air passage, idle adjusting
needle, idle jet, and fuel pickup passage. The high
speed (main metering) system consists of the venturi,
main jet, main discharge and well vent. The choke
system is of the semi-automatic type and is made up of
a choke plate, with a spring loaded poppet valve,
mounted on a shaft located within the air intake and
operated externally by a lever attached to the choke
shaft.
B. OPERATION
1. Fuel Supply System.
Fuel under pressure is supplied through the fuel
inlet fitting, fuel valve (needle and seat) to the
float chamber, see Figure 4-1. The float in the
float chamber automatically regulates the
opening through the fuel valve (needle and seat)
to maintain the proper level of fuel in the fuel
bowl and to meet the demands of the engine
according to engine load and speed.
Figure 4-1. Fuel Supply System
R-123-1
Figure 4-2. Idle System
2. Idle System.
The idle system controls the flow of fuel at idle
speed and at slow speeds until the throttle is
opened wide enough to allow the power fuel
feed system to function.
When the throttle valve (Fig. 4-2) is in the idle
position the edge of the valve is between the
primary idle orifice and the secondary idle
orifice. With the valve in this position the air
pressure (manifold vacuum) at the primary idle
orifice is lower than the air pressure in the fuel
bowl chamber and fuel is forced from the fuel
bowl into the Idle fuel passage. As the fuel
travels through the idle fuel passage it passes
through the metering orifice of the idle jet to the
point where it is combined with air entering
through the idle adjusting needle seat. The
mixing of air with gasoline helps to atomize the
fuel and the process is repeated at the
secondary idle orifice as the fuel travels through
the idle fuel passage. As this rich mixture of fuel
and air emerges from the primary idle orifice it is
reduced to correct proportions by the air which
passes around the throttle valve since this valve
must be slightly open to permit the engine to
idle.
The resultant mixture is correct for
operating engine at idle speed, provided the idle
adjusting needle is properly adjusted.
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TM 10-3930-644-14&P
As the throttle valve is slowly opened from the
slow idle position it gradually subjects the
secondary idle orifice to intake manifold vacuum,
and the secondary idle orifice no longer bleeds
air to the idle fuel passage but feeds an
additional quantity of fuel into the engine. This
is proper since the throttle valve is now open
wider and will admit a greater amount of air to
blend with this additional fuel to maintain the
correct proportions of fuel and air for the engine.
As the throttle valve is opened still wider, the idle
fuel delivery begins to fade out, however, the
throttle valve at this point is far enough open for
the power fuel feed system to begin functioning.
3. High Speed System.
With the throttle valve (Fig. 4-3) in slow or just
off slow idle position, fuel rises up through the
nozzle and out the nozzle air bleeds to fill the
accelerating well to approximately the height of
the fuel level in the fuel bowl.
the venturi. At the same time, the fuel that is
stored in the accelerating well is also forced
through the nozzle air bleeds into the nozzle.
Because of the size of the power jet, the fuel in
the accelerating well will soon be exhausted and
air will then enter through the nozzle air bleeds
to mix with the fuel passing through the nozzle.
The amount of air that can enter into the nozzle
is limited by the size of the nozzle air vent.
The result of air bleeding into the nozzle is, to
help atomize or break up the fuel into finer
particles, to regulate the quantity and the rate of
discharge of the fuel fed from the accelerating
well, during acceleration, and to provide the
correct mixture proportions for full throttle
operation.
As the throttle valve is opened toward the wide
open position the velocity through the venturi
continues to increase, lowering the air pressure
at the nozzle and resulting in additional fuel
being supplied to the engine as the speed is
increased.
When the throttle valve is opened suddenly from
slow or just off slow idle position, the fuel stored
in the accelerating well is forced out through the
nozzle air bleeds very rapidly and serves to
provide the extra richness required by the
engine to meet the sudden load. When the
throttle valve is closed fuel again fills the
accelerating well ready for the next acceleration.
4. Back Suction System.
Figure 4-3. High Speed System
As the engine speed is increased from the slow
idle position the air flow through the venturi is
gradually increased, the velocity through the
venturi is high enough to create a pressure at
the tip of the nozzle slightly less than the
pressure in the fuel bowl chamber and the
accelerating well. Fuel, therefore, feeds from
the fuel bowl through the power jet and out the
nozzle to be discharged into the air stream at
The amount of fuel supplied to an engine is
controlled by the size of the power jet, and the
difference in air pressure between the fuel bowl
chamber and the venturi. However, in many
engines the mixture must be leaned out
additionally during part throttle operation to
obtain maximum economy.
To provide this
leaner mixture a Back Suction Economizer
System is used. With this method of metering
fuel, the air pressure in the fuel bowl chamber is
regulated and controlled according to load
conditions by a combination of bowl vent and
economizer passages communicating with the
throttle bore of the carburetor.
Through
regulations of the air pressure in the fuel bowl
chamber
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TM 10-3930-644-14&P
As this vacuum decreases as the throttle
approaches wide open position, less air is drawn
out of the fuel bowl chamber and additional fuel
flows to the engine to provide the extra richness
required for operation at heavy loads where
maximum horsepower is necessary.
5. Choke System.
Figure 4-4. Back Suction System
the fuel flow through the carburetor can be
controlled to provide the proper mixture
proportions for the engine.
All the air that enters the fuel bowl chamber (Fig.
4-4) must first pass through the air cleaner and
the bowl vent. The size of the bowl vent controls
or limits the amount of air that can enter the fuel
bowl chamber. The amount of air that is drawn
out of the fuel bowl chamber is controlled by the
size of the economizer jet, the economizer
orifice and the position of the throttle valve as its
position determines the manifold vacuum or
suction on the economizer orifice.
As the
throttle valve is opened from the fast idle
position the economizer orifice is gradually
exposed to manifold suction, and air flows from
the fuel bowl chamber, through the economizer
jet and out the economizer orifice. This air must
be replaced by air entering through the bowl
vent but as the size of the bowl vent restricts the
amount of air that can enter, the resultant.
Pressure in the fuel bowl chamber will be
lowered, reducing the difference in air pressure
between the nozzle and the fuel bowl chamber.
The flow of fuel will therefore be retarded so that
the exact economy mixture ratio will be delivered
to the engine at this particular throttle opening.
Opening the throttle valve further exposes the
entire economizer orifice to manifold suction,
resulting in additional air being removed from
the fuel bowl chamber, again leaning out the
mixture ratio to the correct proportions for this
new throttle position.
After the economizer
orifice is fully exposed to manifold vacuum, the
amount of air that is drawn out of the fuel bowl
chamber is controlled by the manifold vacuum or
(or suction) at any given throttle valve position.
The choke system is used during cold starting
and the warm-up period. Under these cold
conditions it is necessary to supply an extra rich
mixture of fuel and air, as only the "light ends" or
more volatile portions of the fuel will vaporize
with the manifold and air temperatures at the
cold temperatures. Consequently it is necessary
that a large quantity of fuel be available so that
there will be enough "light ends," to combine
with the air to form a combustible mixture for
starting the engine.
The function of the choke valve (Fig. 4-5) is to
restrict the amount of air that can enter the
carburetor and to increase the vacuum on the
nozzle so that additional fuel will be drawn into
the manifold. As soon as the engine fires and
runs the rich mixture must be rapidly reduced to
prevent stalling. This change in mixture should
be accomplished by the operator repositioning
the choke valve. To help reduce the sensitivity
of the choke valve position, use is made of a
spring loaded relief valve. This valve opens
automatically with engine speed and load and
eliminates a great deal of manipulation of the
choke on the part of the operator.
Figure 4-5. Choke System
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TM 10-3930-644-14&P
When the engine has obtained normal operating
temperature the choke valve must be fully
opened to assure maximum power and
economy. In addition, extended use of the
choke results in more gasoline being supplied to
the engine than can be burned.
A large
percentage of the unburned gasoline is lost
through the exhaust system. The remainder of
the raw gasoline is forced between the pistons
and cylinder walls, washing away the protective
oil film and increasing engine wear. It then
enters the crankcase where it dilutes the engine
oil.
Any adjustments that are necessary on the
carburetor should never be attempted until the
engine has obtained its normal operating
temperature and the choke valve has been
placed in the wide open position.
9. Use a small screwdriver and force throttle shaft
packing retainer from throttle body. Remove
packing and retainer cup.
10. Remove nozzle plug, power jet, nozzle gasket
and O-ring and remove nozzle from bottom of
bowl.
11. Remove choke valve screws and remove choke
valve from choke shaft. Remove choke shaft.
12. Remove screws attaching choke bracket to fuel
bowl neck and remove bracket.
Remove
packing from bracket.
E. INSPECTION AND REPAIR
1. Inspect float valve for grooved condition and
damage. If valve is damaged, replace float
valve and float valve seat.
C. REMOVAL
1. Disconnect choke wire and throttle cable from
carburetor.
Disconnect governor rod from
carburetor. Loosen clamps and disconnect air
cleaner hose from carburetor.
2. Replace idle adjusting needle if grooved or
damaged.
3. Replace throttle shaft and lever assembly if
looseness is noted between shaft and throttle
body.
2. Close fuel shutoff cock at fuel tank. Disconnect
Fuel Inlet line from carburetor.
4. Replace all packings and gaskets.
3. Remove two nuts and lockwashers securing
carburetor to manifold. Remove carburetor and
gasket. Remove studs from carburetor only if
necessary.
5. A repair kit is available for the carburetor. It is
recommended that kit parts be installed in place
of old parts whenever the carburetor is
overhauled.
D. DISASSEMBLY
F. REASSEMBLY
1. Remove drain plug and drain fuel bowl.
Remove four screws attaching throttle body (Fig.
4-6) to fuel bowl.
1. Install new packing and retainer on throttle shaft
and lever assembly. Insert shaft in carburetor
and tap lightly until retainer is flush with casting
face.
2. Raise throttle body and separate gasket from
fuel bowl flange. Carefully lift throttle body from
full bowl, being careful not to damage float
assembly.
2. Install throttle valve on shaft with identification
mark on valve facing flange face of carburetor.
Tap valve lightly to center in throttle bore.
Tighten screws securely.
3. Remove float axle shaft and remove float from
throttle body.
3. Install economizer jet and idle jet.
4. Remove float valve from throttle body. Remove
bowl gasket and venturi.
4. Install idle adjusting needle and spring. Turn
needle all the way in to seat then back off
approximately one turn for preliminary setting.
5. Remove float valve seat and seat gasket.
5. Place a new gasket on float valve seat and
install float valve seat and float valve.
6. Remove economizer jet and idle jet.
7. Remove idle adjusting needle and spring.
6. Place new. throttle body to fuel bowl gasket on
throttle body and install venturi.
8. Remove throttle valve screws, throttle valve and
throttle shaft and lever assembly .
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Figure 4-6. Carburetor (Type II) - Exploded View
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TM 10-3930-644-14&P
7. Install float and lever assembly on throttle body
and insert axle shaft through float lever.
8. Measure distance from gasket on throttle body.
Distance (Fig. 4-7) should be .250" from gasket
face to nearest edge of float. Use a long nosed
pliers to bend lever as necessary to attain this
measurement.
NOTE
Do not. bend, twist or apply pressure
to float bodies.
The float bodies
when viewed from the free end of the
bodies, must be centered and at right
angles to the machined gasket
surface and must move freely on the
float axle shaft.
9. Install choke shaft packing in recess in choke
bracket and tap bracket in place on fuel bowl
throat to seat packing. Secure bracket with
screws.
10. Install choke shaft and lever assembly and
return spring.
11. Insert choke valve on lever and center valve in
casting before tightening screws.
12. Install main nozzle through bottom of casting.
Place new O-ring and gasket in recess and
install power jet in fuel bowl behind nozzle.
Install nozzle plug.
13. Invert throttle body and lower fuel bowl over
floats. Be sure venturi guides float bodies into
position.
14. Install bowl screws and lockwashers.
screws gradually until all are tight.
Figure 4-7. Float Setting
4. Install yoke on end of accelerator cable
(Fig. 4-8) over carburetor lever and install yoke
pin through yoke and lever. secure yoke to lever
with cotter pin.
5. Install choke cable (Fig. 4-8) through clamp-on
choke bracket and into block. Tighten screw to
secure cable in block. Tighten clamp screw.
6. Refer to TOPIC 6 to adjust carburetor and choke
linkage.
7. If the carburetor levers (Fig. 4-8) were removed
during disassembly, adjust governor lever on
shaft to angle illustrated.
Tighten
15. Install drain plug in bottom of bowl.
G. INSTALLATION
1. If studs were removed, install studs in threaded
holes in carburetor flange. Use a new gasket
and install carburetor on manifold.
Secure
carburetor with nuts and lockwashers.
2. Connect inlet fuel line to carburetor. Install air
cleaner hose on carburetor and tighten hose
clamps.
3. Connect governor rod to carburetor lever. Insert
threaded end of ball joint (Fig. 4-8) through lever
and secure with ball joint nuts.
Figure 4-8. Carburetor Linkage Adjustments
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TM 10-3930-644-14&P
H. ADJUSTMENT
1. Choke Adjustment.
a. Loosen clamp and disconnect air cleaner
hose from carburetor.
b. Push choke control knob all the way in
and check position of choke valve.
c. If choke butterfly valve is not completely
open, adjust as follows:
d. Loosen clamp screw on choke bracket.
Loosen lock screw at choke shaft block.
e. Move choke lever to place butterfly valve
in full open position. Tighten lock screw
on control wire and clamp screw on
bracket.
f. Move control knob in and out several
times to check for smooth operation.
g. If control appears to be overly stiff, check
for tight bends, over clamping or
corrosion.
h. After choke is adjusted, install air cleaner
hose on carburetor and tighten clamps
Figure 4-9. Carburetor Adjustments
2. Idle Adjustment.
a. With engine at operating temperature,
release accelerator to allow engine to run
at idle speed. Turn, idle adjusting needle
(Figure 4-9) counterclockwise until engine
begins to falter. Turn needle clockwise
until engine runs smoothly.
3. Governor Adjustment.
Refer to TOPIC 8
GOVERNOR for governor adjustment.
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TOPIC 4a. CARBURETOR (SRT)
A. DESCRIPTION
The carburetor is of the single barrel updraft design, with
a single venturi, twin floats, and a semi-concentric fuel
bowl to permit operation at quite extreme angles without
flooding or starving the engine. It is of the "balanced"
and "sealed" type since all air for fuel bowl ventilation
and idle operation must enter through the air cleaner.
The fuel supply system is made up of the threaded fuel
inlet, fuel valve (needle and seat), float assembly and
the float chamber. The idle system consists of two Idle
discharge holes, idle air passage, idle adjusting needle,
idle jet, and fuel pick up passage. The high speed (main
metering) system consists of the venturi, main jet, main
discharge and well vent. Some models also include a
main jet adjustment. The choke system is of the semiautomatic type and is made up of a choke plate, with a
spring loaded poppet valve, mounted on a shaft located
within the air intake and operated externally by a lever
attached to the choke shaft.
B. OPERATION
1. Fuel Supply System. Fuel under pressure is
supplied through the fuel inlet fitting, fuel valve
(needle and seat) to the float chamber, see
Figure 3.
The float in the float chamber
automatically regulates the opening through the
fuel valve (needle and seat) to maintain the
proper level of fuel in the fuel bowl and to meet
the demands of the engine according to engine
load and speed.
2. Idle System. At idle speed the throttle plate is
advanced slightly to expose the upper idle
discharge hole to engine manifold vacuum
(suction), see Figure 4.
This suction is
transmitted to the idle jet through a passage
connecting the idle discharge holes with the idle
jet. Fuel for idle is supplied through the main jet
to a well at the bottom of the discharge jet. The
fuel for idle flows out of this well through a
restricted drilling at the bottom of the idle fuel
pick-up passage. From here the fuel is metered
through the idle jet calibration before entering
the vacuum passage leading to the idle
discharge holes. As the fuel leaves the idle Jet
it is mixed with air that originates back of (or
from behind) the venturi. The position of the idle
adjusting needle in this passage controls the
suction on the idle jet and thereby the idle fuel
air mixture. Turning the idle adjusting needle IN,
(clockwise) results in a greater suction on the
idle jet with a smaller amount of air admitted to
give a richer mixture. Turning the needle OUT
(counterclockwise) increases the amount of idle
air admitted and reduces the suction on the idle
jet resulting in a leaner mixture. This idle fuel-air
mixture is then discharged through the idle
discharge holes into the air stream.
Figure 4. Idle System
Figure 3. Fuel Supply System
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TM 10-3930-644-14&P
3. High Speed (Main Metering) System. As the
throttle is advanced to approximately onequarter opening, the amount of air passing
through the venturi creates a suction on the tip
of the main discharge jet. This suction causes
the fuel to flow from the fuel chamber through
the main jet and into the main discharge jet
where it is mixed with air admitted by the well
vent jet. This mixture is then discharged into the
air stream through the discharge jet, see Figure
5. The main jet controls the fuel delivery from
about one-quarter to full throttle opening. To
maintain a proper mixture ratio a small amount
of air is admitted through the well vent into the
discharge jet through air bleed holes located in
the discharge jet at a point below the level of
fuel in the metering well.
choke plate opens to prevent over-choking. As
the engine warms, the choke must be opened
manually to the wide open position.
Figure 6. Choke System
C. DISASSEMBLY
1. Separation of Throttle and Fuel Bowl Bodies.
a. Remove hex head plug and filter screen (if
used) from side of throttle body.
b. Remove four bowl to body screw and
lockwasher assemblies.
c. Raise throttle body slightly and separate
gasket from fuel bowl flange, then lift off
throttle body assembly being careful not to
damage float assembly.
2. Disassembly of Throttle Body.
Figure 5. High Speed System
4. Choke System. Closing the choke plate when
starting a cold engine restricts the air entering
the carburetor through the air cleaner and
creates an increase in suction on the jets. This
increase in suction causes more fuel to be
drawn into the engine and provides a richer
mixture necessary for starting a cold engine. As
soon as the engine starts to operate, the springloaded poppet valve located within the
3-66a
a. Press screwdriver against float axle at
slotted side of float hinge bracket and
force axle through slotted side of bracket,
then remove axle with fingers from
opposite side of bracket and remove float
assembly.
b. Remove fuel valve needle, bowl to body
casket and venturi.
TM 10-3930-644-14&P
Figure 7. Carburetor, Exploded View
3-66b
TM 10-3930-644-14&P
c. Remove fuel valve seat and its fiber
washer.
d. Remove idle Jet from machined surface of
throttle body.
e. Remove idle adjusting needle and its
friction spring from side of throttle body.
f. Unscrew throttle stop screw until threaded
end of screw is flush with throttle lever.
g. Close throttle and scribe across throttle
body and throttle levers as a guide to
correct reassembly of parts.
h. File off riveted or peened end of throttle
plate screws, being careful not to damage
throttle plate or throttle body bore.
i. Remove throttle plate screws and throttle
plate; then remove throttle shaft and lever
assembly.
j. To remove throttle shaft packing and
packing retainer from throttle shaft hole,
screw a 5/16" fine thread taper tap into
packing retainer until firmly seated. Insert
long punch or rod in opposite shaft hole
and drive punch against end of tap until
retainer is free of throttle body. Remove
tap and repeat operation for removal of
packing and retainer from opposite shaft
hole.
NOTE
Do not disassemble throttle plate,
throttle
shaft
and
stop
lever
assembly, throttle packings and
packing retainers from throttle body
unless throttle shaft is bent or
otherwise damaged or unless there is
damage or visible wear to other
components of throttle assembly. Do
not remove throttle shaft bushings
unless
inspection
indicates
replacement is necessary.
For
removal and replacement of throttle
shaft bushings refer to Replacement
of Bushings and Reassembly.
d. Remove main discharge jet and its fiber
washer from center of large opening in
machined surface of fuel bowl.
e. Remove well vent jet from center of large
opening in machined surface of fuel bowl.
f. Scribe across air intake section, choke
bracket and choke lever as a guide to
correct reassembly of parts, then remove
choke lever spring from choke lever and
choke bracket.
g. Remove choke shaft nut and its lock
washer then remove choke lever.
h. Remove choke bracket screws and
lockwashers and remove choke bracket.
i. Remove choke shaft hole plug from
opposite side of air intake.
j. Remove choke plate screws, choke plate
and choke shaft from air intake section.
k. To remove choke shaft packing and
packing retainer from choke shaft holes,
screw a 5/16" fine thread taper into
packing retainer until firmly seated. Then
insert long punch against end of tap until
retainer is free of air intake body. Remove
tap from retainer.
l Remove choke lever, taper pin and then
remove lever.
NOTE
Do not disassemble choke assembly
bracket, choke levers, shaft and
choke plate unless there is damage
to any of above parts or damage to
any of the other component parts of
the assembly.
m. Thoroughly clean all metal parts in Bendix
Metalclene or Speedclene (or equivalent)
and rinse in solvent.
Blow out all
passages and channels in the castings
with compressed air. Reverse the air flow
through each passage to insure the
removal of all dirt particles.
3. Disassembly of Fuel Bowl Body
a. Remove main jet adjustment assembly
and fiber washer, using a 1/2" wrench.
b. Remove hex drain plug from bottom of
fuel bowl.
c. Remove main jet and its fiber washer.
3-66c
CAUTION
NEVER USE A WIRE OR DRILL TO
CLEAN OUT THE JETS.
TM 10-3930-644-14&P
n. Inspect all parts and replace any that are
damaged or worn. Replace throttle shaft if
shaft is bent or if shaft shows evidence of
wear on the bearing surfaces. Replace
throttle shaft bushings if a new shaft has
more than .005" side play. Always use
the correct Allis-Chalmers Repair Kit. For
correct Repair Kit, refer to Parts Manual.
Follow procedure outlined below for
Removal and Replacement of Throttle
Shaft Bushings.
c. Insert choke shaft or choke shaft and
lever, as the case may be, into the air
intake and install choke plate in same
position in air intake with poppet valve
facing the same way as it was before
disassembly.
d. Align holes in plate with holes in shaft and
install choke plate screws, leaving screws
loose. Close choke for best closing and
then tighten screws, using a small
screwdriver.
D. REASSEMBLY
1. Removal and Replacement of Throttle Shaft
Bushings.
NOTE
Do knot remove throttle shaft
bushings unless new shaft bushings
are available along with Bushing
Driver and Line Reamer.
f. Place choke bracket in position on air
intake with bracket aligned to scribe marks
and attach bracket with screws and
lockwashers.
a. To remove throttle shaft bushing, screw a
3/8" taper tap into bushing at one end of
throttle shaft bore until firmly seated in
bushing. Then insert long punch or rod in
opposite shaft hole and drive punch
against end of tap until bushing is free of
throttle body. Remove bushing from tap.
b. Repeat above operation to
bushing from opposite shaft hole.
e. Install choke shaft hole plug or install
choke lever with taper pin if carburetor
includes lever.
g. Place choke lever on choke shaft, close
choke and position lever to align with
scribe marks. Then assemble choke shaft
nut and lockwasher and securely tighten
nut.
h. Attach choke lever spring to choke bracket
and to choke lever.
remove
i. Install main discharge jet and fiber washer
in fuel bowl and tighten jet firmly.
c. To install throttle shaft bushing, place new
throttle shaft bushing on bushing driver
with taper end of bushing away from
shoulder of driver. Start bushing into shaft
hole and drive bushing in until bottomed,
using a light hammer.
j. Install well vent jet in fuel bowl and
tighten, using a small screwdriver.
d. Repeat this operation to install bushing in
opposite shaft hole.
e. Line ream the two shaft bushings, using
line reamer.
k. Place Fiber washer on main jet and install
Jet in threaded opening at side of fuel
bowl.
I. Install main jet adjustment and fiber
washer or main passage plug, as the case
may be, in threaded passage at side of
fuel bowl.
3. Assembly of Throttle Body
2. Assembly of Fuel Bowl Body
a. Insert packing in open side of packing
retainer and place assembly on bushing
driver with packing facing small end of
driver.
b. Insert small end of driver into choke shaft
hole; start retainer into counterbore in
body and lightly drive retainer into body
until flush with machined surface.
a. Insert packing in open side of packing
retainer and place assembly on bushing
driver with packing facing small end of
driver.
b. After inserting small end of driver into
throttle shaft hole, start retainer into
counterbore in throttle body until flush with
machined surface or slightly below surface
to avoid striking throttle lever.
3-66d
TM 10-3930-644-14&P
c. Insert throttle shaft and lever assembly in
throttle body. Rotate shaft to wide open;
then insert throttle plate in shaft and rotate
to close position, holding plate in position
with fingers. Make certain beveled sides
of plate fit against throttle bore when plate
is closed.
NOTE
Do not bend, twist or apply pressure
on the float bodies. The float bodies
when viewed from the free end of the
bodies must be centered and at right
angles to the machined surface and
must move freely on the float axle.
d. Start throttle plate screws, leaving screws
loose. Close throttle plate several times,
making sure plate is centered in throttle
bore. Then tighten screws, using small
screwdriver.
e. Install idle adjusting needle and friction
spring in threaded passage at side of
throttle body.
Turn needle in lightly
against its seat, then back out needle 11/4 turns as a preliminary adjustment.
f. Install idle jet in machined surface of
throttle body.
g. Install fuel valve seat and fiber washer.
h. Install venturi in throttle bore, large
opening end first. Then place new bowl to
body gasket on machined surface of
throttle body, making sure venturi flange is
set in throttle body recess below gasket.
i. Install fuel valve needle in seat and
position float assembly in hinge bracket.
J. Insert float axle through hinge bracket and
float lever bushing from side opposite slot
in hinge bracket with fingers only. Then
press float axle through slotted side of
bracket, using handle of screwdriver.
k. To insure correct fuel level in the float
chamber, check distance "A" from top of
floats to machined surface of throttle body
(no gasket) with throttle body inverted, see
Figure 8. This dimension should be 15/32" plus or minus 1/32". To increase or
decrease distance from top of float bodies
to machined surface, use long nose pliers
and bend lever close to float body.
3-66e
Figure 8. Float Setting
4. Assembly of Throttle and Fuel Bowl Bodies
a. Place fuel bowl assembly in position on
throttle body, being careful not to damage
floats. Then align holes in fuel bowl with
holes in gasket and throttle body.
b. Install four bowl to body screw and
lockwasher assemblies and tighten throttle
body.
c. Install hex head plug and filter screen (if
used) in threaded passage in throttle
body.
d. With throttle held in closed position, turn
throttle stop screw in until stop screw just
contacts throttle stop and then turn stop
screw in 1-1/2 additional turns as a
preliminary idle speed setting.
TM 10-3930-644-14 & P
TOPIC 5. ACCELERATOR LINKAGE
A. DESCRIPTION
The accelerator linkage provides manual, foot pedal
control of the engine speed by either increasing or
decreasing the fuel flow to the carburetor. Maximum
speed (RPM) is controlled by the governor assembly,
which is preadjusted at the factory.
B. MAINTENANCE AND ADJUSTMENT
Inspect linkage for security of mounting presence of
pins, spring tension and proper action.
Periodically lubricate moving parts of linkage, except
shaft mounting blocks.
Adjust of linkage may become necessary because of
improper spring action, bent parts or replacement parts.
1. Ensure that all mechanical' connections are
securely made, as indicated in accelerator and
linkage exploded view, Figures 5-1 and 5-2.
5. Turn accelerator pedal stop screw in or OUT
and tighten locknut to adjust pedal to desired
pedal release height.
C. PEDAL AND LINKAGE REMOVAL
1. Pedal. Remove "E" clip from pedal hinge pin,
slide pin out of pedal and bracket and remove
pedal (Figure 5-1 and 5-2).
2. Shaft Roller, Remove nut and lockwasher from
bearing capscrew, and remove capscrew,
bearing and two plain washers.
3. Accelerator Shaft.
Remove capscrews and
lockwashers which attach shaft mounting blocks
to front panel or bracket and-'remove assembly
from truck. To remove mounting blocks, remove
roll pin from accelerator lever and shaft. Slide
lever and mounting blocks off shaft. Remove
spring.
2. Inspect carburetor throttle lever position; throttle
should be in fully CLOSED position with
accelerator pedal released.
3. Have assistant push fully downward on the
accelerator pedal; accelerator rod or cable will
pull adjustable yoke, attached to throttle lever,
(overcoming pressure of CLOSED throttle return
spring), and carburetor throttle will OPEN fully.
4. Release pedal. Throttle should now be fully
CLOSED.
Adjust accelerator rod or cable
throttle yoke in or OUT to ensure a fully
CLOSED condition (with accelerator pedal
released).
Figure 5-1. Accelerator and Linkage (Type I)
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TM 10-3930-644-14 & P
4. Accelerator Rod (PRT only).
Remove
accelerator rod return spring from spring clip.
Remove nuts and lockwashers from all joints at
accelerator lever and throttle lever and remove
accelerator rod. Ball joints can be removed from
accelerator rod by loosening Jam nuts and
turning ball joints off. The spring clip can be
removed by removing one of the jam nuts.
5. Accelerator Cable (PRT). Remove Cable return
spring from spring clip. Remove "E" rings to
disconnect cable (Fig 5-2) from lever and
bracket. remove cotter pins and yoke pins and
disconnect cable from accelerator lever and
carburetor. Remove accelerator cable return
spring from spring clip.
Remove nuts and
lockwashers from all joints at accelerator lever
and throttle lever and remove cable. Ball Joints
can be removed from cable by loosening jam
nuts and turning ball joints off. The spring clip
can be removed by removing one of the jam
nuts.
D. PEDAL AND LINKAGE INSTALLATION
1. Accelerator Shaft. Place mounting blocks on
accelerator.
shaft, separated by a washer.
Move one mounting block and washer towards
pedal end of shaft and install roll pin near center
of shaft. Place accelerator lever on shaft and
secure with roll pin. Install shaft assembly on
front panel by securing mounting blocks with
capscrews and lockwashers. After installation,
make sure shaft moves freely.
2. Shaft Roller. When installing accelera-
Figure 5-2. Accelerator and Linkage (Type II)
3-68
TM 10-3930-644-14 & P
TOPIC 6 GOVERNOR
A. GOVERNOR DESCRIPTION
The governor prevents engine speed from exceeding a
predetermined maximum. The governor is mounted
between the carburetor and manifold flanges. It consists
of a main body, which contains a throttle shaft, a throttle
valve and a main governor spring. The main governor
spring is attached by linkage to the governor shaft and
the spring force holds 'the throttle valve open.
When the engine starts, air flows through the carburetor
throat and the governor throat. The velocity of the air
creates a pressure above the throttle valve. When this
force exceeds the force exerted by the spring, the
throttle will move to a closed position. The adjusting
screw varies the Spring tension (Figure 10).
C. INSPECTION
1. Wash governor in a clean solvent and dry with
compressed air.
2. Check governor for wear, cracks or damaged
surfaces.
D. INSTALLATION
1. Install new gaskets and spacer on carburetor.
2. Position governor on carburetor and connect
manifold fitting. Secure with studs, lockwashers
and nuts.
3. Install lock wire and seals.
When the closing action of the valve exactly balance the
spring, governing action rakes place and maximum
speed is fixed at this point.
When load is applied the velocity of the gas through the
manifold and the pressure against the governing valve is
reduced and the spring opens the valve to feed more
gasoline to the engine to handle the increased load
demand. This maintains an almost constant speed.
whether the engine is running with or without load.
E. GOVERNOR ADJUSTMENT
NOTE
The desired engine speed is obtained
by increasing or decreasing the
governor spring tension.
Turn adjusting screw (Figure 10) in or out, to increase or
decrease pull on the spring.
B. GOVERNOR REMOVAL
1. Remove the nut, lockwasher and stud securing
the governor to the carburetor.
2. Disconnect the governor from the manifold fitting
and remove lock wire and seals.
3. Remove governor, seals and spacer from the
carburetor.
Figure 10. Velocity Governor
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TOPIC 7. AIR CLEANER (PRT)
A. DESCRIPTION
It may be necessary to inspect the element mare often in
an atmosphere heavily laden with dust, chaff and lint.
The air cleaner is mounted on the left side of the engine
and is connected by hoses to the carburetor air intake
and the crankcase. It prevents dust, chaff or other
foreign matter, the chief causes of engine wear, from
entering the manifold and engine (Figure 13).
The air enters the cleaner and passes through a
replaceable type, dry filter element. The element is
constructed of folded paper and a fine wire mesh screen
bound at the edges with plastic. This construction filters
and removes the fine dust particles from the intake air
stream. The clean and purified air is then drawn through
the center tube of the element and into the carburetor
and intake manifold. For continued efficient engine
operation, the air cleaner must be properly serviced.
CAUTION
Never remove the air cleaner while
engine is running, and do not run the
engine unless air cleaner is in place.
C. REMOVAL
1. Loosen hose clamps and remove wing nut and
rubber washer.
2. Slide cleaner assembly down far enough to
remove cover.
D. DISASSEMBLY AND INSPECTION
1. With filter assembly free of securing cover,
remove filter element from base of cleaner.
2. Clean inside and outside of cover and base
assembly with a suitable solvent.
3. Shake the dust and lint from the filter element.
4. If element is badly clogged with dirt and lint,
replace with a new element.
5. Check tie cover exterior for cracks and hose for
deterioration which would allow unfiltered air to
enter the system.
6. Repair or replace any unacceptable component.
E. INSTALLATION
Figure 13. Air Cleaner Assembly
1. Install filter element in base assembly.
2. Replace cover and secure wing nut, rubber
washer and hose clamps.
B. INSPECTION
Inspect the filter element at intervals frequent enough to
ensure having a clean element.
3. All connections must be air tight.
NOTE
For SRT model air cleaner service, see page 2-18a.
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TOPIC 1. BATTERY
A. GENERAL DESCRIPTION
The lead-acid storage battery is an electrochemical
device for converting stored chemical energy into
electrical energy.
Active materials within the battery react chemically to
produce a flow of direct current whenever cranking
motor or other current consuming devices are connected
into the battery circuit. This current is produced by
chemical reaction between the active materials of the
plate and the sulphuric acid of the electrolyte.
The internal construction of a lead-acid battery consists
of the combination of positive and negative plates
forming a cell. The plates consist of special active
materials contained in cast grids of lead-antimony alloy.
Charged negative plates contain sponge lead, and
charged positive plates contain lead peroxide. If the
positive and negative plates contact one another, a short
circuit is produced and the cell fails immediately. To
prevent a short circuit between the plates, separators
are used. The cell is assembled by alternating the
plates of the positive group between the plates of the
negative group, Neg. Pos. Neg., etc. The negative
plate group always has one or more plates than the
positive group. Separators have one ribbed side and are
assembled with the ribs vertical and facing the positive
plate. In this position, the space between the ribs allows
better circulation of the electrolyte to the positive plates
and forms a channel by which normally loosened
particles of positive active material may reach the
sediment spaces in the bottom of the cell.
A vent cap screws into a threaded hole located in each
cell cover. The cap serves two purposes. First, it closes
the opening in the cell cover through which electrolyte
can be checked and water added, if necessary, and
second, it provides a means for the escape of gases
formed during charging. The visual level fill is an aid to
proper servicing. Electrolyte level should be maintained
by adding distilled water to the bottom of the filler hole.
This gives a margin of safety against the dangers of lowlevel operation. Overfilling should be avoided at all
times, since it causes loss of electrolyte which will result
in premature battery failure and poor performances
Electrolyte lost by overfilling causes excessive corrosion
of cables, connections and other equipment.
Figure 1-1. Battery (Typical)
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1. Chemical Action of Discharge
When a cell is discharged by completing an
external circuit, the sulphuric acid acts on both
positive and negative plate active material to
form the chemical compound lead sulphate.
The sulphate is supplied by the acid solution
(electrolyte)
which
becomes
weaker
in
concentration as the discharge proceeds. The
amount of acid consumed is in direct proportion
to the amount of electricity used from the cell.
When the acid in the electrolyte is partially used
up by combining with the plates, the battery is
said to be discharged. This gradual weakening
of the electrolyte in proportion to the electricity
delivered is a very useful action because with
the use of a hydrometer it can be determined
how much unused acid remains with the water in
the electrolyte, thus it can be judged how much
electrical energy is left in the cell.
2. Chemical Action of Charge
By passing electric current through the battery in
a direction opposite to that of the discharge, the
lead sulphate is decomposed. The sulphate is
expelled from the plates and returns to the
electrolyte, thereby gradually restoring it to its
original strength. This action frees the plate
active materials of sulphate and they are
restored to their original chemical condition,
ready to deliver electricity again. Hydrogen and
oxygen gases are given off at the negative and
positive plates respectively as the plates reach
the fully charged condition. This is the result of
the decomposition of the water by an excess of
charging current not utilized by the plates.
3. Inspection
The battery contains no electrolyte until it is
activated for service in the field. Consequently,
it is referred to as a "dry-charge" battery.
Unless the batteries are kept dry until ready for
use, they may lose a portion of their activating
capacity due to moisture oxidizing the pre-dried
plates.
Dry charged batteries must be handled with care
to protect them against breakage. This may not
be evident until the battery is activated by
adding electrolyte. Battery cartons should be
checked for evidence of either damp3-72
ness or damage when the battery is received. If
visual inspection of the carton indicates possible
damage to the battery during transit or storage,
it should be opened and the battery carefully
checked.
4. Care of Stock Batteries in Original Equipment
Batteries normally leave the manufacturing plant
in good condition, but excessive temperature
and unusual vibration or jolts over long hauls by
trucks or railroads might affect the condition of
the battery. Always inspect for damage when a
shipment arrives. Check batteries for possible
cracks or damage and check cell readings with a
hydrometer. If not fully charged, recharge and if
breakage has occurred, file your claim with the
carrier.
Although many makes of batteries can
discharge quite rapidly while standing idle,
especially in warm weather, Allis-Chalmers
batteries
are
built
with
an
exclusive
manufacturing process which reduces selfdischarge of wet batteries to a minimum.
Normally, no care will be required unless the
battery remains in stock for unusually long
periods of time. However, it is recommended
that the battery be inspected every 30 days and
when the specific gravity falls below 1.220,
corrected to 80°F., the battery should be
recharged. The battery will be fully charged
when all the cells are gassing or bubbling freely
and the specific gravity reading is 1.255 or
higher.
If the batteries are allowed to remain in a
partially discharged state for a period of time,
the lead sulphate which forms on the plates
during the normal chemical process of
discharging hardens and reduces the capacity of
the battery. When the plates in a battery are in
this condition, the battery is referred to as
"sulphated."
Fast charging a sulphate battery will only supply
a surface charge and will not reconvert all of the
hard lead sulphate to its original chemical state.
The hardened lead sulphate remaining on the
plates will then continue its growth during normal
operation, eventually resulting in a completely
discharged battery. Additional fast charging of a
sulphated battery will damage the plates and
lead to premature battery failure.
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It is the dealers responsibility to properly
maintain batteries in inventory equipment.
5. Care and Handling of Dry Charge Batteries
Inspect each shipment as received and if
damage is present, file claim with carrier.
CAUTION:
Do not attempt to remove the liner
from the container.
The liner is
sealed to the container and any
attempt to remove it may cause a
rupture in the liner.
Store batteries and electrolyte on racks in a dry
location at a temperature between 60°F. and
90°F.
With batteries stored at the ideal
temperature of 70°F., they will require a
minimum amount of charging to properly
activate the battery before delivery to a
customer.
The following precautions should be considered
when handling and storing electrolyte.
a. When storing electrolyte, avoid placing of
other material on containers.
b. Electrolyte should be used in an area
where water is readily available for
flushing in case the electrolyte comes into
contact with the skin.
c. Refer to the instructions on the side of the
electrolyte container for antidotes to use if
electrolyte comes into contact with the
skin.
Figure 1-2. Activating Battery
Do not make the opening longer than
required since a larger opening will
increase the tendency of the electrolyte to
spatter as it is emptied from the container.
d. Using a glass or acid-proof funnel, fill each
battery cell with electrolyte.
6. Activating Batteries
To prepare batteries for service, use batterygrade acid electrolyte (1.265 sp. gr. at 80°F.).
Electrolyte is commonly packaged in cartons
sufficient for the filling of one battery. Activate
the new buttery before removing the old battery
from the vehicle. For best performance, the
temperature of the battery and the electrolyte
should be between 60°F., and 90°F., during
activation.
The following procedure is
recommended for filling the battery.
a. Remove battery from its original carton.
b. Remove vent plugs.
c. With the electrolyte carton right side up,
open the carton and cut a small hole in the
corner of the liner.
NOTE
Do not use a metal funnel for filling
the battery.
e. Fill each cell to indicator level with
electrolyte solution of 1.250 - 1.265
specific gravity. Temperature of battery
and solution ,must be between 60°F. and
90°F.
f. Allow battery to stand at least 20 minutes.
Check each cell and add electrolyte as
necessary, to restore level to indicator.
g. Before discarding an electrolyte container,
empty and rinse, thoroughly with water to
remove any electrolyte remaining in the
container. Discarded packages containing
electrolyte may prove to be dangerous or
harmful to persons who are unfamiliar with
the
poisonous
and
corrosive
characteristics
of
sulphuric
acid
electrolyte.
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h. Give battery a minimum charge. Charge
12 volt batteries at 35 amps. for ten
minutes or until the temperature of the
electrolyte reaches 80°F.
i. Be sure to date code the battery before
installing it in the vehicle. Use a date
code ring and gently stamp the code
indicating the month and year when it is
installed on top of the negative post.
J. If the outdoor temperature is below 40°F.,
or if the battery is not to be put into service
within 24 hours after activation, it should
be fully charged (1.255 or higher specified
gravity).
k. After electrolyte has been added to a dry
charged battery, it becomes a "wet"
battery and should be maintained in the
same way as any other "wet" battery.
Storage For Thirty Days or More
If any battery equipped vehicles are to remain
in inventory storage for longer than thirty days,
the batteries should be handled as follows:
a. If necessary, add distilled water to bring
the electrolyte to the proper level. Charge
the battery if the specific gravity is 1.240
or below, corrected to 80°F.
Then,
remove the battery from the unit and store
in a cool, dry location shielded from direct
sunlight and away from heat duct outlets.
Do not stack batteries on top of one
another as damage to the plates may
result.
Indicate the date the battery is placed in
storage with chalk on the battery case.
b. Check the electrolyte level and specific
gravity every 30 days.
c. Whenever the specific gravity falls to
1.220 or below, corrected to 80°F.,
recharge the battery.
This will be
necessary approximately every thirty days
in warm weather and a longer period in
cooler weather.
Before recharging be
sure the electrolyte level is correct.
The date batteries in storage are
recharged can also be indicated on the
battery case with chalk.
d. As new units are sold, install proper
batteries that were in storage for the
longest period.
Should
a
sulphated
battery
be
encountered, the battery must be slow
charged at five to six amps by a constant
current type of charge in order to
reconvert the plates to pure lead and lead
peroxide. The battery is fully charged
when all cells are gassing or bubbling
freely and the specific gravity reading
remains constant at 1.255 or higher,
corrected to 80°F., for two successive
readings taken at hourly intervals.
e. If a battery is installed in equipment used
as a demonstrator, it should be checked
and recharged, if necessary, at least every
other thirty days. Although the battery
may continue to start the equipment for
several months, it will be damaged if it is
allowed to become sulphated.
B. SERVICE (TESTING)
1. Use of a Hydrometer
a. Squeeze the rubber bulb and insert the
nozzle in the cell, release the bulb slowly,
drawing electrolyte up into the barrel.
b. Adjust the electrolyte level in the barrel so
the float rides free of the bottom, but is not
striking the top.
c. Hold the hydrometer in vertical position,
making certain the float moves freely, then
read the scale at the level of the
electrolyte in the barrel.
NOTE
For accurate results in extreme
temperatures, make corrections as
described in Paragraph 5, this
Section.
d. Return electrolyte to the cell from which it
was removed.
CAUTION
Handle hydrometer carefully when
making tests, after completing tests,
flush hydrometer with clean water.
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of batteries constructed in this manner are
obtained by pressing the prod points through the
sealing compound and contacting the cell
connectors. After the test is made, the pierced
sealing compound should be pressed back in
place.
Figure 1-4. Testing Battery with Voltmeter
Figure 1-3. Testing Battery with Hydrometer
2. Use of a Voltmeter
Voltmeters designed for testing storage batteries
have scale ranges suitable for testing individual
cells. Some are equipped with prod contacts
which are properly spaced to bridge a battery
cell. Readings are obtained by pressing the
prod points firmly into the post or cell connectors
of each cell and observing the position of the
voltmeter pointer with respect to the scale. The
proper polarity must be observed, the red prod
makes contact with positive post, the black prod
a negative post.
NOTE
A cell connector must be regarded as
positive when testing one cell, and
negative when testing the adjoining
cell. (The cell connector connects
the positive post of one tell with the
negative post of an adjoining cell.)
Some batteries are made with buried cell
connectors, which are covered with sealing
compound. Voltage readings
CAUTION
It is not recommended that a
voltmeter be used to test batteries
with buried connectors, unless the
user is certain of the proper cell
connectors.
If through error, the
voltmeter contacts two or more cells,
there is a possibility it will be
damaged.
3. Test After Activation
The dry charge battery may be put into service
immediately after activating.
To assure good battery performance, the
following activation tests are recommended.
a. Five minutes after adding electrolyte
check the open circuit voltage. More than
6 volts or more than 12 volts, depending
upon the rated voltage, indicates the
battery is ready for service. From 5 to 6
volts or from 10 to 12 volts indicates
oxidized negative charge, and the battery
should be recharged before use. Less
than 5 or less than 10 volts depending on
the rated voltage, indicates a reverse cell
or an open circuit and the battery should
be replaced. Refer to Paragraph 2, this
Section, pertaining to the use of voltmeter.
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b. Check the specific gravity of all cells. If
the specific gravity corrected to 80°F.
shows more than a thirty point (.030) drop
from the initial filling with electrolyte, or if
one or more cells gas violently after
addition of electrolyte, the battery should
be fully charged before use. Refer to
Paragraph 1, this Section pertaining to the
use of a hydrometer.
c. For best performance in cold weather
(32°F. or less), or if the battery and the
electrolyte are not at 60°F. or above at
time of activation, warm the battery by
boost charging. Refer to Paragraph 8, this
Section.
4. Safety Precautions
When batteries are being charged, an explosive
gas mixture forms beneath the cover of each
cell. Part of this gas escapes through the holes
in the vent plugs and may form an explosive
atmosphere around the battery itself if ventilation
is poor. This explosive gas may remain in or
around the battery for several hours after it has
been charged. Sparks or flames can ignite this
gas causing an internal explosion which may
shatter the battery.
The following precautions should be observed to
prevent an explosion.
a. Do not smoke near batteries being
charged or which have been very recently
charged.
b. Do not break live circuits at the terminals
of batteries because a spark usually
occurs at the point where a live circuit is
broken.
Care must be taken when connecting or
disconnecting booster leads or cable clamps
on *fast chargers.
electrolyte.
electrolyte.
Note
the
level
of
the
If the electrolyte is allowed to get below
the top of the plates and water is not
added, the active materials become
permanently damaged and can never be
restored.
Check outside of battery for damage or
signs of serious abuse such as broken or
cracked case and cell covers. If it shows
signs of serious damage or abuse, it
should be replaced.
b. Light Load Test This test should be
applied to batteries before they are
charged.
Otherwise, defective cells that have been
charged may pass the test and give a
false diagnosis. To check the electrical
condition of battery cells the following
procedure is recommended.
(1) If the electrolyte level is low, adjust it
to the proper level by adding water.
(2) Place a 150 ampere load on the
battery for 3 seconds, using a high
rate load tester, to remove surface
charge.
(3) Place a 10 ampere load on the
battery The load must be placed on
the battery for one minute before
starting the test and then left on
during the test to allow the
discharge current to reduce the cell
voltage readings in proportion to the
capacity of the cells.
(4) After one minute, read the individual
cell voltages of the battery with an
expanded scale voltmeter that has
.01 volt divisions.
5. Battery Test
The battery condition can be determined by the
following:
a. Visual Inspection.
The time spent in visually inspecting a
battery may save much time and expense
in determining battery condition.
Check for bad odors which indicate that
the battery has been filled with something
other than battery
3-76
The difference in voltage readings
between the individual cells can be
interpreted as follows:
Uniform
Charged
Readings
Sufficiently
If all cells read 1.95 volts or more
and the difference between the
highest and lowest is less than .05
volts, the battery is good and is
sufficiently
charged
(see
Figure 1-5).
TM 10-3930-644-14 & P
Readings Too Low to Test
Figure 1-5. Uniform Readings
If all cells read less than 1.95 volts,
the battery is too low to test
properly. Failure of the meter to
register on all cells does not indicate
a defective battery. Boost-charge
battery and repeat the test. If the
battery is found to be good after
boosting,
it
should
be
fully
recharged for good performance.
Low Readings
If cells read both above and below
1.95 volts and the difference
between the highest and lowest cell
is less than .05 volt, the battery is
good, but requires charging (see
Figure 1-6).
Figure 1-8. Reading Too Low to Test
If none of the cells comes up to 1.95
volts after the first boost charge, the
battery should be given a second
boost.
Figure 1-6. Low Readings
Non-Uniform Readings
If any cell reads 1.95 volts or more
and there is a difference of .05 volts
or more between the highest and
lowest cell, one battery should be
replaced (see Figure 1-7).
Batteries which do not come up
after a second boost charge should
be replaced.
The procedure outlined below
should be used on any battery
originally found to be good b' the
Light Load Test, but has since failed
to perform satisfactorily in service
and which still tests good by the
Light Load Test.
c. Full Charge Hydrometer Test
(1) Use hydrometer Read accurately to
nearest scale division and correct
readings for temperature.
NOTE
Hydrometer readings taken
partially
charged
batteries
unreliable for this test.
Figure 1-7. Non-Uniform Readings
on,
are
(2) Record individual cell readings
unless all cells are fully charged
(1.255
specific
gravity
or
higher).
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(a) If cell readings range between 1.230
and 1.310 specific gravity, the
battery is ready for use.
All it
needed was a full charge. Any
variation in the specific gravity
between cells within this range does
not indicate a defective battery.
(b) If any cell reads less than 1.230
specific gravity and the battery has
been in service 3 months or less,
the battery is good but it has been
improperly filled (activated) with
electrolyte or water and will give
poor performance. To correct this
condition, empty the electrolyte from
any cell reading less than 1.230 and
refill with 1.265 gravity battery grade
electrolyte.
The battery is then
ready for service.
(c) If any cell reads less than 1.230 and
battery has been in service more
than 3 months, it is assumed to be
worn out and at best will give very
little useful service.
The battery
should be replaced.
The hydrometer readings should
always be corrected for the
temperature
of
the
battery
electrolyte. Add 4 gravity points
(.004) to the reading for every 10°F.
electrolyte temperature above 80°F.
For every 10°F.
of electrolyte
temperature below 80°F., subtract 4
points from the gravity reading.
d. Test for Serviceability
(1) Cell Differences Read each cell with
a hydrometer. Record individual cell
readings.
(2) Serviceable
If
the
difference
between the highest and lowest cell
is LESS than 50 points (.050)
specific gravity by the hydrometer.
(3) Unserviceable If the difference
between the highest and lowest cell
is MORE than 50 points (.050)
specific gravity by the hydrometer.
(4) If battery tests "serviceable" by the
above tests, but fails to perform
satisfactorily
in
customer's
equipment, allow it to stand off
charge 72 hours and test again for
cell differences as described above.
NOTE
Under the Allis-Chalmers Battery
Service Adjustment Policy, only the
batteries that are unserviceable as a
result of defects in material or
workmanship are to be replaced at no
charge or on an adjusted basis. The
test procedure outlined above must
be adhered to as credit to the dealer
will be made on the basis of results
of tests made on all returned
batteries at Allis-Chalmers branches.
Batteries returned to the branch that
are checked and found serviceable
will be returned to dealer at his
expense for transportation and
battery replacement costs.
6. Charging Battery
There are two separate methods of recharging
batteries which differ basically in the amount of
charging current supplied, the slow charge
method and the fast charge method. The slow
charge supplies the battery with a relatively low
amount of current for a relatively long period of
time. whereas, in the fast charge, the battery is
supplied with a high current for a short period of
time.
The following procedure is recommended when
charging the battery.
a. Check the electrolyte level in the cells,
add water as necessary to obtain proper
level.
CAUTION
Do not overfill. If level is too high,
adjust to proper level by removing
electrolyte.
(Store
removed
electrolyte in a clean jar.)
b. Leave cell vent plugs in place, check to
see that the vent holes are free to permit
the escape of gas.
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c. With the charger switch in the "OFF"
position (or not connected to the power
line, if it is not equipped with an "ON" and
"OFF" switch):
(1) Connect the positive lead of the
charger to the positive post of the
battery. Positive on the charger is
Indicated by (+) or a red cable or
connector. The positive battery post
is indicated by a (+) or "P".
(2) Connect the negative lead of the
charger to the negative battery post.
Negative on the charger is indicated
by (-) or a black cable or connector,
the negative post of the battery is
indicated by a (-), or "N" or no mark
at all.
d. Turn on charger and continue the charge
to the desired point.
Normally, a
hydrometer is used to determine the state
of charge of the battery. For practical
purposes, the full charge point of the
battery is reached when the hydrometer
reads 1.260. If the maximum charge is
desired, the charge should be continued
until three successive readings at hourly
intervals show no increase in specific
gravity.
The hydrometer does not give an accurate
reading of batteries on fast charge. Some
fast charges are equipped with a device
that terminates the charge, automatically,
when the battery temperature reaches
125° the point at which it is essentially
fully charged. In the absence of such a
device, a thermometer should be inserted
in the cell vent and the charge should be
terminated when it reaches 125°F.
e. Turn the charger "OFF" and disconnect
the leads from the battery.
NOTE
If leads are not disconnected from
battery, there will be a slight current
drain from the battery through the
charger.
f. Check the electrolyte level, add water as
necessary, or return electrolyte removed
prior to charging.
g. Clean and dry the battery top.
NOTE
Before using any type of charger, be
sure to read the manufacturer's
Instructions.
7. Quick-In Vehicle Charging
Fast-chargers are devices which supply current
to the battery at a high charging rate. The
battery is brought up to a high rate of-charge
before excessive battery temperatures are
reached. Although a battery cannot be brought
up to a fully charged condition during a quickcharge, it can be substantially recharged or
"boosted." in order to bring the battery to a fully
charged condition, the charging cycle must be
finished by charging at a low or normal rate.
8. Boost Charging for Light Load Test
The boost charge for the Light Load Test is
necessary to condition the battery so that it will
be at least 10% to 20' charged when checked.
Batteries which are in an extreme discharged
condition may require more than one boost
charge in order to condition them for the Light
Load Test. Batteries should be boosted at 60amperes for 30 minutes (60 X 30 = 1800 ampere
minutes). If the charger being used will not give
these rates, charge for an equal number of
ampere minutes at best rate available. For
purposes of the Light Load Test, do not boost
battery more than the amount indicated.
9. Charging After Light Load Test
Batteries to be charged after the Light Load Test
are of the following types.
a. Batteries previously requiring a boost
charge because they were too low to test.
b. Good batteries with one or more but not
all cell voltages reading less than 1.95
volts.
If batteries are to be recharged by means
of a fast charger, the charge rate must be
tapered (reduced to a safe limit) when the
electrolyte temperature reaches 125°F., or
when
gassing
becomes
excessive.
Failure to do so may harm the battery.
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10. Slow Out-Of-Vehicle Charging
A slow charger is a device which will supply
current to the battery at a low charging rate
which is necessary in order to fully charge it.
Due to the low rate during slow charging, plenty
of time must be allowed. Charge periods of 24
hours or more are often required.
charger which has provision for finishing the
charging cycle at a low rate will permit the
battery to become fully charged if sufficient time
is allowed.
C. INSTALLATION
The following points are Important to properly install a
battery.
11. Full Charging for Hydrometer Test
To fully charge a battery, the current input to the
battery should be adjusted to a charging rate
equivalent to 7% of the 20 hour rate of the
battery.
Example: A 100 ampere hour battery should be
slow charged at 7 amperes. (7% of 100 AH = 7
amperes charge rate.) If several batteries of
different sizes are charged in series, the
charging rate is determined by the battery with
the lowest ampere hour rating. If the amperehour capacity of a battery cannot be determined,
charge it at S amperes.
Charging should be continued until the battery is
fully charged. This is indicated when all cell
gravities do not increase when checked with a
hydrometer at three intervals of one hour and all
cells are gassing freely. When fully charged, all
of the plate material in the battery has been
reconverted into active material.
1. Be sure that the battery tray is clean and that the
battery rests level when installed.
2. Tighten the hold-down evenly until snug. Do not
draw down tight enough to distort or crack
battery case.
3. Be sure the cables are in good condition and the
terminal clamps are clean.
Grease battery
terminals lightly before attaching cable clamps.
Make sure the ground cable is clean and tight.
4. Check polarity to be sure battery is not reversed
with respect to the generating system.
CAUTION
DO NOT POLARIZE ALTERNATOR!
5. Connect "grounded" terminal of the battery last
to avoid short circuits which will damage the
battery.
12. Slow Charging with Fast Charger
Some chargers are equipped to charge at either
a high or low rate, a
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TOPIC 2. ALTERNATOR
A. DESCRIPTION
The alternator, Figures 2-1 and 2-2, contains a solid
state regulator that is mounted inside the alternator slip
ring end frame. All regulator components are enclosed
into a solid mold, and this unit along with the brush
holder assembly, is attached to the slip ring end frame.
The regulator voltage setting never needs adjusting; and
no provision for adjustment is provided.
The alternator rotor bearings contain a supply of
lubricant sufficiently adequate to eliminate the need for
periodic lubrication. Two brushes carry current through
the two slip rings to the field coil mounted on the rotor,
and under normal conditions will provide long periods of
attention-free service.
The stator windings are assembled on the inside of a
laminated core that forms part of the alternator frame. A
rectifier bridge connected to the stator windings contains
six diodes, and electrically changes the stator a.c.
voltages to a d.c. voltage which appears at the alternator
output (BAT) terminal. Alternator field current is supplied
through a diode trio which also is connected to the stator
windings. A capacitor, or condenser, mounted in the
end frame protects the rectifier bridge and diode trio
from high voltages, and suppresses radio noises.
No periodic adjustments or maintenance of any kind are
required on the entire alternator assembly.
Figure 2.1. Alternator Assembly
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current is limited to a negligible value by the high
resistance of R2 and R3. As the alternator speed and
voltage Increase, the voltage between R2 and R3
increases to the point where zener diode 02 conducts.
Transistor TR2 then turns on and TRI turns off. With TRI
off, the field current and system voltage decrease, and
D2 then blocks current flow, causing TRI to turn back on.
The field current and system voltage increases, and this
cycle then repeats many times per second to limit the
alternator voltage to a preset value.
Capacitor C1 smoothes out the voltage across R3,
resistor R4 prevents excessive current through TRI at
high temperatures, and diode D3 prevents high-inducedvoltages in the field windings when TR1 turns off,
Resistor R2 is a thermistor which causes the regulated
voltage to vary with temperature, thus providing the
optimum voltage-for charging the battery.
Figure 2-2. Cross-Sectional View of Alternator
B. PRINCIPLES OF OPERATION
The principles of operation of the alternator are as
follows. See Figure 2-3.
When the Ignition switch is closed, current from the
battery flows through the 10-ampere fuse and resistor to
the alternator No. 1 terminal, through resistor R1, diode
DI, and the base-emitter to transistor TRI to ground. and
then back to the battery. This turns on transistor TR1,
and current flows through the alternator field coil and
TR1 back to the battery. The ammeter shows discharge.
The resistor in parallel with the ammeter reduces total
circuit resistance to provide higher field current for initial
voltage build-up when the engine starts.
With the alternator operating. a.c. voltages are
generated in the stator windings, and the stator supplies
d.c. field current through the diode trio, the field, TR1,
and then through the grounded diodes in the rectifier
bridge back to the stator. Also, the six diodes in the
rectifier bridge change the stator a.c. voltages to a d.c.
voltage which appears between ground and the
alternator "SAT" terminal.
As alternator speed
increases, current is provided for charging the battery
and operating electrical accessories. Also, with the
alternator operating, the same voltage appears at the
"BAT" and No. 1 terminals, and the ammeter shows
charge to Indicate the alternator is producing voltage.
The No. 2 terminal on the alternator is always connected
to the battery, but the discharge
Figure 2-3. Alternator Internal Circuits, Schematic
Diagram
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C. TROUBLESHOOTING PROCEDURES
1. Undercharged Battery
Close adherence to the following procedures in the order
presented will lead to the locations of charging system
defects in the shortest possible time. Only a portion of
those procedures need be performed. It will never be
necessary to perform all the procedures in order to
locate the trouble.
A basic wiring diagram showing lead connections is
shown in Figure 2-4. To avoid damage to the electrical
equipment, always observe the following precautions:
1. Do not polarize the alternator.
2. Do not short across or ground any of the
terminals in the charging circuit except as
specifically instructed herein.
3. NEVER operate the alternator with the output
terminal open-circuited.
4. Make sure the alternator and battery have the
same ground polarity.
5. When connecting a charger or a booster battery
to the vehicle battery, connect negative to
negative and positive to positive.
Trouble in the charging system will shot up as one or
more of the following conditions:
This condition, as evidenced by slow cranking
and low specific gravity readings, can be caused
by one or more of the following conditions, even
though the ammeter may be operating normally.
a. Insure that the undercharged condition
has' not been caused by accessories
having been left on for extended periods.
b. Check the drive belt for proper tension.
c. If a battery defect is suspected, check the
battery as described in the Battery Service
section.
d. Inspect the wiring for defects. Check all
connections for tightness and cleanliness,
including the slip connectors at the
alternator and firewall, and the cable
clamps and battery posts.
e. With ignition on and all wiring harness
leads connected, connect a voltmeter
from:
alternator "BAT" terminal to ground,
alternator No. 1 terminal to ground, and
alternator No. 2 terminal to ground.
1. Faulty ammeter operation.
2. An undercharged battery as evidenced by slow
cranking and low specific gravity readings.
3. An overcharged battery
excessive water usage.
as
evidenced
by
A zero reading indicates an open between
voltmeter connection and battery. The
alternator has , built-in feature which
avoids overcharge and accessory damage
by preventing the alternator from turning
on if there is an open in the wiring harness
connected to the No. 2 terminal. Opens in
the wiring harness connected between-the
No. 2 terminal and battery may be
between the terminals, at the crimp
between the harness wire and terminal, or
in the wire.
f. If previous Steps a. through e. check
satisfactorily, check the alternator as
follows:
(1) Disconnect battery ground cable.
Figure 2-4. Alternator Typical Wiring Diagram
(2) Connect an ammeter in the circuit at
the "BAT" terminal of
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(3) Reconnect battery ground cable.
(4) Connect a carbon pile across the
battery.
(5) Operate engine at moderate speed
as required, and adjust carbon pile
as required, to obtain maximum
current output.
(6) If ampere output is within 10
amperes of rated output as stamped
on alternator frame, alternator is not
defective; recheck Steps a. through
e.
check good, but an obvious overcharge
condition
exists
as
evidenced
by
excessive battery water usage, proceed
as follows:
(1) Separate end frames as indicated in
Alternator
Repair
Disassembly
section.
(2) Check field winding for shorts. See
Figure 2-5. If shorted replace rotor
and regulator.
(7) If ampere output is not within 10
amperes of rated output, ground the
field winding by Inserting a
screwdriver into the test hole.
CAUTION
Tab in the alternator test hole is
within .750" of casting surface. Do
not force screwdriver deeper than
one inch into end frame.
(8) Operate engine at moderate speed,
as required, and adjust carbon pile
as required to obtain maximum
current output.
(9) If output is within 10 amperes of
rated output, replace regulator as
covered in Alternator Repair section,
and check field winding.
(3) Check field winding for grounds. If
grounded replace only the rotor.
(10) If output is not within 10 amperes of
rated output, check the field
winding, diode trio, rectifier bridge,
and stator as covered in Alternator
Repair section.
(4) Connect ohmmeter, using lowest
range scale, from brush lead clip to
end frame as shown in Step 1,
Figure 2-6, then reverse lead
connections.
(11) Remove ammeter from alternator
(5) If both readings are zero, either the
brush lead clip is grounded or
regulator is defective.
2. Overcharged Battery
a. To determine battery condition, check
battery as Indicated in Battery Service
section.
b. Connect a voltmeter from alternator No. 2
terminal to ground. If reading is zero, No.
2 lead circuit is open.
c. If battery and No. 2 lead circuit
3-84
Figure 2-5. Checking Rotor Field Winding
(6) A grounded brush lead clip can
result from omission of insulating
washer (Figure 2-6), omission of
insulating sleeve over screw, or
damaged insulating sleeve over
screw, or damaged insulating
sleeve. Remove screw to inspect
sleeve.
If satisfactory, replace
regulator as indicated in Alternator
Repair section.
TM 10-3930-644-14 & P
Figure 2-7. Fan Belt Tension
1. Disconnect the battery from the electrical circuit
prior to alternator removal/installation.
Figure 2-6. End Frame Assembly, Inside View
D. ADJUSTMENT
Be sure to check the mounting bolts for tightness and
the belt for alignment, correct tension and wear. Belt
tension should be adjusted to allow approximately .375"
inward deflection of the belt between the alternator
pulley and the fan pulley with a force of about 10
pounds. (See Figure 2-7)
When tightening belt tension always apply pressure
against the stator laminations, never against the end
frames. Inspect the brush springs and brushes for
evidence of any damage, wear or corrosion. Replace
any brush springs or brushes in doubtful condition.
A noisy alternator can be caused by worn or dirty
bearings, loose mounting bolts, a loose drive pulley, a
defective diode or a defective stator.
E. REMOVAL
Alternator: After extensive periods of operation or during
major engine overhaul, the alternator should be removed
from the truck for a thorough inspection and cleaning of
all parts.
The alternator consists of four main
components which includes the two end frames, the
stator and the rotor. The following procedures should be
used for proper removal:
2. Disconnect and properly label the "BAT"
(Battery), No. I and No. 2 terminal leads at the
alternator.
3. Loosen the adjusting brace and the pivot
mounting bolt, then push alternator towards
engine until fan belt is disengaged from the
alternator pulley.
4. Carefully remove the alternator from the engine
as the pivot mounting bolt and adjusting brace
capscrew are removed.
F. SERVICE
Proceed according to the following sequence.
1. Disassembly
To disassemble the alternator, take out the four
thru-bolts, and separate the drive end frame and
rotor assembly from the stator assembly by
prying apart with a screwdriver at the stator slot.
A scribe mark will help locate the parts in the
same position during assembly.
After disassembly, place a piece of tape over the
slip ring end frame bearing to prevent entry of
dirt and other foreign material, and also place a
piece of tape over the shaft on the slip ring end.
If brushes are to be reused, clean with a soft dry
cloth.
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Field Current
(80°F.)
ALTERNATOR SPECIFICATIONS
Cold Output
at Specified Voltage
Rotation
Rated
Viewing
Spec.
Approx.
Approx.
Hot Output
D.E.
Grd.
Amps.
Volts
Volts
Amps.
RPM
Amps.
RPM
(Amps.)
CW
Neg.
4.0 - 4.5
12
*
22
2000
33
5000
37
*Voltmeter not needed for cold output check. Load battery with carbon pile to obtain maximum output.
the voltage by the current given in alternator
CAUTION
specifications. Remember that the wind
Use pressure sensitive tape, and not
ing resistance and ammeter readings will vary
friction tape which would leave a
slightly with winding temperature changes. If the
gunny deposit on the shaft.
rotor is not defective, but the generator fails to
supply rated output, the defect is in the diode
To remove the drive end frame from the rotor,
trio, rectifier bridge, or stator.
Place the rotor in a vise and tighten only enough
3. Diode Trio Check The diode trio is identified in
to permit removal of the shaft nut.
Figure 2-6. First, connect an ohmmeter, using
lowest range scale, from diode trio long
CAUTION:
connector to end frame as shown in Step 2,
Avoid excessive vise tightening as
Figure 2-6; then, reverse lead connections. If
this may cause distortion of the rotor.
both readings are the same, check for grounded
brush lead clip caused by omission of insulating
1. Remove the shaft nut, washer, Pulley, fan, and
washer (Fig. 2-6), omission of insulating sleeve
the collar, and then separate the drive end frame
over screw, or damaged insulating sleeve.
from the rotor shaft.
Remove screw to inspect sleeve.
If screw
2. Rotor Field Winding Checks
assembly is correct, and both ohmmeter
readings are the same, replace regulator.
To check for opens, connect the test lamp or
ohmmeter to each slip ring.
To check the diode trio, remove it from the end
frame assembly by detaching the three nuts, the
If the lamp fails to light, or if the ohmmeter
attaching screw, and removing the stator
reading is high (infinite), the winding is open
assembly. Note that the insulating washer on
(Fig. 2-5).
the screw is assembled over the top of the diode
trio connector. Use the lowest range of an
Connect test lamp or ohmmeter from one slip
ohmmeter having a 1-1/2 volt cell. Connect the
ring to shaft. If lamp lights, or if reading is low,
ohmmeter to the single connector and to one of
the rotor winding is grounded (not illustrated).
the three connectors (Figure 2-8). Observe the
reading. Then, reverse the ohmmeter leads to
The winding is checked for short-circuits or
the same two connectors. If both readings are
excessive resistance by connecting a battery
the same, replace the diode trio. A good diode
and ammeter in series with the edges of the two
trio will give one high and one low reading.
slip rings. Note the ammeter reading and refer
Repeat this Same test between the single
to alternator specifications. As ammeter reading
connector and each of the other two connectors.
above the specified value indicates shorted
Also, connect the ohmmeter to each pair of the
windings; a reading below the specified value
three connectors (not illustrated). If any reading
indicates excessive resistance.
is zero, replace the diode trio.
An alternate method is to check the resistance
of the field by connecting an ohmmeter to the
two slip rings (Fig. 2-5).
If the resistance
reading is below the specified value, the winding
is shorted; if above the specified value the
winding has excessive resistance. The specified
resistance value can be determined by dividing
NOTE
Figures 2-6 and 2-8 illustrate two
diode trios differing in appearance.
Either one of these diode trios may
be used in the alternator, since the
two are completely interchangeable.
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Figure 2-8. Diode Trio Check
Figure 2-9. Rectifier Bridge Check
4. Rectifier Bridge Check
Note that the rectifier bridge has a grounded
heat sink and an insulated heat sink connected
to the output terminal. Also, note the insulating
washer located between the insulated heat sink
and end frame.
To check the rectifier bridge, connect the
ohmmeter to the grounded heat sink and one of
the three terminals (Fig. 2-9). IMPORTANT: If
rectifier bridge is constructed as shown in Figure
2-10, connect ohmmeter pressing down very
firmly onto flat metal connector, and, not onto
threaded stud as in Figure 2-9. Then reverse
the lead connections to the grounded heat sink
and same terminal. If both readings are the
same, replace the rectifier bridge.
A good
rectifier bridge will give one high and one low
reading. Repeat this same test between the
grounded heat sink and the other two terminals,
and between the insulated heat sink and each of
the three terminals. This makes a total of six
checks, with two readings taken for each check.
The ohmmeter check of the rectifier bridge, and
of the diode trio as previously covered, is a valid
and accurate check. DO NOT replace either
unit unless at least one pair of readings is the
same.
Figure 2-10. Rectifier Bridge Check
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CAUTION
Do not use high voltage to check
these units, such as a 110 volt test
lamp.
To replace the rectifier bridge, remove the
attaching screws, and disconnect the capacitor
lead. Note the insulator between the insulated
heat sink and end frame (Fig. 2-9). Rectifier
bridges may vary in appearance but are
completely interchangeable in these generators.
5. Stator Checks
The stator windings may be checked with a 110
volt test lamp, or with an ohmmeter. If the lamp
lights, or if the meter reading is low when
connected from any stator lead to the frame, the
windings are grounded. If the lamp fails to light,
or if the meter reading is high when successively
connected between each pair of stator leads, the
windings are open (Fig. 2-11).
6. Brush Holder and Regulator Replacement.
After removing the three attaching nuts, the
stator, and diode trio screw (Figs. 2-9 and 2-10),
the brush holder and regulator may be replaced
by removing the two remaining screws. Note
the two insulators located over the top of brush
clips in Figure 2-6; these two screws have
special insulating sleeves over the screw body
above the threads. The third mounting screw
may or may not have an insulating sleeve. If
not, this screw must not be interchanged with
either one of the other two screws, as a ground
may result, causing no output or uncontrolled
generator output.
Regulators may vary in
appearance but are completely interchangeable.
7. Slip Ring Servicing
If the slip rings are dirty, they may be cleaned
and finished with 400 grain or finer polishing
cloth. Spin the rotor, and hold the polishing
cloth against the slip rings until they are clean.
CAUTION
The rotor must be rotated in order to
clean the slip rings evenly.
Cleaning the slip rings by hand
without spinning the rotor may result
in flat spots on the slip rings, causing
brush noise.
Slip rings which are rough or out of round should
be trued in a lathe to .002" maximum indicator
reading. Remove only enough material to make
the rings smooth and round. Finish with 400
grain or finer polishing cloth and blow away all
dust.
8. Bearing Replacement and Lubrication
Figure 2-11. Checking Stator Windings
A short circuit in the stator windings is difficult to
locate without laboratory test equipment due to
the low resistance of the windings. However, if
all other electrical checks are normal and the
alternator fails to supply rated output, shorted
stator windings Are indicated
The bearing in the drive end frame can be
removed by detaching the retainer plate screws,
and then pressing the bearing from the end
frame. If the bearing is in satisfactory condition,
it may be reused, and it should be filled onequarter full with Delco-Remy lubricant No.
1948791 before reassembly.
CAUTION
Do not overfill bearing as this may
cause it to overheat.
Use only
1948791 lubricant.
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To install a new bearing, press in with a tube or
collar that just fits over the outer race, with the
bearing and slinger assembled into the end
frame as shown in Figure 2-12.
It is
recommended that a new retainer plate be
installed if the felt seal in the retainer plate is
hardened or excessively worn. Fill the cavity
between the retainer plate and bearing with
1948791 lubricant.
hollow cylinder to prevent breakage of the end
frame. Use extreme care to avoid misalignment
or otherwise plating undue stress on the
bearing.
If the seal is separate from the bearing, it is
recommended that a new seal be installed
whenever the bearing is replaced. Press the
seal : n with the lip of the seal toward the rotor
when assembled, that is, away from the bearing.
Lightly coat the seal lip with oil to facilitate
assembly of the shaft into-the bearing.
9. Reassembly
Figure 2-12. Drive End Bearing Assembly
(Some models use flat washer
instead of slinger)
The bearing in the slip ring end frame should be
replaced if its grease supply is exhausted. No
attempt should be made to re-lubricate and
reuse the bearing. To remove the bearing from
the slip ring end frame, press out with a tube or
collar that just fits inside the end frame housing.
Press from the outside of the housing towards
the inside.
To install a new bearing, place a flat plate over
the bearing and press in from the outside
towards the inside of the frame until the bearing
is flush with the outside of the end frame.
Support the inside of the frame with a
Assembling the pulley assembly, remembering
to secure the rotor in a vise only tight enough to
permit tightening the shaft nut to 40-60 lb. ft. If
excessive pressure is applied against the rotor,
the assembly may become distorted. To install
the slip ring end frame assembly to the rotor and
drive end frame assembly, remove the tape over
the bearing and shaft, and make sure the shaft
is perfectly clean after removing the tape. Insert
a pin through the holes to hold up the brushes.
Carefully install the shaft into the slip ring end
frame assembly to avoid damage to the seal.
After tightening the thru-bolts remove the brush
retaining pin to allow the brushes to fall down
into the slip rings.
10. Alternator Bench Check
To check the alternator in a test stand, proceed
as follows:
a. Make connections as shown in Figure 214, except leave the carbon pile
disconnected.
IMPORTANT:
Ground
polarity of battery and alternator must be
the same. Use a fully charged battery,
and 10 ohm resistor rated at 6 watts or
more between the alternator No. 1
terminal and the battery.
b. Slowly increase the alternator speed and
observe the voltage.
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Figure 2-13. Torquing Alternator Shaft Nut
grounded, replace
check field winding.
the
regulator,
and
NOTE
The battery must be fully charged
when making this check.
Figure 2-14. Connections for Bench Check of Alternator
(Negative ground alternator shown)
c. If the voltage is uncontrolled with speed
and increases above 15.5 volts on the 12
volt system, check for a grounded brush
lead clip as indicated in Overcharged
Battery section, Step 3. If not
d. If voltage is below 15.5 volts, connect the
carbon pile as shown.
e. Operate the alternator at moderate speed,
as required, and adjust the carbon pile, as
required, to obtain maximum current
output.
f. If output is within 10 amperes of rated
output as stamped on alternator frame,
alternator is good.
g. If output is not within 10 amperes of rated
output, keep battery loaded with carbon
pile, and ground alternator field (Fig. 2-4).
h. Operate generator at moderate speed and
adjust carbon pile as required to obtain
maximum output.
i. If output is within 10 ampere of rated
output, replace regulator as indicated in
Regulator Replacement section, and
check field winding.
j. if output is not within 10 amperes of rated
output, check the field winding, diode trio,
rectifier bridge, and stator as previously
described.
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TOPIC 3. STARTER MOTOR
A. DESCRIPTION
2. The armature shaft and bushings should be
coated with Delco-Remy Lubricant No. 1960954.
Starter motor is a series type field coil connection, four
brush construction, with armature supported by bushings
at drive and commutator ends.
The two brushes
connected to field coil leads are insulated in commutator
end frame and the two armature brushes are grounded.
3. The roll type overrunning clutch requires no
lubrication. However, the drive assembly should
be wiped clean.
CAUTION
Starter must never be used for more
than 30 seconds at any one time.
Allow starter motor to cool for 2
minutes before using again. Never
use starter to move vehicle.
A solenoid switch mounted to the flange on the Starter
motor drive housing operates the overrunning clutch
drive by means of linkage and a shift lever. When the
starter switch closes the cranking circuit, the solenoid is
energized, shifting the starter motor pinion into mesh
with the engine flywheel ring gear and closing the main
contacts located inside the solenoid. Battery current is
then directed to the motor causing the armature to
rotate. Cranking torque is transmitted by the clutch from
the starter motor armature to tip flywheel ring gear. To
protect the' armature from excessive speed as the
engine starts, the clutch is designed to 'overrun" or turn
faster than the armature which permits the pinion to
disengage itself.
B. MAINTENANCE
The starter motor is a completely enclosed unit and
requires very little maintenance. However, to ensure
satisfactory operation, periodic inspections should be
made to make sure mounting and wiring connections ire
tight and in good condition. Solenoid switch should be
firmly mounted and all wiring connections should be
clean and tight. These inspections should also include
connections to battery and return circuit, loose or dirty
connections anywhere in the circuit will cause high
resistance and reduced cranking efficiency.
When
mounting and wiring connections are kept in good
condition, and motor responds instantly and cranks
engine when switch is closed, motor may be considered
to be in satisfactory condition and disassembly is
unnecessary.
CAUTION
Do not clean in any degreasing tank
or with grease dissolving solvents;
this will dissolve the lubricant in the
clutch mechanism.
4. Avoid excessive lubrication.
C. IN VEHICLE TEST
Several checks, both visual and electrical, should be
made in a defective cranking circuit to isolate trouble
before removing any unit. Before removing a unit in a
defective cranking system, the following checks should
be made.
1. Determine the condition of the battery, follow the
testing procedure outlined in BATTERY Section.
2. Inspect the wiring for frayed insulation or other
damage. Replace any wiring, that is damaged.
Inspect all connections to the starter motor
solenoid, ignition switch and battery, including all
ground connections.
Clean and tighten all
connections and wiring as required.
3. Inspect solenoid and ignition switch to determine
their condition. Connect a Jumper lead around
any switch suspected of being defective. If the
system functions properly using this method,
repair or replace the bypassed switch.
4. Check engine for tight bearings, pistons, heavy
oil, etc., which imposes extra heavy loads on
starter motor.
D. STARTER MOTOR REMOVAL
Due to starter motor being completely enclosed, it must
be removed from the engine any time it requires service.
Starter motor under normal operating conditions will not
require lubrication except during overhaul.
1. Lift operator's seat and swing open right hand
side panel.
When the motor is disassembled for any reason,
lubricate as follows:
2. Disconnect all electrical leads from starter motor
or starter motor solenoid.
1. Oil wicks should be resaturated.
3. Remove mounting bolts which attach starter
motor to flywheel housing.
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Figure 3-1. Starter Motor (Sectional View)
STARTER MOTOR TEST SPECIFICATIONS
Min. Brush
Rotation
Spring Viewing
D.E.
(oz.)
C
35
*Includes Solenoid
Tension
Volts
9
Min.
Amps.
50*
No Load Test
Max.
Amps.
80*
Min.
RPM
5500
Max.
RPM
10500
Resistance Test
Min.
Max.
Volts
Amps.
Amps.
4.3
270*
310*
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4. Pull starter out of flywheel housing until drive
end clears flywheel housing and tilt commutator
end up to remove unit from truck.
E. STARTER MOTOR CHECKS
With the starter motor removed from the vehicle, the
pinion should be checked for freedom of operation by
turning it on the screw shaft. The armature should be
checked for freedom of operation by turning the pinion.
Tight, dirty, or worn bearings, bent armature shaft, or
loose pole shoe screw will cause the armature to drag
and it will not turn freely. If the armature does not turn
freely, the motor should be disassembled for repair. If
the armature does operate freely, the starter motor
should be given a no-load test before disassembly.
1. No-Load Test
Connect the starter motor in series with a fully
charged battery of specified voltage, an
ammeter capable of reading several hundred
amperes and a variable resistance.
Also
connect a voltmeter, as illustrated in Figure 3-2.
An r.p.m. indicator is necessary to measure
armature speed. Obtain the specified voltage by
varying the resistance unit.
Then read the
current draw and the armature speed and
compare these readings with the values listed in
the starter motor specifications.
Figure 3-2. No-Load Test Hookup It
(2) Shorted armature.
This can be
further checked on a growler after
disassembly.
(3) Grounded armature or fields. Check
further after disassembly.
c. Failure to operate with high current draw
indicates:
Results of Test
a. Rated current draw and no-load speed
indicates normal condition of the cranking
motor.
b. Low free speed and nigh current draw
indicates:
(1) A direct ground in the terminal or
fields.
(2) "Frozen" bearings (this should have
been determined by turning the
armature by hand).
(1) Too much friction tight, dirty, or worn
bearings, bent armature shaft or
loose pole shoes allowing armature
to drag.
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TM 10-3930-644-14 & P
d. Failure to operate with no current draw
indicates:
(1) Open field circuit.
This can be
checked after disassembly by
inspecting internal connections and
tracing circuit with a test lamp.
(2) Open armature coils. Inspect the
commutator for badly burned bars
after disassembly.
(3) Broken
brush
springs,
worn
brushes, high insulation between
the commutator bars or other
causes which would prevent good
contact between the brushes and
commutator.
e. Low no-load speed and low current draw
indicates:
(1) High internal resistance due to poor
connections, defective leads, dirty
commutator and causes listed in
Step "d".
f. High free speed and high current draw
indicate shorted fields. If shorted fields
are suspected, replace the field coil
assembly and check for improved
performance.
2. Resistance Test
This test requires equipment as illustrated
in Figure 3-3. Lock the pinion securely so
it cannot rotate.
When the specified
voltage is applied, the current should fall
in a range as Indicated in Starter Motor
Test Specification Chart. A high current
indicates shorted or grounded conductors,
and a low current indicates excessive
resistance.
F. DISASSEMBLY
If the starter does not perform in accordance with the
specifications, it may need to be disassembled for
further testing of the components. Normally the starter
motor should be disassembled only so far as is
necessary to make repair or replacement of the
defective parts.
Following are recommended
instructions for disassembly procedure.
1. Disconnect the field coil connections from the
solenoid motor terminal.
2. Remove the thru-bolts.
Figure 3-3. Resistance Test Hookup
3. Remove the commutator end frame and field
frame assembly.
4. Remove the solenoid and shift lever assembly
from the drive housing.
5. Remove the armature assembly from the drive
housing.
6. Remove the thrust collar from the armature
shaft.
7. Remove the pinion from the armature by sliding
a metal cylinder onto the shaft.
Using a
hammer, strike the metal cylinder against the
retainer, driving the retainer toward the armature
core and off the snap ring. Refer to Figure 3-4.
8. Remove the snap ring from the groove in the
armature shaft.
G. INSPECT AND REPAIR
1. Brushes and Brush Holders Inspect the brushes
for wear. If they are worn down to one-half their
original length, when compared with a new
brush, they should be replaced. Make certain
the brush holders are clean and the brushes are
not binding in the holders.
The full brush
surface should ride on the commutator with a
spring tension of 35 oz., to give good, firm
contact. Brush leads and screws should be tight
and clean.
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TM 10-3930-644-14 & P
If the commutator is worn, dirty, out of round, or
has high insulation, the commutator should be
turned down and undercut as previously
described.
3. Field Coils
The field coils should be checked for grounds
and opens using a test lamp.
a. To check for grounds, disconnect the field
coil ground connections. Connect one
test prod to the field frame and the other
to the field connector. If the lamp lights,
the field coils are grounded and must be
repaired or replace.
Figure 3-4. Removing Retainer from Snap Ring
2. Armature
The armature should be checked for short
circuits. opens and grounds.
a. check armature for shorts by placing it on a
"growler", and with a steel strip or a hack saw
blade held on armature core, rotate armature. If
blade vibrates, armature is shorted in area of the
core below the vibrating blade. Copper or brush
dust in slots between communicator bars
sometimes causes shorts which can be
eliminated by cleaning out slots. Shorts or
crossovers of coils at core end can often be
eliminated by bending wire slightly and
reinsulating exposed bare wire. If short cannot
be eliminated armature must be replaced.
b. Opens may be located by inspecting the points
wire the conductors are Joined to the
commutator for loose connections.
Poor
connections cause arcing and burning of the
commutator. If the bars are not badly burned,
resolder the leads in the riser bars and turn the
commutator down in a lathe. Then undercut the
insulation between the commutator bars .031".
c. Grounds in the armature can be detected by the
use of a test lamp. If the lamp lights when one
test prod is placed on the commutator and the
other test prod on the armature, the armature is
grounded.
b. To check for opens, connect test lamp
prods to ends of field coils. If lamp does
not light the field coils are open.
If the field coils need to be removed for repair or
replacement, a pole shoe spreader and Pole
shoe screwdriver should be used. Care should
be exercised in replacing the field coils to
prevent grounding or shorting them as they are
tightened into place. Where the pole shoe has a
long lip on the side, it should be assembled in
the direction of armature rotation.
H. REASSEMBLY
1. Place the clutch assembly on the armature
shaft. To facilitate replacing the -nap ring and
retainer onto the armature.
a. Place the retainer on the armature shaft
with the -upped surface facing the snap
ring groove.
b. Place the snap ring on the end of the
shaft. With a piece of wood on top of it,
force the ring over the shaft with a light
hammer blow (See Figure 3-5), then slide
the ring down into the groove.
c. To force the retainer over the snap ring,
place a suitable washer over the shaft and
squeeze retainer and washer together
with pliers (See Figure 3-6).
d. Remove the washer.
2. Refer to the disassembly procedure and follow
in reverse to complete the reassembly.
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TM 10-3930-644-14 & P
3. When solenoid is reinstalled, apply sealing
compound between field frame, flange, and
solenoid junction.
I. PINION CLEARANCE
The pinion clearance cannot be adjusted but should be
checked after reassembly of the motor to ensure proper
clearance. Improper clearance is an indication of worn
parts.
To check pinion clearance, the following procedure is
recommended.
1. Disconnect the starter motor field coil connector
from the solenoid motor terminal and insulate it
carefully.
2. Connect a battery, of the same voltage as
solenoid, from the solenoid switch terminal to
the solenoid frame (See Figure 3-7).
Figure 3-5. Forcing Snap Ring Over Shaft
Figure 3-7. Circuit for Checking Pinion Clearance
Figure 3-6. Forcing Retainer Over Snap Ring
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TM 10-3930-644-14&P
3. Momentarily flash a jumper lead from the
solenoid motor terminal to the solenoid frame.
This will shift the pinion into cranking position
and it will remain so until the battery is
disconnected.
4. Push the pinion back toward the commutator
end to eliminate slack movement.
5. Measure the distance between pinion and pinion
stop (See Figure 3-8). Pinion clearance should
be .010" to .140".
J. STARTER MOTOR INSTALLATION
1. Insert drive end of starter motor in flywheel
housing. If drive mechanism is fully extended,
mesh pinion gear with flywheel ring gear. Install
mounting bolts and tighten securely.
2. Connect all electrical leads to either starter
m8tor or starter solenoid.
3. Close right hand side panel and lower operator's
seat.
Figure 3-8. Checking Pinion Clearance
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TM 10-3930-644-14&P
TOPIC 5. DISTRIBUTOR (TYPE II)
GASOLINE AND L.P.G. ENGINES ONLY
A. DESCRIPTION
The distributor is mounted on the cylinder head and is
driven off the engine lubricating oil pump extension at
one-half the engine crankshaft speed.
The distributor consists of a cast housing into which a
shaft and weight base are fitted in a bronze bushing.
Centrifugal advance weights are pivoted on studs in the
weight base and are free to move against the calibrated
weight springs which connect them to the advance cam
and breaker cam assembly. The advance cam and
breaker cam assembly is slit-fitted to the too of the shaft
and rotates with the shaft, being actuated by the
advance weights. Lateral movement of the weights
advances the cam assembly in relation to the shaft as
the speed is increased. The greater the engine speed,
the farther out the distributor weights move, which
increases the shift in the breaker cam position and in
turn, advances the spark.
When the cam breaker is rotated by the centrifugal
advance mechanism, each cam lobe passes under the
breaker lever rubbing block, separating the contact
points and producing a nigh voltage surge in the ignition
circuit. With every breaker cam revolution, one spark
will be produced for each engine cylinder. Since each
cylinder fires every other revolution in a four stroke cycle
engine, the distributor is required to rotate at only one
half the engine crankshaft speed to furnish ignition.
Built-in distributor lubrication is mace possible with the
use of a porous Pushing, which extends from the upper
to the lower part o the housing. A well is provided which
is kept filled with oil. Seepage through the porous
bushing provides shaft lubrication.
A dust cover located under the distributor cap completely
seals off the breaker compartment from dust or dirt.
The high tension terminals on the ignition coil and the
distributor cap are covered with tight fitting neoprene
nipples to prevent moisture and dust accumulation,
thereby preventing a conductive path to ground which
would cause the engine to misfire.
NOTE
Refer to ENGINE MAINTENANCE
MANUAL, ENGINE TUNE-UP, for
specific distributor characteristics
and
distributor-to-engine
timing
procedure.
3-98
B. DISTRIBUTOR SERVICE
The distributor cap should be removal at regular
intervals to examine the contact points, the rotor and
cap. (Dust cover, located under cap, must be removed
before contact points can be inspected.)
Check the high tension wiring for defective insulation
and poor connections at the distributor cap and spark
plugs. Wipe the distributor cap and check the cap and
rotor for cracks or carbon tracks indicating leakage of
nigh voltage current across the surface.
Check the centrifugal advance mechanism by turning the
breaker cam in the direction of rotation and then
releasing it The advance springs should return the cam
to its original position without sticking.
Inspect the contact points. If points are badly pitted or
burned, they must be replaced as follows:
1. After distributor cap, rotor and dust cover have
been removed from distributor housing, remove
the nut and washer from the inner end of the
primary terminal.
2. Remove the slotted head slotted head locking
screw attaching the contact support to the
distributor breaker plate, and remove the contact
points. If condenser is to be replaced, remove
screw attaching condenser to breaker plate and
remove and discard condenser.
3. Install the replacement condenser. Apply a light
coat of high quality silicone grease to breaker
cam.
Install the new contact support with
breaker lever over the pivot post. Install the
slotted head locking screw which attaches
contact support to breaker plate but do not fully
tighten screw as yet. Connect the primary lead
to breaker plate.
NOTE
Make certain proper installation is
made and all connections are tight.
4. Rotate crankshaft until the breaker lever rubbing
block is on a high spot on the cam, thus opening the
contact points to their maximum open position. Insert a
screwdriver into the adjusting slot (Fig. 5-1) and turn
clockwise or counterclockwise until the specified point
gap of .020" is obtained. Lock points in this position by
tightening
TM 10-3930-644-14&P
contact point lock screw. After tightening lock
screw, recheck point gap with .020" feeler
gauge.
NOTE
Contact gap should be .017" to .022"
with a maximum adjusted gap at
.020".
5. Install dust cover, rotor and distributor cap.
or protective rubber grommet. Remove retaining
ring and remove breaker cam from shaft.
4. Using a sharp or pointed Instrument, scribe a
light mark on shaft coupling and shaft prior to
removing coupling. This will assist in proper
alignment during reassembly.
5. Grind head off coupling retainer ;in and remove
pin, coupling, and seal from shaft. Shaft and
weight support can now be removed from the
distributor housing.
6. Remove screws, washers, and weight base and
shaft from body.
7. Remove weight springs, weights and advance
cam from shaft.
Figure 5-1. Adjusting Contact Gap.
C. REMOVAL
1. Remove the spark plug cables from the spark
plugs, and label each one as it is disconnected.
Remove the ignition coil cable from the ignition
coil cap.
2. Disconnect the primary lead at the coil terminal.
NOTE
Distributor
can
be
removed
overhauled and replaced without
retiming engine if distributor is
returned to it's original position.
Mark side of distributor, noting
position of rotor before removing
distributor from engine.
3. Remove nut and lockwasher from clamp stud
and carefully lift distributor out of cylinder head.
D. DISASSEMBLY
See Figure 5-2.
1. Unlock distributor cap retaining clips and remove
distributor cap, rotor and dust seal.
E. INSPECTION
Clean all carts thoroughly and replace any damaged or
worn parts.
NOTE
Do not attempt to clean distributor
cap, dust cover, rotor, condenser or
housing
in
any
degreasing
compound, since this may damage
parts.
1. Check centrifugal advance parts, weights,
springs and plate for evidence of wear or
damage.
2. Replace dust cover seal if hard, worn, or dirty.
3. Replace point contact set if worn, burned or
badly pitted.
4. Check breaker lever rubbing block for excessive
wear.
5. If
distributor
housing
bushing
requires
replacement, exercise care ,when replacing so
as not to scratch or scuff the inside or outside of
the bushing. Do not ream, scrape or file the
bushing.
6. Check condenser for leakage. If it cannot be
properly tested, then replace it with condenser of
same value.
2. Remove the contact points and condenser.
3. Remove screws and carefully remove breaker
plate assembly from housing, taking care not to
tear primary lead
7. Check the distributor cap and rotor for cracks,
burning of contacts or carbon streaks.
F. REASSEMBLY
During assembly of the distributor, make
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TM 10-3930-644-14&P
Figure 5-2. Distributor Assembly (Type II), Exploded View
3-100
TM 10-3930-644-14&P
certain that all parts operate freely, as any binding may
adversely affect the centrifugal advance.
1. Install advance weights on weight base. Place
the cam assembly on the shaft and attach with
retaining ring. Place a drop of oil on the weight
pivot pin.
2. Coat drive shaft with light film of silicone grease.
Place seal on shaft and install weight base, shaft
and seal in distributor housing.
3. Install coupling on bottom of shaft, making sure
scribe marks on coupling and shaft are properly
aligned. When holes for retainer pin are aligned,
check end play of shaft.
NOTE
End play should be .003" to .010".
If end play is within these limits, install a new
retainer pin and peen over ends. If end play is
above or below specified limits, then shims may
be added or removed until correct clearance is
obtained.
4. Install breaker plate along with securing screws.
5. Install condenser and contact points. Using
feeler gauge, set and lock contact points at .020"
(see Section B, Service, Paragraph 4).
6. Install rotor.
G. INSTALLATION
1. Be sure rotor is positioned as it was before
removal and install distributor. Using rotor, turn
distributor shaft until tongue of coupling enters
groove in top of distributor drive shaft.
2. Install holddown clamp, lockwasher and nut.
Remove rotor and install dust cover, rotor and
distributor cap.
3. Install spark plug wires as labeled and Install
high tension cable in distributor cap. Connect
distributor primary lead to ignition coil.
4. Check engine timing.
Refer
MAINTENANCE
MANUAL,
SECTION.
to
ENGINE
TUNE-UP
3-101
TM 10-3930-644-14&P
TOPIC 6. CONDENSER
GASOLINE AND L.P.G. ENGINES ONLY
starting and low speed operation, may be indications of
this condition.
A. DESCRIPTION
B. SERVICE
An important, and often overlooked, part of the ignition
system is the condenser, which is installed in the
distributor.
The condenser provides an electrical
reservoir where current can flow until the contact points
are safely separated. The unit is constructed of several,
layers of foil and insulator material. Alternating layers of
foil are connected to either the terminal or ground.
High resistance in a condenser is usually caused by
loosening, or corrosion of connections, which in turn
causes the condenser to be slow in taking a charge and
also causes high voltage at the contact points. Arcing
and rapid wear of contacts, along with missing during
3-102
Original equipment condensers are designed for use
over a broad speed range of the engine. Contact pitting
will result if a condenser of incorrect capacity is used.
Examine contact points for excessive pitting: If pitted
and the crater is on the positive contact, then the
condenser is over capacity. If crater is on the negative
contact, then condenser is under capacity. Under these
conditions a new condenser should be installed which
has a slightly higher or a slightly lower capacity than
conditions call for. The correct condenser capacity is .18
to .23 microfarads.
TM 10-3930-644-14&P
TOPIC 1. COOLING SYSTEM DESCRIPTION
The function of the cooling system is to prevent the
temperatures in the combustion chamber, which may
reach as high as 40000F., from damaging the engine
and, at the same time, keep the operating temperatures
within safe limits.
Maintaining the cooling system efficiency is important, as
engine temperatures must be brought up to and
maintained within satisfactory range for optimum
operation; however the system must be kept from
overheating, in order to prevent damage to valves,
pistons and bearings.
See Figure 1-1. The system coolant is water which is
force-circulated by a water pump. A thermostat and a
by-pass hose, which form part of the system, serve to
direct coolant flow through the engine only, or through
the engine and the radiator.
Coolant from the water pump is first directed in the block
against the exhaust valve seats and into passages
connecting the cylinder head. This method provides the
coldest water reaching the parts subjected to the highest
temperatures.
The cylinder walls, in turn, are cooled their full length by
convection currents only, which keep the cylinder barrels
at a more uniform temperature and, thereby, reduce
crankcase oil dilution and sludge formation.
Upon
leaving the cylinder head, the coolant enters the
thermostat housing in which is mounted the bypass type
thermostat. Coolant passage to the radiator is controlled
by the thermostat. Upon being discharged from the
thermostat housing, the coolant enters the radiator,
where it is cooled before re-entering the engine through
the water pump.
Teledyne Continental L-Head gasoline engines operate
most efficiently with water temperatures of 180° to
200°F; the thermostat and bypass hose are used to
control these temperatures.
Before a cold engine reaches operating temperature, the
thermostat valve is closed, passage to the by-pass hose
is open, and the coolant recirculates through the engine
block only.
This provides for both rapid and even temperature
increase of all engine parts during the warm-up period.
When proper temperature is reached, the thermostat
valve opens and allows the coolant to circulate through
both the engine and the radiator.
Water has always been the most commonly used
coolant for internal combustion engines because it has
excellent heat transfer ability and is readily obtained
everywhere. Like all liquids it expands when heated, the
rate of expansion being 1/4 pint per gallon when the
temperature is raised from 40° to 180°F.
For example: If a 4 gallon cooling system is filled
completely full of water at 40°F, 1 pint will be lost
through the radiator overflow pipe by the time the water
temperature reaches 180°F.
Water boils at 212°F under atmospheric pressure at sea
level. This pressure becomes less at higher altitudes
and the reduced pressure causes water and other liquids
to boil at a lower temperature. The chart shown in
Figure 1-2 shows the effect on boiling point of water and
anti-freeze solution.
Figure 1-1. Cooling System, Cross Sectional View
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3-103
TM 10-3930-644-14&P
ing proper coolant flow through the radiator. The engine
should never be operated without a thermostat installed
as serious damage can result.
Water freezes at 32°F., forms solid ice and expands
about 9% in volume--which causes tremendous pressure
and serious damage when allowed to freeze inside the
cooling system.
When operating temperatures are below 32°F. an antifreeze liquid must be added which will lower the freezing
point a safe margin below the anticipated temperature of
outside air.
Figure 1-2. Effect of Altitude on Boiling Point of Coolant
CAUTION
Do not run engine without thermostat
installed!
On Teledyne Continental engines, the
performs an important function in achiev-
The only approved anti-freeze is Ethylene Glycol, or
permanent type, because of the temperature ranges it
maintains for efficient operation of the engine. When no
leaks are present, add water only to make up for
evaporation, as follows:
Temperature Range
32° to 10°F
+10° to -100F
-10° to -300F
Parts Glycol
1
2
1
to
Parts Water
4
5
1
thermostat
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TM 10-3930-644-14&P
TOPIC 2. WATER PUMP
A. DESCRIPTION
Liquid coolant is circulated through the engine and the
radiator by a centrifugal water pump. The pump is
enclosed in a sealed, cast metal housing and is flange
mounted to the engine block. The pump impeller is
pressed on one end of a steel shaft and the fan drive
pulley is pressed on the other end. The shaft is
supported at the drive end by a sealed, double row ball
bearing, and is prevented from moving endwise by a
retainer ring and a 'shoulder in the pump housing.
Coolant is prevented from seeping along the shaft at the
impeller end by a spring-loaded neoprene seal, which is
retained in the pump housing by a bearing against the
face of the impeller. Any coolant which does seep past
the impeller is thrown from the shaft by a slinger before
the coolant can enter the
shaft bearing.
The pump shaft and the bearing
constitute one assembly and are serviced as such. The
shaft bearing is the shielded type and is filled with
lubricant when assembled, therefore no further
lubrication is necessary The construction of the water
pump is conducive to long life with minimum attention if
clean coolant is used in the system. Water containing
scale forming elements is especially harmful to the pump
parts due to corrosion.
B. SYSTEM REVERSE FLOW FLUSHING
When It becomes necessary to remove the water pump
for service or replacement, the cooling system should be
thoroughly cleaned first, by flushing the radiator and the
water cooling jacket in the forward and reverse
directions.
Figure 2-1. Water Pump, Exploded View
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3-105
TM 10-3930-644-14&P
Purge the cooling system from all rust and scale by
running the engine with a cleaning or flushing solution
added to the coolant. The flushing solution is then
drained through the radiator drain cock and the block
drain cock located underneath the alternator. After
draining. it is advisable to reverse flush the radiator first.
CAUTION
Allow engine to cool before reverse
flushing the radiator. Refer to Topic
3 Radiator.
C. WATER PUMP REMOVAL
Proceed as follows:
1. Remove the engine side panels and raise the
operator's seat.
2. Loosen the alternator adjusting bracket
capscrew and the alternator pivot mounting
capscrew and push the alternator towards the
engine until the fan belt tension is relieved.
Remove the fan belt.
3. Remove the fan blade mounting capscrews and
lockwashers then remove the fan.
4. Remove the radiator pressure cap, open the
drain rocks located beneath radiator and the
alternator, and drain the cooling system.
5. Loosen the hose clamp and remove the bottom
hose leading from radiator.
6. Loosen the clamp at each end of the coolant bypass hose. and remove the hose.
7. Remove the capscrews which secure the water
plump to the cylinder block, then remove the
water pump and the flange gasket.
Figure 2-2. Measuring Distance Between Pump Body
and Rear of Pulley Flange.
2. Use a puller to remove pulley from shaft, see
Figure 2-3.
3. Remove the impeller using a puller.
Take
precautions to prevent damage to the pump
body.
4. Remove the impeller seal and gasket.
5. Using long-nose pliers, remove the retainer ring
that holds the bearing and shaft assembly in the
pump body.
6. Using an arbor press or a lead hammer, force
the bearing and shaft assembly out through the
front.
D. DISASSEMBLY
When disassembling the water pump. an arbor press
and suitable pressing blocks are required. Disassembly
must be performed in the following sequence to prevent
damage to the pump. See Figure 2-1.
1. Remove the back plate from the pump and
measure the distance from rear of pump body to
rear of pulley flange, see Figure 2-2. This
measurement, "A" shown in Figure 2-2, insert, is
used during pump installation.
3-106
CAUTION
DO NOT attempt to drive the water
pump shaft out through the rear. To
do so, will damage the pump body
beyond repair.
E. INSPECTION/REPAIR Repair to the water pump will
consist of replacement of any parts that are worn or
damaged.
1. Clean rust or other deposits from pump parts
and inspect for corrosion,
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TM 10-3930-644-14&P
cracking, external damage or damage from
pressing, or other defects which might impair
efficient operation.
2. Install a new seal in the pump body. When
installing the seal make certain it is square with
the seal bore and is firmly seated.
2. Check the bearing and shaft assembly by
rotating the bearing. If movement is rough or
the bearing is binding or running dry from lack of
lubricant, the shaft and bearing assembly must
be replaced.
3. Place the pump housing in an arbor press on a
suitable support and press the shaft and bearing
assembly into the bearing bore until the bearing
is firmly seated against the inside housing
shoulder.
CAUTION
Do not wash the bearing assembly as
it is permanently lubricated at the
factory.
NOTE
Care must be taken during this
operation to prevent damage to the
seal.
3. Inspect the face of the impeller hub, where it
contacts the seal, for any scoring or pitting. The
face must be smooth so as not to damage the
seal.
4. Check the impeller seal for a smooth, flat
surface. A light film of lubricant applied to the
face of the seal facilitates seating and sealing.
5. Always use a
reassembling.
new
pump
gasket
when
4. Install the retainer rings in the front and rear of
the bearing.
5. Using an arbor press, install the impeller on the
pump shaft until the impeller is flush with the end
of the shaft. Revolve the impeller to make
certain that it is free to turn and firmly seated on
the seal.
NOTE
If the impeller is properly seated on
the seal, a slight drag caused by the
mating faces of the seal assembly
and the impeller will be felt.
Figure 2-3. Removing Water Pump Pulley
F. ASSEMBLY
Reassemble the water pump by referring to Figure 2-1
for the relative location of the parts, and reversing the
sequence of the disassembly procedure as follows.
1. When the bearing and shaft assembly is
installed, use thick soap suds on the assembly
and the impeller seal to prevent damage to the
seal.
Figure 2-4. Water Pump Assembly Showing Inserted
Capscrew, Prior to Pulley Press Fit.
G. INSTALLATION
1. Measure pulley and shaft.
minimum press fit is .001".
snugly on shaft).
Recommended
(Pulley must fit
2. Insert capscrew in pump body BEFORE crossing pulley on to shaft (Figure 2-4). Coat
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inside of pulley bore with Loctite retainer
compound.
7. Replace the lower hose connecting the radiator
to the pump. Secure clamps.
3. Place the pulley on a flat surface, see Figure 25, pressing on END of shaft with arbor to
dimension determined in the Disassembly
section (Figure 2-2). Pulley should rotate freely.
8. Replace the by-pass hose connecting the pump
to the thermostat housing on the cylinder head.
9. Close the drain cock at the bottom of the
radiator and beneath the alternator.
NOTE
Ensure that the fan belt has been
placed on the fan pulley prior to
Installing and securing the fan blade.
10. Install the fan blade with the
capscrews
and
lockwashers.
capscrews securely.
mounting
Tighten
11. Properly align fan belt at fan drive pulley, fan
pulley and alternator pulley and adjust fan belt
tension.
After proper adjustment, secure
alternator capscrews.
Figure 2-5. Pressing Water Pump Pulley to Correct
Depth
4. Clean the gasket mounting surfaces on the
water pump flange and on the cylinder block,
and install new gasket. Use approved sealing
compound as required.
5. Install and secure the water pump with mounting
capscrews.
6. Replace the coolant by-pass hose and tighten
the clamps.
CAUTION
Do not overtighten end nuts this
could cause by-pass tube to
puncture or split.
12. Fill the cooling system with clean water,
including anti-freeze, if climate dictates.
Replace radiator pressure cap.
CAUTION
DO NOT run the engine without water
in the system. Running a pump dry
will damage the seal and shorten
pump life.
13. Operate the engine until the normal operating
temperature has been reached, then check the
cooling system for any evidence of leaks.
Correct if necessary. After thermostat opens,
coolant level should be topped-up.
14. Replace the engine side panels and lower the
operator's seat.
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TOPIC 3. RADIATOR
A. DESCRIPTION
The radiator is the fin and tube type and is vertically
supported by angle bracing to the truck frame. The front
of the radiator is protected from structural damage by a
heavy grille mounted in the counterweight. An overflow
tube is connected to the filler neck and leads to the
bottom of the radiator.
Figure 3-2. Water Drain Cock Location
3. Loosen the retaining hose clamps and remove
the inlet and outlet hoses from the top and
bottom of the radiator.
Figure 3-1. Radiator Assembly
B. REMOVAL
When it becomes necessary to remove the radiator for
service, the following procedure is recommended:
1. Remove the engine side panels and raise the
operator's seat.
2. Remove the radiator cap, open the drain cocks
beneath radiator and alternator, and drain the
cooling system.
CAUTION
Cooling system is pressurized.
Coolant can boil if pressure is
released at atmospheric pressure.
When removing radiator cap protect
hand with glove or rag. Rotate cap
slowly until a hissing sound is heard.
Leave cap in position until hissing
stops, then turn cap until hissing
starts again or cap comes free.
NOTE
An oil cooler is an integral part of the
bottom of the radiator to prevent
overheating of the transmission. The
oil cooler lines must be removed
prior to removing the radiator.
4. Remove the securing capscrews and
radiator grille from the back of
counterweight.
the
the
5. Remove the capscrews which hold the radiator
in position on the mounting bars located on the
frame inside the counterweight.
6. Slide the bottom of the radiator out of position.
After the filler neck of the radiator has cleared
the Inside top of the counterweight, the radiator
can easily be removed.
C. INSPECTION-SERVICE
If the tubes in the radiator become clogged, the
obstructions may sometimes be removed by reverse
flushing the radiator.
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NOTE
It is not necessary to remove the
radiator to perform reverse flushing.
Simply disconnect the upper and
lower radiator hoses and proceed as
follows.
When the clogging is caused by debris or other similar
foreign material it usually is deposited at the top of the
tubes.
1. Radiator Reverse Flush Proceed as follows (see
Figure 3-3) :
a. Disconnect the hoses at the engine.
b. Put radiator cap on tight.
c. Clamp the flushing gun in the lower hose
with a hose clamp.
d. Turn on the water and let it fill the radiator.
Figure 3-4. Reverse Flushing Engine a. Remove the
thermostat.
b. Clamp the flushing gun in the upper hose.
c. Partly close the water pump opening to fill
the engine jacket with water before applying air
pressure.
d. Follow the same procedure outlined above
for the radiator by alternately filling the water jacket with
water and blowing it out with air pressure (6 lbs. max.)
until the flushing stream is clear.
To clean the cooling fins, It is best to direct an air blast
carrying a grease solvent, such as oleum spirits or
carbon tetrachloride, directed at the back side of the
core and passing through to the front or engine side.
CAUTION
Never use gasoline, fuel oil
kerosene to clean the radiator.
Figure 3-3. Reverse Flushing Radiator
e. Apply air pressure (6 lbs.
avoid radiator damage.
max) gradually, to
f. Shut off the air, again fill the radiator with water
and apply air pressure--repeat until the flushing
stream runs out clear.
g. Clean and inspect radiator cap.
2. Engine Water Jacket Reverse Flush
Proceed as follows (see Figure 3-4) :
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or
WARNING
Always provide adequate ventilation
of the working area during this
operation to avoid possible toxic
effects of the cleaning spray.
3. For regular periodic service of radiator cooling
fins, simply direct a dry air blast against the rear
of the radiator core to dislodge dust or lint which
may have accumulated due to dusty operating
conditions.
4. The "oil clutch" and "Power Shift" transmission
oil cooler is an integral part of the lower tank of
the radiator. To properly clean the oil cooler,
flush tank with an acceptable highly volatile
cleaning solvent and blow out with compressed
air.
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5. Oil cooler should be periodically checked for
leaks or clogging.
6. If any fractures or breaks are discovered during
radiator inspection, then the radiator should be
brazed for proper sealing.
D. INSTALLATION
1. Slide the radiator up into mounting position
within the counterweight, ensuring against any
damage to filler neck or cooling fins.
2. With radiator properly aligned tighten two
capscrews through radiator mount to frame
support bars.
3. Install grille and secure grille and radiator with
two capscrews. Secure grille with two remaining
capscrews.
NOTE
The oil cooler lines will have
replaced and tightened.
to be
4. Replace the upper and lower radiator hoses and
secure the retaining clamps.
If hoses are
cracked or cut, they must be replaced.
5. After radiator is installed, measure the distance
between the leading edge of the fan blades and
the radiator core. This dimension should be
approximately 7/8". Also ensure that the cooling
fan is properly centered within the radiator
shroud.
6. Close the cooling system drain cocks beneath
radiator and in engine block and fill system to
recommended capacity with coolant, replace the
radiator pressure cap and check for leaks.
NOTE
Allow engine to reach normal(160°° F)
operating
temperature.
The
thermostat will then open and the
coolant will flow into the engine.
Coolant level must then be 'toppedup'.
7. Replace the engine side panels and lower the
operator's seat.
E. CLEANING AND FLUSHING
It is recommended that the cooling system be cleaned at
least twice a year, usually at the beginning of the cold
weather season and before the anti-freeze solution is put
into the system.
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Cleaning at these intervals will reduce the possibility of
clogging or overheating, and will minimize the necessity
of removing the radiator for special cleaning. If hard
water has been used, the necessity for cleaning is even
greater, since lime deposits or scale will form in the
radiator, cylinder head and block. This lime deposit is
detrimental to the engine and the radiator core.
Flushing the radiator will remove obstructions in the
radiator tubes and other water passages, which, if not
removed, would eventually clog these passages. It is
also important that the air passages between the
radiator tubes be kept free rf obstructions and that the
exterior of the engine be kept free from thick deposits of
dust and oil. The following procedure is recommended
to properly clean and flush the cooling system:
1. Sal Soda is a very effective and safe solvent for
removal of lime, scale and other foreign deposits
in the cooling system. It should be used in the
proportions indicated and according to the
directions printed on the container in which it is
purchased. Many good cleaning solvents for
this purpose are on the market; they should
always be used according to directions.
CAUTION
Never mix anti-freeze compounds or
inhibitors
with
any
cleaning,
neutralizing or flushing compounds
2. After the solvent has been in the cooling system
the prescribed length of time, the system should
be completely drained, and after the engine has
cooled sufficiently, thoroughly flush with clean
water.
3. The use of certain cleaning compounds
resources the use of a neutralizer solution which
is usually packed and sold with the cleaning
compound, and should be used as directed.
4. If radiator is badly clogged, then reverse flushing
is required.
(Refer to Paragraph C,
INSPECTION/SERVICE, this Topic).
5. After the cooling system has been cleaned or
flushed, and before new coolant is added to the
system, a complete inspection should be made
to detect and correct any leaks that may have
been uncovered.
a. Inspect all hoses and fittings for signs of
deterioration. Replace as is necessary.
b. Check the cylinder head capscrews, hose
clamps, and fitting connections. Tighten
or replace where necessary.
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TOPIC 1. EXHAUST SYSTEM
A. DESCRIPTION
The purpose of the exhaust system is to safely and
quietly channel the exhaust gases from the engine to the
rear of the truck where the gases are vented into the air.
The following components make up the typical exhaust
system, the exhaust pipe, muffler, tail pipe and the
attaching capscrew and clamp hardware items (Figures
1-1, 1-2, and 1-3).
After combustion has occurred within the engine, the
exhaust gases are released from the combustion
chamber via the exhaust valves. From here, the gases
are channeled through the exhaust manifold to the
attaching exhaust pipe.
operating noise at a low level, but because of the danger
of randomly escaping gas.
B. INSPECTION
1. Inspect muffler and exhaust and tail pipes
carefully for any holes, fractures or corrosion.
Replace. defective component immediately.
2. Inspect each component juncture for security
and tightness of connection.
3. Ensure that all components of exhaust system
are properly clamped to the truck frame.
C. REMOVAL
The exhaust pipe carries the gases to the muffler which
is so constructed as to greatly reduce the engine
combustion noises and to entrap any glowing particles
that might be suspended in exhaust gas.
The exhaust gases leave the muffler and are vented at
the rear end of the truck via the tail pipe.
It is very important that the exhaust system remains tight
and in good repair not only to keep
When it becomes necessary to replace any or all or the
exhaust system components, the following procedure is
recommended:
1. Remove left hand side engine panel and raise
left side of truck to gain access to muffler
location. ACP Series require removal of rear
grille.
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2. To remove exhaust pipe, loosen clamp securing
it to muffler and remove capscrews mounting
exhaust pipe to exhaust manifold.
3. To remove tail pipe, loosen clamp securing it to
muffler, and remove clamp securing it to truck
frame.
4. To remove muffler, disconnect exhaust and tail
pipes and remove the capscrews and washers
securing it to the truck frame.
5. After muffler has been removed from truck,
remove the rubber grommets from the mounting
bracket.
D. INSTALLATION
1. Install rubber grommets in muffler mounting
bracket and install muffler.
2. Secure exhaust pipe to muffler with clamp, and
using new gasket, secure to manifold with
capscrews.
3. Secure tail pipe to muffler and truck frame with
clamp.
4. Inspect all connections
Repair as is necessary.
for
exhaust
leaks.
5. Lower left side of trick and replace the left hand
side engine panel.
Figure 1. Exhaust System: Muffler, Exhaust and Tail Pipe (Typical)
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TOPIC 1. TRANSMISSION
A. DESCRIPTION
TORQUE CONVERTER
The "Power-Shift" transmission consists of three major
components:
The torque converter, a hydraulically
actuated clutch pack and a single speed, constant mesh
transmission. A single lever type shift control is mounted
on the steering column to control the direction of travel
through a control valve mounted on the transmission
housing.
The torque converter is composed of three members:
The impeller or driving member, the turbine or driven
member, and the stator or reaction member.
The
impeller forms the outer shell of the converter, and the
turbine and stator operate within the impeller but turn
free of the impeller. The impeller is mounted on the
engine flywheel and always turns at engine speed.
Power from the engine is delivered to the torque
converter which, in turn, drives a pump and clutch pack.
Housed in the clutch drum are two double faced clutch
plates which, when activated, move the truck forward or
reverse through splined hubs, transmitting power to the
gear train.
The torque converter is filled with oil and when the
impeller is rotated by the engine, the oil in the impeller
vanes also rotates; and, being subjected to centrifugal
force, causes the oil to flow outward. At the beginning,
the turbine is stationary, and there is no centrifugal force
on the oil in it. Therefore, the oil in the impeller, due to
its centrifugal force, enters the turbine near its outer
circumference and forces oil from the turbine back into
the impeller near its inner circumference. A circulation of
oil is set up, which continues as long as there is a
difference between the speeds of the impeller and the
turbine.
If the reverse clutch is activated, power is delivered to
the transmission through a hollow shaft which connects
the reverse gear and reverse clutch. If the forward
clutch is actuated, power is delivered to the transmission
through a solid shaft, which rotates inside the hollow
reverse shaft, connecting the forward gear and forward
clutch.
Figure 1-1. Power Shift Torque Converter Drive
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Figure 1-2. Power Shift - Hydraulic Schematic
In normal Lift Truck operation the turbine turns at a
slower speed than the impeller an since both are the
same dimension, the centrifugal force on the oil in the
impeller is always greater than that of the oil in the
turbine. It is this difference plus the pressurized oil from
the pump which causes the oil to circulate in and through
the converter.
From the above it can be seen that the oil in the
converter has a dual motion. It travels with the impeller
and the turbine around the outer circumference of the
converter and it also flows around the inner
circumference or central core of the converter. As a
result of these motions the oil carries a certain amount of
kinetic energy. The velocity of the oil in the converter
increases as the oil passes through the impeller to the
turbine and decreases as it passes through the turbine
back to the impeller.
Since the velocity increases in the impeller, its kinetic
energy increases and this gain in kinetic energy can
come only from the impeller. That is to say, when
increasing the velocity of oil in its vanes, the impeller
encounters a resistance, and it takes power (from the
engine) to keep the Impeller running against this
resistance. in the turbine the oil is slowed down and
presses forward against the vanes, and when the turbine
is moving under this force, power to drive the truck is
produced. Thus, all the oil passing through the impeller
picks up energy and gives it to the turbine. Up to this
point operation is the same as a fluid coupling and there
is no torque multiplication.
To transmit velocity to the oil at the inner circumference
of the converter, a third member, the stator, is added to
the fluid coupling, between the impeller and the turbine.
It is here that the fluid coupling becomes a torque
converter. With the impeller rotating and the turbine
stalled, the oil is driven through the curved blades of the
turbine.
The curved blades redirect the oil in the
opposite direction from which it was received. As the oil
leaves the turbine blades, it strikes the stator blades
causing a reaction which produces torque multiplication.
The stator directs the oil back to the Impeller where any
remaining kinetic energy combines with the kinetic
energy of the impeller oil,
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producing additional torque multiplication. When the
output torque becomes high enough, the turbine starts to
turn and the truck will move. As the turbine speeds up
and its speed approaches the impeller speed, there is no
longer any reaction on the stator and it starts to turn with
the turbine. At this point the unit becomes a fluid
coupling since there is no longer any torque
multiplication.
POWER SHIFT HYDRAULIC SYSTEM:
The transmission hydraulic system consists of the torque
converter, a hydraulic pump, the control valve and the
clutch pack.
Control Valve
The control valve is mounted on the transmission
housing and forms the top closure of the gear case.
Machined porting plates are attached to the bottom of
the valve to eliminate external piping. Passages in the
plates align with passages drilled or cast into the
transmission housing.
Clutch Pack
The clutch pack consists of a drum, a forward and a
reverse clutch, and pistons and cylinders The clutches
are engaged by oil pressure applied behind the clutch
pistons, which causes engagement within the drum.
Oil Pump
The gear type oil pump provides hydraulic pressure for
the converter and clutch pack. It is directly driven from
the input side of the converter. Since the converter is
mounted on the flywheel, the pump is in operation
whenever the engine is running. This means that there
is hydraulic pressure even with the engine idling.
Hydraulic oil enters the pump through the intake screen
and case passages. Oil leaving the pump is directed
through case and adapter passages to all open valve
body passages and through an orifice to convertor. The
orifice acts to drop pressure of the oil entering the
converter. Oil leaving the converter is fed through cooler
and cooler bypass valve. The bypass valve remains
closed unless the pressure exceeds the valve opening
limits. Oil returning From the cooler is directed to clutch
cooling and lube circuit.
Pressure Regulator Valve
Oil from the pump, after filling all open circuits, begins
increasing in pressure and continues to increase until
the force from
the oil on the end of the pressure regulator valve
overcomes the spring force and moves the regulator
valve to a position where main line oil is fed to converter
circuits. Feeding mainline oil into the converter circuit
lowers line pressure and permits the spring force to
balance the force from the oil on the end of the regulator
valve, thus regulating line pressure.
Oil from the
regulator valve is fed through an external tube to bypass
converter feed orifice to provide greater oil flow through
converter and cooler circuit.
Inching Valve
The inching valve, when the inching valve plunger is in,
will regulate the clutch maximum pressure, determined
by the spring or springs used in this location.
Depressing the inching pedal permits the plunger to
move away from the spring, decreasing spring's effect
on the inching valve to lower clutch pressure. Clutch
pressure can be varied from 0 to maximum pressure
obtainable from the spring combination in the valve body
assembly. Clutch pressure regulated by the inching
valve is less than the pressure regulated by the regulator
valve. Pressure recommendations for your particular
model should be obtained from the equipment
manufacturer.
Clutch Supply Valve
Line pressure on the end of clutch supply valve moves
valve against spring force and permits oil to feed from
the inching valve to manual valve. The high and low
gear cam operated valve can exhaust oil from the end of
the clutch supply valve faster than it can be replaced
through the feed orifice. Therefore, the spring force
returns the valve to the blocking position. in the blocking
position, neither clutch can be fed and both clutches are
exhausted at the clutch supply valve, thus causing a
neutral condition to exist in the transmission.
NOTE
Latest Allis-Chalmers models have
eliminated the seat dump valve in
favor of a mechanical system which
returns the selector valve to neutral.
As a result of this the external control
passage of the clutch supply valve is
plugged and there is no way to bleed
pressure from the pilot section of the
valve.
The valve will shift into
operating position when the engine
starts, and will stay in that position
as long as the engine is running. The
valve no longer provides a useful
function and is retained as part of the
control valve for purposes of
standardization with the two speed
transmission.
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Selector Valve
Forward (F) position permits oil to flow to the forward
clutch and exhaust reverse clutch. Neutral (N) position
permits the selector valve to block oil at the valve and
exhaust both clutches. Reverse (R) position permits oil
to flow to reverse clutch and exhaust forward clutch.
At periodic inspections, make sure all mounting
capscrews are tight. Make certain no oil is leaking past
the output shaft and that the universal joints are tightly
connected.
Converter Regulator Valve
Oil fed to converter from pressure regulator valve is
directed to end of converter regulator valve. Any time
force from oil on the end of the valve exceeds spring
force, the valve opens to feed oil to lube and clutch
cooling circuit.
When it becomes necessary to remove the transmission
and/or converter for repair, the following procedure is
recommended.
Clutch Orifice and Flyball
Clutch cylinders or pistons are provided with either bleed
holes or bleed holes and ball dump valve. These are
provided to exhaust oil from the clutch cylinder and
assure clutch release. Centrifugal force could cause
pressure buildup within the clutch cylinder if bleeds were
not provided. The flyball bleed provides fast release and
permits higher apply pressure.
2. Drain oil from transmission by removing drain
plug at rear of sump.
B. SERVICE
At the truck lubrication period, open trap door in floor
plate and check the oil level of the transmission sump by
use of the dipstick. Engine must be running for this
check. Add automatic transmission fluid, if necessary, to
bring the oil level up to the FULL mark on the dipstick.
When so noted (every 1000 hours of operation), the
transmission sump should be drained and refilled with
new oil.
CAUTION
DO NOT OVERFILL TRANSMISSION.
No specific time intervals are given, but the shift control
adjustment should be checked on occasion.
C. REMOVAL
1. Remove the floor and toe plates, seat deck
assembly, front screen and air filter.
3. Disconnect the cooler lines at the bottom and at
the right side of the sump. Cap lines and plug
holes to avoid contaminating system.
4. Remove all control linkage.
from neutral start switch.
5. Disconnect the
transmission.
universal
Disconnect wires
joints
at
the
6. Remove the capscrews and lockwashers which
mount the converter to the flywheel through the
flywheel inspection hole. Use a suitable tool to
rotate the flywheel
NOTE
The convertor flex plate mounts the
engine timing mark decal.
The
relationship between the flex plate
and flywheel should-he marked prior
to convertor removal.
The transmission operating pressures should be
checked whenever the unit is not operating efficiently or
after any internal parts have h in replaced. Make certain
the oil cooler lines are tight. Refer to CHECK OUT
PROCEDURES
(TOPIC
2,
TRANSMISSION
MAINTENANCE MANUAL).
Check and adjust the
shifting mechanism if necessary. Refer to TOPIC 3,
TRANSMISSION MAINTENANCE MANUAL.
To check and service transmission oil cooler, refer to
TOPIC 4, TRANSMISSION MAINTENANCE MANUAL.
To service the oil filter, refer to TOPIC
TRANSMISSION MAINTENANCE MANUAL.
5,
Figure 1-3. Removing Valve Block
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7. Attach a lifting chain and hoist to transmission.
Remove transmission mount hardware and lift
transmission from truck.
CAUTION
Ensure that all attachments to
transmission assembly that could
hinder
removal,
have
been
disconnected and secured out of the
way.
D. DISASSEMBLY
After transmission is removed from truck, place on a
suitable work area, and proceed as follows for complete
disassembly:
1. Carefully clean exterior of transmission
prevent contamination of system.
2. Disconnect tube
convertor housing.
from
control
valve
to
and
3. Remove capscrews from valve block, and
remove from transmission. Cover opening to
avoid contamination. See Figure 1-3.
4. Slide converter off turbine shaft. Then mark the
pump and the housing to ensure the proper
reinstallation, and remove capscrews holding
the pump and collector ring to converter
housing. It may be necessary to tap the pump
assembly with a rawhide hammer to free it from
the gasket. (See Figure 1-4.)
Figure 1-4. Pump Removal
5. Lay the transmission on the gear case side as
shown in Figure 1-5. Remove capscrews which
mount the converter housing to the gear case.
Then, attach
Figure 1-5. Removing Housing and Drum
a chain to the housing and remove housing and
drum assembly as a, unit, taking care not to
damage the seal rings in collector ring on gear
case.
6. To remove the converter housing from the drum,
remove the snap ring on the turbine shaft and
slide housing from drum assembly. Bearing will
remain in housing. (Figure 1-6.)
7. Remove forward gear and shaft:
a. Remove capscrews and lockwashers
holding cap to housing and remove cap.
b. Remove inner snap ring from the splined
section of the forward
Figure 1-6. Removing Clutch Drum from
Converter Housing.
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shaft. Using a rawhide hammer, tap shaft at the
clutch end and while holding forward gear, pull
shaft from the gear box.
8. Remove reverse gear and shaft:
a. Remove inner snap ring from the splined
section of the reverse shaft.
b. Mark relationship of bearing retainer and
housing to ensure correct installation.
c. Remove capscrews that secure the
bearing retainer to the housing and
remove the retainer. If seal rings have to
be replaced, unhook at ring opening and
remove.
d. Remove the shaft while holding
reverse gear in the gear box.
the
e. The bearings on both the forward and
reverse drive shafts can be removed by
removing the snap rings and pressing the
bearings from the shafts.
NOTE
Mark gears and shafts so that they
can be installed in their original
relationships.
Figure 1-7. Removing Forward Gear and Shaft
Figure 1-8. Removing Reverse Gear and Shaft
9. Remove idler gear and shaft:
a. Remove capscrews holding idler gear
shaft and cap to housing and remove cap
and shaft. Note position of retaining pin
holding shaft in cap to ensure proper
reinstallation.
b. Remove idler gear.
10. Remove output gear and shaft:
Figure 1-9. Removing Idler Gear and Shaft
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installing the oil filter screen in housing.
2. Make sure output shaft is installed with the
internal splines facing towards the outside of the
gear case.
3. Make sure that the machined reliefs in the idler
shaft cap are positioned down so that the oil in
the cap will drain into housing.
Figure 1-10. Removing Output Shaft and Gear
a. Remove capscrews holding output shaft
cap to housing.
b. Remove output shaft and cap, while
holding output gear inside gear box. It
may be necessary to tap the output shaft
from inside the clutch housing to facilitate
removal.
c. Remove output gear.
11. Remove sump screen by removi ng sump screen
plug (Fig. 1-8). Remove screen and spring
through plug hole.
E. INSPECTION
Wash all parts, except oil seals, with suitable solvent.
Blow out passages in housings with compressed air.
Inspect bearings, seal rings, splined shafts, and gears
for wear or damage. Inspect sump screen for clogged or
damaged screen. Install new replacement gaskets.
NOTE
Thoroughly clean the intake screen.
in addition to soaking and washing,
air streams should be directed from
the inside toward the outside to
remove material clogged in the
screen.
F. REASSEMBLY
To reassemble the transmission, reverse the
disassembly procedure and take note of the following
precautionary measures:
4. As the gears and bearings are being installed,
coat all surfaces with an acceptable lubricant
and make sure they rotate freely in their
respective locations.
5. When installing the bearing retainer, be certain
to align the match marks made during
disassembly. Make sure seal rings rotate on the
bearing retainer and that rings are properly
hooked together at ends.
6. When installing the forward and reverse drive
shafts and gears, check to make sure that the
snap rings holding the gears on the shafts are
properly installed and seated.
7. Care should be exercised when installing the
converter housing on the turbine shaft of the
drum, so that misalignment does not occur
during reassembly. Make sure that the snap
ring holding the converter housing to the turbine
shaft is properly seated.
8. When Installing the converter housing and drum
(as a unit) into transmission housing, care
should be exercised so: as not to damage the
collector rings fitting into the drum. Damage to
these rings will cause the reverse piston and
drum to be inoperative.
9. Use new gasket when replacing control valve.
Use new gaskets whenever old gaskets have
been removed.
10. Connect tube assembly to valve and converter
housing.
G. INSTALLATION
1. Attach lift chain and chain hoist to transmission
assembly and maneuver transmission into
position for installation.
1. Make certain spring is in place when
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CAUTION
Ensure that transmission mounting
area is free and clear of any
obstacles, such as linkage or hoses
to prevent damage.
2. Position the converter in the pump at the back of
the transmission, making sure that the converter
hub tangs properly engage the pump.
3. Check timing decal on flex plate. Decal should
be aligned with one of the outer bolt holes.
4. Be sure surface of flex plate is clean and dry
and that decal is aligned with outside edge of
flex plate.
5. With decal facing converter, install flex plate and
reinforcing ring on converter and secure with
place head bolts Torque bolts to 43 to 49 lb. ft.
6. Install converter, with flex plate attached, on
transmission input shaft. Check to be sure that
both splines and tangs driving charging pump
are fully engaged.
8. Turn engine over until timing pointer on flywheel
housing is visible through inspection hole in top
of housing.
9. Lift transmission assembly into position on
engine. Align timing decal with timing pointer in
flywheel housing.
Check marks made on
flywheel and flex plate during removal to be sure
they are aligned.
10. Pilot on converter must be inserted in mating
hole in flywheel. Bolt heads on flex plate will
match with clearance holes in flywheel.
11. Secure transmission
housing with two bolts.
housing
to
flywheel
12. With inspection hole cover on flywheel removed,
install one place head bolt and special washer at
the decal and torque to 20-23 lb. ft. Install and
torque the remaining five bolts by turning
flywheel to proper position for each one. Install
inspection hole cover.
13. Install remaining transmission housing bolts.
Connect universal point to transmission.
7. Turn converter to position timing decal on top.
Figure 1-11. Transmission
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TM 10-3930-644-14&P
14. After installation is completed and drain plug
installed, cooling lines connected and linkage
installed, add
NOTE
Oil should be changed every 1000
operating hours. Use transmission
fluid as recommended. (Use quality
'A', suffix 'A'.)
11 quarts of proper type transmission fluid to
transmission.
15. Install seat deck assembly, floor and toe plates,
front screen and air cleaner.
16. If adjustments to inching pedal or linkage are
required,
refer
to
TRANSMISSION
MAINTENANCE MANUAL.
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MEMO
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TM 10-3930-644-14&P
TOPIC 2. TORQUE CONVERTER AND PUMP
As noted previously, the function of the torque converter
within the "Power-Shift" transmission is to provide a fluid
coupling, with torque multiplication, between the engine
and transmission.
The torque converter is a sealed unit and cannot be
disassembled or serviced.
A. REMOVAL INSPECTION
1. After the transmission has been removed from
the truck, carefully remove the torque converter
from transmission.
2. Inspect converter housing for evidence of cuts or
fractures and leaks.
3. Remove the converter oil plug, and drain from
transmission any remaining oil.
4. Thoroughly clean and flush the converter with an
acceptable, noncorrosive solvent. Ensure that
all solvent is drained from converter prior to reinstallation.
Pump:
1. Remove capscrews which mount the pump
assembly to the housing and remove pump.
(See Figure 1-4.)
NOTE
It may be necessary to lightly tap the
pump with a rawhide hammer during
removal in order to free it from
gasket.
2. Remove all capscrews holding pump to stator
support and separate.
3. Remove the seal rings and oil seal. (See Figure
2-1.)
4. Remove the stator support and bushing. Install
new bushing.
5. Carefully inspect pump, and if gears, bushing or
housing show wear or damage, then the entire
pump assembly will have to be replaced.
Figure 2-1. Torque Converter and Pump Assembly
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B. REASSEMBLY
NOTE
The converter flex plate was marked
before transmission removal to show
relationship with engine flywheel.
Marks must be aligned when flex
plate is installed.
Pump:
1. Install new seal rings and new oil seal.
2. Lubricate all parts with light engine oil.
3. Install the pump on the stator support making
sure holes are properly aligned. See Figure 2-1.
4. The pump can now be installed on the con-
verter housing. Use a new gasket and ensure
that holes are properly aligned.
Converter:
CAUTION
Ensure
that
the
transmission
mounting area is free and clear of
any obstacles, such as linkage and
hoses to prevent damage.
1. Position the converter in the pump at the back of
the transmission, making sure that the converter
hub tangs properly engage pump driven gear.
2. Refer to TOPIC 1 TRANSMISSION, Paragraph
G, INSTALLATION and install transmission and
torque converter on engine following the
instructions in that paragraph.
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TM 10-3930-644-14&P
TOPIC 3. DRUM ASSEMBLY
The drum assembly is comprised of a drum, the forward
and reverse clutches, pistons and cylinders.
The
clutches are engaged by oil pressure applied behind the
pistons which causes engagement with the drum. The
unit operates in oil at all times, both for cooling and
lubrication.
It is necessary to remove the transmission in order to
gain access to the drum assembly for service or repair.
(Refer
to
TRANSMISSION
REMOVAL
and
DISASSEMBLY
stator support to converter housing. It may be
necessary to tap the pump assembly with a
rawhide hammer to free it from the gasket. (See
Figure 1-4.)
4. Lay the transmission on the gear case side as
shown in Figure 1-5. Remove the capscrews
which mount the converter housing to the gear
case. Then attach a chain to the housing and
remove the housing and drum assembly as a
unit, taking care not to damage the seal rings in
collector ring on gear case (Figure 1-5).
A. REMOVAL
1. Thoroughly clean outside of transmission to
prevent possibility of contamination.
2. With transmission out of truck, remove the
capscrews from valve assembly and remove
valve assembly.
Remove valve to prevent
damage
to
valve
during
disassembly
procedures.
3. Slide converter off the turbine shaft. Then mark
the pump and the housing to ensure the proper
reinstallation, and remove capscrews holding
the pump and
To remove the converter housing from the drum,
remove the snap ring on the turbine shaft and
slide the housing from the drum assembly. The
bearing will remain in housing. (See Figure 1-6.)
B. DISASSEMBLY
The front and rear clutch assemblies are balanced. Two
lines are etched on rear clutch cylinder to indicate
correct alignment of the cylinder with the piston. One
etched line is
Figure 3-1. Drum Assembly
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TM 10-3930-644-14&P
used to indicate correct alignment of forward clutch
cylinder with the piston. These etched marks are not
always visible. If etched marks can not be located and
identified, either punch or scribe marks on the cylinders
and pistons to ensure proper alignment during assembly.
1. Place the drum assembly in an arbor press.
Then apply pressure on the turbine shaft until
the cylinder is depressed enough to remove the
large snap ring from the drum (Figure 3-1).
2. Slowly release the pressure on arbor
remove the cylinder, making sure it
alignment to prevent binding in the
cylinder binds in drum, tap lightly with
hammer until it is released.
press and
is kept in
drum. If
a rawhide
3. Remove piston, drive clutch, and springs.
Ensure that piston ring is not damaged or
binding.
4. Turn drum over and remove snap ring, cylinder,
piston and drive clutch.
5. Examine all parts for wear or damage. Should
excessive wear or score marks be evident on
drive clutches, pistons or drum, they should be
replaced. Check piston rings, making sure they
are free in piston groove.
C. REASSEMBLY
1. Check etched or scribed marks on pistons and
cylinders.
Align marks before assembling
clutches.
2. Install the reverse drive clutch, piston, seal rings,
and rear cylinder. Make sure that the rear
cylinder and the piston do not bind in the drum
or on dowel pins. Install large snap
ring holding cylinder and assembled parts in
place. (See Figure 3-1.)
3. Turn the drum assembly over and install the
springs, drive clutch, piston, seal rings and the
front cylinder.
4. Place the entire assembly in an arbor press.
Apply pressure on the turbine shaft, making sure
cylinder does not bind in the drum or on the
dowel pins. Install the large snap ring holding
the front cylinder in place and when properly
seated, release pressure in the arbor press.
D. INSTALLATION
1. Slide the converter housing on the turbine shaft
and replace the retaining snap ring.
2. Attach a hoisting chain to the converter housing
and then maneuver housing so that turbine shaft
will be properly engaged as the drum and
housing are reattached to transmission gear
case. (See Figure 1-5).
CAUTION:
Take care not to damage the seal
rings in the stator support on gear
case during reassembly.
Install securing capscrews and tighten.
3. Install new gasket, then align previously made
marks and replace the stator support and pump
on the turbine shaft. Secure with mounting
capscrews.
4. Refer to TRANSMISSION INSTALLATION for
CONVERTER
and
TRANSMISSION
INSTALLATION procedure.
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TM 10-3930-644-14&P
TOPIC 4. CONTROL VALVE
The direction of travel of the truck is obtained by
operating a control valve which is mounted on the
transmission housing. The valve controls the pump
pressure, direction of travel and inching.
4. Disconnect wires from neutral start switch.
When control valve repair or replacement is necessary,
the following procedure should be used:
6. Loosen the control valve mounting capscrews
and remove control valve assembly. Remove
and discard gasket, then place a clean covering
over exposed area of transmission to prevent
contamination.
A. REMOVAL
NOTE
It is not necessary to remove the
transmission from the truck in order
to service or replace the control
valve.
1. Remove floor plate.
2. Disconnect the control linkage at the control
valve. Remove return to neutral mechanism.
3. Clean valve and surrounding area to keep
contaminants out of transmission.
5. Disconnect tube assembly from valve. Plug or
cap tube to prevent contamination.
4. Place control valve assembly in a clean work
area for disassembly.
B. DISASSEMBLY
1. After control valve has been removed from
transmission housing, make sure all dirt and
foreign material is removed from the valve body.
NOTE
Take care not to damage valve body
during disassembly.
Use tools
properly.
Figure 4-1. Control Valve
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TM 10-3930-644-14&P
2. Remove neutral start switch.
2. Replace pressure regulator valve spool, spring,
gasket and end cap.
3. Remove screws and remove valve body cover.
(See Figure 4-1).
4. Remove capscrews at the front of separator
plate and remove plate and gasket.
5. Remove the spring, detent ball and retainer from
the valve body at the selector valve spool.
6. Remove the selector valve spool.
3. Install small spring in inching control spool, then
replace spool and large spring. Replace the
inching control plunger by pushing in against
plunger, then releasing after anchoring plunger
with plunger stop.
4. Install the selector valve spool.
5. Replace the selector valve detent ball, spring
and retainer.
7. Remove the inching control plunger by first
removing the lock-clip and seal, then the springs
and the spool from the inching control valve.
Note small spring in spool.
8. Remove the cap at the pressure regulator valve
and remove the spring and spools from valve
body.
9. Remove the cap at the clutch valve, and remove
the spring and spool from valve body.
10. Remove the cap from the converter regulator
valve and remove spring, valve and plug.
11. Remove valve stop plate through the bottom of
the valve. Remove spring and lube pressure
valve through converter regulator valve bore.
6. Install lube pressure valve and spring in
converter regulator valve bore. Install valve stop
plate through bottom of valve.
7. Install plug, pressure regulator valve, spring and
end cap.
NOTE
Ensure that all plungers and spools
operate freely and that the inching
control plunger retainer is installed
with the angled edges facing towards
the rear of the valve body.
8. Install new gasket and replace the separator
plate and capscrews.
9. Install the cover and secure with capscrews.
12. Clean all parts with an acceptable solvent and
dry with compressed air. Blow out all passages
in valve body.
13. Check plungers and spools for score marks; if
possible, clean up with crocus cloth. If badly
scored, replace.
14. Check springs
necessary.
for
damage.
Replace,
if
15. Replace all oil seals, seal rings and gaskets.
10. Install neutral start switch in valve.
11. Remove protective covering over exposed area
of transmission, then install new gasket.
12. Replace valve control assembly on transmission
housing, install capscrews and torque to 5 - 10
ft. lbs.
CAUTION
Do not torque capscrews more than
10 ft. lbs.
C. REASSEMBLY
1. Install dump clutch supply spool and spring,
gasket and end cap.
13. Connect tube assembly to valve. Connect wires
to neutral start switch.
14. Install floor plate.
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TM 10-3930-644-14&P
TOPIC 1. UNIVERSAL JOINT
A. GENERAL
to gain access to the universal Joint assembly.
The purpose of the universal joint assembly is to transfer
the transmission output power to the drive wheels of the
truck. The universal joint assembly is the heavy duty
industrial type which consists of a drive shaft or center
plate, too cross assemblies, a transmission output
flange, and the necessary hardware.
Very little service is required for the universal joint
assembly, other than periodic lubrication of the cross
assembly bearings. Also, it is recommended that the
torque of capscrews be checked every 100 hours of
operation. The mounting capscrews that secure the
cross assemblies to the drive shaft or center plate, and
the joint attaching capscrews must be tightened to
specified torque of 25-30 lb-ft CRY THREADS, or 20-24
lb-ft LUBRICATED THREADS.
B. REMOVAL
2. At the transmission end of the assembly,
remove the capscrews that attach the cross
assembly to the output flange.
3. At the differential end of the assembly, remove
the capscrews that attach the cross assembly to
the differential carrier flange.
4. Remove the entire universal Joint assembly
from the lift truck.
5. Remove the output flange from the transmission.
C. DISASSEMBLY - INSPECTION
1. Remove the mounting capscrews and remove
the cross assemblies from the drive shaft or the
center plate (depending upon the length of the
universal joint assembly).
1. Raise and securely block the lift truck
Figure 1-1. Universal Joint Assembly (Typical)
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TM 10-3930-644-14&P
2. To disassemble the cross assembly, break the
connecting strap which holds the bearings on
the cross assembly. These straps need not be
replaced.
3. Inspect the bearings and bearing surfaces for
evidence of extreme wear or damage. Replace
the cross assembly if any parts are worn or
damaged.
4. Pack the bearings thoroughly with a high melting
point wheel bearing or universal joint grease.
Make certain the grease fully covers all bearing
surfaces.
5. Inspect the output flange splines for wear or
damage; replace if necessary.
3-132
D. REASSEMBLY
Reassemble the cross assemblies to the drive shaft (Fig
1-1) or the center plate (Fig 1-2). Install the mounting
capscrews and tighten them to a torque of 25-30 lb-ft
CRY THREADS, or 20-24 lb-ft LUBRICATED
THREADS.
E. INSTALLATION
1. Position output flange on transmission shaft or in
the transmission internally splined output drive.
2. Position the differential end of the universal joint
so the holes in the cross assembly align with the
holes in
TM 10-3930-644-14&P
the differential carrier flange. Insert capscrews
and tighten them to specified torque of 25-30 lbft DRY THREADS, or 20-24 lb-ft LUBRICATED
THREADS.
3. Position transmission end of universal joint so
holes in cross assembly align with holes in
output flange. Insert capscrews and tighten
them to specified torque of 25-30 lb-ft DRY
THREADS, or
20-24 lb-ft LUBRICATED THREADS.
NOTE
Make certain ALL CAPSCREWS are
tightened to SPECIFIED TORQUE.
4. Remove blocks supporting the lift truck and
lower the truck to the floor.
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3-133
TM 10-3930-644-14&P
MEMO
3-134
TM 10-3930-644-14&P
DRIVE AXLE
TOPIC 1. DRIVE AXLE
A. DESCRIPTION
Figure 1) ; therefore, the axle shafts serve only to drive
the wheels.
The drive unit is a double reduction, internal gear drive
within wheel, and a spiral bevel in axle housing. The
drive wheels are mounted on an axle housing spindle by
two opposed tapered roller bearings, locked in correct
adjustment by a washer, a castellated nut and cotter pin.
The weight of the truck is carried by the axle housing,
and through the wheels (See
The differential is of the bevel gear and pinion type with
the final drive reduction through the axle shafts
(Jackshaft) and bull gears (Figure 2), setting each drive
wheel into motion. In order to hold the differential
assembly rigidly in place in the housing. it Ls mounted
on two studs and then held firmly in position by selflocking capscrews.
The axle shafts (jackshaft) are splined to the differential
side gears at one end and mesh with the bull gear in the
drive wheel at the opposite end. The axle shaft teeth are
crown-shaved to ensure proper meshing with the bull
gear. The axle shafts rotate at the drive wheel end in
two opposed tapered roller bearings, which are locked in
place on the shafts by a sleeve type nut and spider lock
ring. The assembly is locked in position in the axle
housing by a bearing cap and capscrews.
Figure 1. Drive Axle Assembly (Typical)
The bull gear is correctly Located in the drive wheel by
roll pins and is bolted into the wheel from the outside so
that tightness can be checked periodically without the
necessity of removing the wheel.
Figure 2. Drive Unit Components (Typical)
3-135
TM 10-3930-644-14&P
B. DRIVE UNIT SERVICE
Jackshafts and bearings, bull gears and wheel bearings
should be inspected and serviced at periodic intervals.
All parts should be checked for any possible damage or
excessive wear. The Level of the oil in the differential
housing should be checked. and also changed when
specified.
The housing breathers should be kept clean and open to
prevent any pressure from building up in the unit.
NOTE
Refer to the LUBRICATION AND
SERVICE
GUIDE
for
specific
instructions regarding lubrication of
the drive unit.
The drive unit can be removed as an assembly. if
desired. It will be necessary to remove the mast
assembly in order to remove the drive unit.
The
following procedure is recommended for drive unit
removal:
Figure 3. Drive Unit Removal
1. Removal
2. Installation
a. After the mast has been removed (see
MAST REMOVAL), disconnect the man
hydraulic brake line at the junction block
located on the differential housing.
Disconnect the hydraulic Lines, the
leakage return line, or any other lines
which are attached to the drive unit
housing.
b. Disconnect the emergency brake cable by
removing the clevis pin from the parking
brake actuating lever.
c. Disconnect the universal joint (see UJOINTS).
leaving slip joint in the
transmission.
d. See Figure 3 and attach hoist chain hooks
in the tit cylinder holes min the front plate.
Pull chain snug to take the weight of the
truck off drive axle.
e. Remove all mounting bolts and capscrews
from mounting pads.
f. Raise the truck away from the drive unit
and remove drive unit from under the truck
frame. It may be necessary to apply
pressure at the mounting pads in order to
free the drive unit from the truck, because
of the tight fit of the dowel pins in the
mounting pads.
NOTE
For service instructions on the drive
unit assembly. refer to DRIVE UNIT
DISASSEMBLY.
3-136
a. To replace the drive unit assembly,
carefully raise the truck body high enough
with hoisting chain to position drive unit
under front end at dowel pain location.
b. Lower truck frame until It is securely
supported at the mounting pads and insert
all mounting bolts and capscrews
previously removed.
c. Connect universal joint and ensure that
drive shaft coupling is properly aligned.
(Refer to TRANSMISSION for proper
alignment procedure.) d.
Connect the
emergency brake cable by replacing the
clevis pin at actuating level.
e. Securely tighten all mounting hardware
and hose connections and bleed the
hydraulic brake system.
(Refer to
HYDRAULIC BRAKE Section for proper
procedure.)
f. Replace the mast assembly.
MAST ASSEMBLY Section.)
(Refer to
TM 10-3930-644-14&P
Figure 4. Drive Wheel Assembly
C. DRIVE UNIT DISASSEMBLY/REASSEMBLY
The following operations may be performed without
removing the drive unit from the truck.
1. Drive Wheel Removal
The wheel assembly consists of the wheel, tire.
brake drum. wheel bearings and the bull gear.
(Figure 4.)
To remove the wheel:
a. Raise the truck sufficiently so that the
drive wheel clears the floor. This may be
done by tilting the mast to Its full backward
position and inserting a block under the
mast assembly, then tilting mast to its
vertical position. (See Figure 5.)
b. Remove capscrews, lockwashers and hub
cap. Remove cotter pin, washer
Figure 6. Removing Drive Wheel
and retaining nut.
The outer wheel
bearing can now be removed.
c. After the outer wheel bearing has been
removed, the wheel can be removed.
(See Figure 6.)
CAUTION
When removing wheel, exercise care
so that no damage to the drum or
brake shoes occurs.
d. After the drive wheel has been removed,
the inner wheel bearing and the grease
shield can be removed.
2. Inspection - Service
Using a solvent, wash all grease from the bearings and
bearing surfaces. Inspect for worn or damaged parts
and replace where necessary.
a. Replacing Bearing Cups
(1) Recesses are provided on the inner hub of
the drum; insert a brass drift at these
points, tap lightly with a hammer and
remove cup.
(2) When replacing bearing cups, set in hub
with taper to the outside of the wheel.
Using a brass drift, tap evenly around the
edge of the cup, exercising care so that
;he cup will not bind (bearing press can
also be used for installation).'
Figure 5. Removing Wheel Bearing
NOTE
Bearing cup should be a press fit.
3-137
TM 10-3930-644-14&P
(6) To reinstall the bull gear, align the
spiral pin holes and the pins, and
tap until the gear is started into the
wheel. Install capscrews originally
removed
and
continue
gear
installation by tightening capscrews
and tapping the bull gear at the
same time.
(7) To ensure that the bull gear is
seated correctly in the wheel bore,
try to insert a . 003" feeler gauge
between the gear and the shoulder.
When the gear is properly seated,
the feeler gauge will not enter at any
point.
Figure 7. Bull Gear Removed
b. Replacing Bull Gears
(1) Remove the three capscrews which
bolt the bull gear to the inner side of
the wheel.
(2) Turn the wheel over and using
standard, hardened capscrews with
three inches of thread. Insert in the
holes provided in the bull gear.
(Figure 7.)
(3) Tighten the capscrews evenly until
the bull gear is removed from the
wheel bore.
(4) Inspect the bull gear for any broken
or worn teeth or cracks in the ring.
Replace if damaged.
(5) To prevent any damage to the bull
gear when installing the spiral pins,
the edge of the outer coil should lie
on the bolt circle diameter as shown
in Figure 8.
c. Replacing Solid or Cushion Tire
The wheels used on all cushion tire lift
trucks are machined from a casting. Any
misalignment of the wheel and tire, while
pressing the wheel into the tire, can cause
possible damage to the wheel. Because
of this, a chamfer his been provided on
the outside edge of the wheel and on
tether end of the metal insert located on
the inside diameter of the tire.
The
chamfers help center the wheel and tire
for pressing and reduce the possibility of
any misalignment. The chamfered edge
of the wheel must always be the leading
edge of the wheel when the wheel is being
pressed into the tire.
When replacing worn or ,damaged tires
the wheel chamfer is not noticeable. To
assure that the chamfered edge enters the
new tire first always position the new tire
on top of the wheel and tire assembly with
the outside of the wheel and tire assembly
up.
Figure 8. Spiral Pin Installation
Figure 9. Tire Replacement
3-138
TM 10-3930-644-14&P
The following procedure is recommended to
replace cushion tires.
(1) Remove wheel and tire assembly from lift
truck.
(2) Check Inside diameter of new tire.
Remove any signs of scale or rust with
sandpaper. Lubricate inside of new tire
with bearing grease.
(8) Release press and remove tires. Inspect
new tire and wheel assembly.
(9) Install wheel and tire assembly on lift
truck.
3. Jackshaft Service
(3) Place a circular ram on the press table.
The length of the ram must be greater
than the width of the tire to allow complete
removal of the old tire.
The outside
diameter of the ram must be large enough
to rest squarely on the bull gear's flat
surface .
(4) If the outside edge of the wheel is not
flush with the edge of the metal insert in
the old tire, measure how far wheel is
recessed Inside the tire. New tires must
be replaced to the same position as the
worn tire was installed on the wheel. A
spacer, slightly smaller in diameter than
the inside diameter of the tire and the
same thickness as the depth of the
recess, can be used to obtain the proper
amount of recess.
(5) Center worn tire and wheel assembly over
ram. be sure ram and wheel "mate-up"
squarely.
(6) Position new tire on top of wheel and tire
assembly. Align new tire and wheel and
tire assembly to be concentric with each
other. Make certain the outside of the
wheel is positioned upwards, because the
outside edge of the wheel has a slight
chamfer to help guide the wheel into the
new tire.
Figure 10. Jackshaft Assembly
The jackshaft is the connection between the
differential assembly (first reduction) and the bull
gear in the drive wheel (second reduction). The
jackshaft is supported by two opposed, tapered
roller bearings; its splined end fits into the differential
and the opposite pinion end drives the wheel
through the bull gear. To remove the Jackshaft,
proceed as follows:
a. Remove wheel. (See WHEEL REMOVAL.)
b. Remove capscrews which secure the jackshaft
dust shield.
NOTE
The tire can only be installed in one
direction without risking damage to
the wheel.
(7) Start pressing new tire onto wheel and
worn tire off the wheel. Run press slowly
for the first Inches of travel because this is
the critical stage of pressing wheel into
tire. If tire begins co cock, stop press and
realign wheel and tires, a sharp jar with a
mallet will normally realign wheel and tire.
If the wheel is to be recessed in the tire.
stop hydraulic press after the wheel has
been started into the new tire and position
the spacer on the inside diameter of the
new tire. The spacer must rest squarely
on the outer edge of the wheel. Continue
pressing new tire onto wheel until tire is
correctly positioned on wheel.
Figure 11. Pulling Jackshaft
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TM 10-3930-644-14&P
i. Ensure that bearings have been properly
packed with grease, then tighten locknut
so there is a slight drag on the bearings.
Lock the nut m position by bending prongs
of lockwasher over.
j. To reinstall the jackshaft. place in position
in the drive housing. Then, using a soft
mallet, drive the shaft in place, and at the
same time align the holes in the retaining
cap with the holes in housing. Install and
tighten capscrews.
k. Replace wheel.
Figure 12. Jackshaft Removed
c. Install a weight puller in the threaded end
of the jackshaft and exercising care,
remove the shaft.
NOTE
The
bearing
assembly
removed with the jackshaft.
12.
will-be
Figure
4. Spindle Service
To remove the drive wheel spindle, proceed
as follows:
a. Remove
wheel.
REMOVAL).
(See
b. Remove dust cover.
d. Straighten the locking prongs of the
lockwasher (Figure 10) and remove
locknut lockwasher.
c. Remove the cotter pin.
Locknut and
washer from the spindle at the back side
of the drive housing.
e. Place the shaft in a suitable press and
force the bearings from the shaft.
d. Install a spindle puller as shown in Figure
13 and remove the spindle.
CAUTION
Exercise care to prevent damaging
the axle shaft cap.
e. Carefully inspect the spindle for any
evidence of uneven wear or damage.
Replace If worn. chipped or bent.
f. After bearings and bearing cup are
removed, slide the retainer cap from the
shaft.
NOTE
Whenever the jackshaft is removed, It
is recommended that the oil seals be
replaced.
g. Clean and inspect all parts and replace
where necessary.
h. To reassemble the jackshaft components.
slide the retainer ring and new seal on
shaft. Next, replace the bearings and
bearing cup, washer, lockwasher and
locknut.
3-140
WHEEL
Figure 13. Removing Spindle
TM 10-3930-644-14&P
f. To replace spindle, align the spindle in the
drive housing and replace the washer and
locknut. Tighten the nut until the spindle
fully seats, then Install the cotter pin.
directions, then back nut off 30° minimum
to 60° maximum so cotter pin can be
installed.
TORQUE VALUES:
g. install the dust shield and the wheel
assembly.
ALL MODELS .............................120 lb/ft
h. Tighten wheel bearing nuts as follows:
Using a torque wrench, tighten nuts in
accordance with chart below; just before
reaching maximum torque, turn each
wheel six times La both
3-141
TM 10-3930-644-14&P
DIFFERENTIAL
TOPIC 2. DIFFERENTIAL
A. DESCRIPTION
The differential case and carrier consists of two parts,
the carrier assembly and the differential assembly. (See
Figure 14). The carrier assembly is mounted at the
center of the drive unit housing, and encloses the pinion
gear from the drive shaft. The bevel ring gear is bolted
to the differential case and the case in turn houses the
spider gears.
4. Remove drain plug at bottom of differential
housing assembly and drain oil.
5. Remove the parking brake cable at the brake
actuating lever and disconnect the hydraulic
lines or leakage return line if they might hinder
differential and carrier assembly removal.
6. Remove the securing capscrews which mount
the carrier and differential assembly to the axle
housing.
WARNING
Be sure to properly support the
carrier assembly as the capscrews
are removed.
7. Carefully withdraw the carrier and differential
assembly from the axle housing and place on a
suitable workbench.
Figure 14). Differential and Carrier Assembly
It is the purpose of the differential and carrier assembly
to accept and translate the driving torque from the drive
shaft coupling to the drive wheels of the lift truck, thus
moving the truck in a forward or reverse direction. The
following procedure is recommended to remove the
differential assembly from the corner.
B. REMOVAL
1. Remove the drive wheels; refer to DRIVE
WHEEL REMOVAL.
2. Remove the Jackshafts; refer to JACKSHAFT
REMOVAL.
3. Remove U-Joint and drive shaft coupling; refer
to U-JOINTS, REMOVAL.
3-142
Figure 15). Removing Differential from Carrier
TM 10-3930-644-14&P
NOTE
It may be necessary to lightly tap the
carrier housing in order to free it
from seal.
C.
DISASSEMBLY- PINION DIFFERENTIAL.
Figure 16.
See
Pinion Removal
1. Remove cotter pin and pinion flange out.
8. Remove and discard gasket between carrier
housing and axle housing.
9. Mark the bearing caps and differential housing
(Figure 14) to aid la proper alignment during
reassembly; then remove the lock-plazas,
securing capscrews, cotter pins and the
retaining bearing caps.
10. Refer to Figure S and remove the differential
case assembly along with the adjusting nuts,
bearings and bearing cups.
2. Remove pinion flange and parking brake drum.
3. Place carrier in press and remove pinion from
carrier. Spacer and shims will be removed
along with pinion.
NOTE
Do not lose or damage shims a these
may be used upon reinstallation,
providing carrier housing is not
replaced.
4. If pinion shaft front bearing must be replaced,
remove with suitable puller.
5. To remove rear pinion shaft bearing from carrier,
use brass drift and tap out with hammer. Oil
seal will also be removed at
Figure 15. Differential Carrier and Assembly
3-143
TM 10-3930-644-14&P
same time. Whenever oil seal is removed, it
should be replaced with a new seal.
6. To remove front bearing cup from carrier, tap out
with brass drift.
7. inspect all bearings and pinion shaft for damage
and excessive wear. Replace where necessary.
NOTE
Pinion and ring gear may only be
replaced as a set.
Differential
1. Remove bearings with suitable bearing puller
where necessary.
2. Remove lockplates and capscrews holding case
halves together. Note aligning marks on case
halves.
3. Remove plain case. Spider gears and thrust
washers may then be removed.
Ring Gear
1. Remove lockwire and special cap screws
holding ring gear to flanged case.
2. Ring gear is doweled in place. Using a brass
drift, drive out dowels causing ring gear to
separate from flange case.
3. Inspect all parts for wear or damage and replace
where necessary.
CAUTION
Pinion and ring gear may only be
replaced as a set.
D. REASSEMBLY
Differential
1. Place thrust washer in bottom of flanged case.
Install side gear spider, spider gears, spider
thrust washers and opposite side gear with
thrust washer.
2. Install plain case.
NOTE
Make sure case match marks are
aligned. See Figure 14.
3. Install lockplates and capscrews, and tighten.
Bend lockplate tabs over capscrews to secure.
4. Install bearings, if removal was necessary
Ring Gear
1. When reinstalling ring gear, position two dowels
in ring gear and align ring gear with dowel holes
in flange case.
2. Install special capscrews and draw ring gear in
place, tighten capscrews and lock with
lockwires.
Pinion Gear
1. Press front and rear bearing cups into
differential carrier.
Be sure they are firmly
seated.
2. Press front bearing cone on pinion shaft and
place in housing. Install rear bearing cone,
pinion flange and nut. Torque nut to 15 to 25
inch pounds. Spin gear to seat bearings.
3. Place differential assembly in position in carrier
housing. Do not install caps.
4. Check dimension between face of pinion gear
and O. D. surface of differential case. The
proper dimension is .171" ± .002" for a pinion
etched . 000. If pinion face is etched . 004
proper dimension would be .175", and the
difference between the feeler gauge reading and
.175" would determine the amount of shims
needed to sec the pinion properly. Shim pack
should be compressed while measuring with
micrometer.
5. Remove pinion shaft, remove front bearing cone
from shaft and install shim pack between cone
and pinion gear.
6. Reassemble pinion shaft, this time installing
spacer, rear shims, oil seal and nut. Torque nut
to 15 to 25 inch lbs.
7. Use feeler gauge to recheck dimension. Should
be .171" ± .002".
8. Install cotter pin in flange nut.
E. INSTALLATION
To install the differential assembly In carrier, proceed as
follows:
1. Place differential in carrier, engaging ring with
pinion.
2. Install differential bearing cups and adjusting
nuts, and caps, but do no: tighten.
CAUTION
Make sure caps are reinstalled as
marked at time of disassembly.
3. Coat ring gear with Prussian Blue or white lead
to obtain tooth pastern.
3-144
TM 10-3930-644-14&P
4. Adjust the ring gear laterally for a backlash
adjustment of .005" to .010" (backlash etched on
gear), by means of the differential side bearing
adjusting nuts. To Increase backlash, loosen
adjusting nut nearest to ring gear and tighten
opposite nut. To decrease backlash, reverse
the operation. Differential side bearings must
not be set any tighter than that which will
produce a maximum pull of 3 to 5 lbs. on a string
wrapped around the differential case.
Figure 18. Differential Tooth Pattern
Explanation of Figure 18
a. Correct adjustment.
Figure 17. Adjusting Backlash
b. Heavy contact on toe of tooth. To correct,
move ring gear away from pinion. Move
pinion towards ring gear to again secure
correct backlash.
5. With the drive pinion properly installed and
adjusted. rotate the pinion and hold back on the
ring ,ear to create the effect of a load. After
several rotations of the drive pinion, inspect the
teeth of the pinion where the paint has been
removed by gear contact. Compare the tooth
bearing (area where paint was removed), with
Figure 18. The tooth bearing should start at a
point about 1/32 to 1/16 inch from the top of the
tooth and continue downward to a point about
1/32 to 1/16 Inch from the bottom of the tooth.
c. Bearing too low. Heavy contact on flank
of tooth. To correct, move pinion away
from ring gear until contact comes to full
working depth of gear tooth without
bearing contact at flank. Move ring gear
towards pinion to secure proper backlash.
NOTE
Do not be concerned with the amount of
paint removed from the front toward the rear
of the tooth. The amount of paint removed
is determined by the amount of load applied
while rotating the drive pinion and ring gear.
The tooth bearing should always be more
toward the toe end. or a toe bearing.
e. Shows heavy contact on tooth face. Move
pinion towards gear .'l contact covers flank
of tooth without breaking contact at face.
Move gear away from pinion to secure
correct backlash.
d. Heavy contact at heel of tooth. To correct,
move ring gear towards pinion. Move
pinion away from gear to obtain correct
backlash.
6. .After proper backlash and tooth pattern are
obtained, fully tighten capscrews holding bearing
caps in place and wire in position.
7. Install adjusting nut lock and align with hole in
adjusting nut. Secure to cap with capscrew and
lockwasher.
3-145
TM 10-3930-644-14&P
8. Position new gasket on mounting flange of
differential and coat with a suitable leak proof
adhesive.
11. Replace the drain plug in bottom of differential
housing assembly and fill differential with proper
S.A.E. oil to recommended capacity.
9. Install differential assembly in drive unit and
install capscrews.
12. Replace U-Joint and drive shaft coupling: Refer
to U-JOINTS, INSTALLATION.
NOTE
Use copper washers on capscrews
located below oil level of differential.
10. Connect the parking brake cable at brake drum
lever and connect the hydraulic lines and
leakage return line if disconnected during
disassembly.
13. Install jackshafts;
INSTALLATION.
refer
to
JACKSHAFT
14. Install drive wheels; refer to DRIVE WHEEL
INSTALLATION.
TOPIC 3. DRIVE WHEEL PNEUMATlC TIRES (PRT only)
A. GENERAL
D. SERVICE - TIRE AND TUBE REPAIR
The drive wheel pneumatic tire assembly consists of a
rim, tire, tube, flap, disc, and a retaining ring. For good
performance and long tire life, the correct tire pressure
must be maintained. Air pressure should be checked
every day with an accurate tire gauge.
If a tire is excessively worn or badly damaged, it must be
replaced.
B. REMOVAL
1. Attach a suitable hoist of adequate capacity to
the front of the unit and raise it sufficiently so the
drive wheels-clear the floor. Carefully place
sturdy service jacks under both sides of the
drive axle housing. Lower the unit just enough
to take stress off the hoist.
2. Remove nuts, washers, and clamps (Fig 6-1)
that secure tire rim to drive wheel hub; remove
the tire and rim assembly. Remove the spacer
and second tire and rim assembly.
CAUTION
Make certain the tube is completely
deflated before the retaining ring is
removed from the rim.
1. Completely deflate the tuba.
2. Use proper tire irons and remove the retaining
ring from the rim.
CAUTION
A safety tire rack, cage, or equivalent
protection should be provided and
used when inflating, mounting, or
dismounting tires installed on rims
equipped with locking rings or
similar devices.
C. INSTALLATION
1. Position tire and rim assembly on drive wheel
hub. Install spacer and position second tire and
rim assembly on drive wheel hub. Install rim
clamps and washers; start nuts on wheel hub
studs. Tighten opposite nuts alternately (180°
from each other) until rim is properly seated on
wheel hub. Then tighten nuts to a torque of 100
lb-ft.
2. Raise front of unit slightly with hoist and remove
service jacks from under drive axle housing.
Then lower the unit so tires rest on the floor.
Remove hoist from rear of unit.
3-146
3. Remove rim from tire. Remove disc, flap, and
tube from tire.
4. Repair or replace defective tire, tube, flap, or
disc.
5. Install tube, flap, and disc in the tire. Install rim
in tire. install retaining ring to end of rim. Make
certain retaining ring is properly seated.
6. Inflate tube to recommended pressure specified
in preceding Paragraph A, GENERAL.
TM 10-3930-644-14&P
BRAKE SYSTEM
TOPIC 1. DRIVE WHEEL BRAKES
A. DESCRIPTION
The hydraulic brake system consists of 'semi-floating,'
self-centering brake shoes especially designed for Lift
truck application. The system uses a mechanically
activated hydraulic master cylinder which transmits a
controlled braking pressure to the wheel cylinders
located between the brake shoes of each drive wheel.
The double ended wheel cylinders have links extending
from each side of the cylinder which transmit the
movement from the wheel cylinders to the brake shoes.
The tops of the brake shoes move freely in a brake wear
plate while the bottoms of the shoes transfer movement
from the hydraulic wheel cylinders. (See Figure 1.)
No manual adjustment of the brake shoes is required as
the system incorporates self adjusting brakes through
use of a friction operated link assembly in each wheel.
The first requisite for safe, sure hydraulic braking is the
use of a high quality brake fluid.
The Figure 1. Hydraulic Brake System
3-147
TM 10-3930-644-14&P
hydraulic brake system requires a "solid column of fluid"
and the fluid should possess essential protective
properties which safeguard the system.
CAUTION
Because of the importance of the
fluid used in the brake hydraulic
system, use only premium quality,
heavy duty brake fluid with an
extreme
heat-cold
range
that
conforms to SAE specification 70-R1.
1. Operation of Wheel Cylinders and Brake Shoes
Hydraulic fluid entering the wheel cylinders from
the master cylinder forces pistons to move
individually and in opposed directions. This
piston travel expands the brake shoes. As the
pressure increases, the piston cup lips are
forced more tightly against the cylinder wall,
effecting a positive fluid seal, neglecting minor
friction losses. The controlled actuating force is
equal to and varies with the hydraulic pressure
exerted against each square inch of the piston
face.
The pistons are returned to an "off" position by
the force of the brake shoe retracting springs.
The piston cup lips are pressed against the
cylinder walls by natural resiliency and system
residual pressure to seal against fluid or air
leaks.
The hydraulic pistons of the wheel
cylinders follow the brake shoes as they expand
into the drums.
2. Brake Shoes - Self-Adjusting
The brake shoes are self-adjusting through the
use of a friction operated self-adjuster in each
drive wheel. The friction between
the two slide assemblies of the self adjuster is
great enough to prevent the brake shoe springs
from fully retracting the self adjuster, but not
great enough to prevent the hydraulic pressure
from expanding it. The self-adjuster assembly is
mounted to the brake shoes with roll pins. The
roll pin holes in the brake shoes are 1/32"
oversize to provide proper working clearance
between the brake shoe lining and drum.
CAUTION
Exercise care when self-adjuster is
handled or installed. Do not bend the
tangs of the slide assemblies in any
way because the holes for the roll
pins must be parallel with each other.
If the holes are not parallel, the roll
pins will tie at a slight angle through
the mounting holes in the brake
shoes. Improper alignment of the roll
pins could lead to improper brake
shoe retraction due to lack of proper
roll pin clearance in the brake shoe
holes.
This in turn could create
brake shoe drag on the drum.
In order for the self-adjusting brakes to operate
properly, the self adjuster assembly must be
properly torqued. If it becomes necessary to
remove and disassemble the self adjuster in the
field, then it must be carefully reassembled and
installed as outlined In the installation section.
B. REMOVAL
Before removing drive wheels.
drive truck (loaded
preferred) and make an eat, rolling stop. Any pulsation
or vibration on the foot pedal indicates out-of-round
drums. In order to perform any service on components
of the drive wheel brakes, disassemble according to the
following instructions.
1. Remove drive wheel assembly and components
to expose the wheel cylinders and brake shoes
(Figure 3).
(Refer to DRIVE WHEEL
REMOVAL, MAINTENANCE MANUAL.)
Figure 2. Self-Adjusting Brakes (Typical)
3-148
Figure 3. Dust Shield Removed
TM 10-3930-644-14&P
C. BRAKE DRUM INSPECTION
1. On out-of-round drums.
gauge diameter or
radius at points 45 apart around inside
circumference of drum.
Drum should be
resurfaced if measurement differences are
greater than 010" on diameter, or . 005" on the
radius.
Original I.D.
of
Brake Drum
11.000" to 11. 010"
13.125" to 13. 133"
13.135" to 13. 143"
14.250" to 14. 260"
Maximum
Machined
I.D.
11. 060"
13. 185"
13. 195"
14. 310"
D. BRAKE SHOES AND LINING
2. If worn lining face is tapered coward one side, or
worn more ca the sides than at the centers,
drum may be bell mouthed or barrel shaped.
The brake shoes employ bonded lining. When lining
replacement becomes necessary, it is recommended
that the brake shoes Ire replaced. Replace brake shoes
when any of the following have occurred:
1. Drums are resurfaced.
2. Lining is worn to shoe table.
3. Grease or hydraulic fluid soaked linings, causing
brakes to-grab or pull to one side.
4. If difficulty in stopping is traced to linings.
Figure 4. Improper Lining Wear
3. Check drum surfaces as indicated by wear
pattern. Examine for scoring and heat checking.
If not scored over 010", tiling will wear in and
seat after some use. Heat checked or scored
drum should be replaced or resurfaced,
depending upon extent of damage.
4. If drum does not require resurfacing, polish with
fine emery cloth to remove discolorations and
old lining residue adhering to surface.
5. If drum requires resurfacing, always resurface
both drums to equal diameter. Finish grind or
hone drums to remove cutting tool marks,
otherwise linings will wear rapidly and brake
shoes will "runout" when brakes are applied and
will release with a clicking noise.
CAUTION
Never use a drum machined to a
diameter greater than . 050" original
size.
Thin drums are subject to
excessive
heat
expansion
and
flexing. causing fade and spongy
pedal. They also could break under
strain of severe use.
(Refer to
following chart. )
5. Fade is traced to severely charred or burned
linings.
NOTE:
Minor
charring
is
sometimes
remedied by buffing with sandpaper
or grinding.
6. Lining Ls scored too deeply to be reworked by
grinding
7. Brake shoe table Is worn, twisted or out-ofround.
8. Shoe is cracked. For brake shoe removal, refer
to following Paragraph E, DISASSEMBLY.
CAUTION
Whenever handling brake shoes, be
careful act to get grease or dirt on
brake linings as serious damage may
result.
Dirt or grease on brake linings (not grease soaked) may
be remedied by buffing with sandpaper or grinding.
Clean shoes with compressed air and dry cloth to
prevent damaging shoes or Linings.
E. DISASSEMBLY
To disassemble brake assembly proceed as follows:
3-149
TM 10-3930-644-14&P
Figure 5. Self-Adjusting Brakes (Exploded View)
1. Remove upper and lower shoe return springs.
2. Remove brake shoes and adjuster Link as an
assembly.
3. Drive out roll pins which attach adjuster link to
brake shoes. Compress adjuster link by placing
one end on a solid surface and tapping other
end with a wooden mallet or a block of wood
until fully compressed.
F. INSTALLATION
To install shoes with new ling, proceed as follows:
1. If
self-adjusted
link
is
inadvertently
disassembled, it must be reassembled exactly
as originally constructed (Figure 6). Torque
capscrews to 14 16 inch lbs., and lock outs to 29
inch lbs. Slip resistance must be from 250 to
300 lbs. and link should be fully retracted when
assembly is completed.
2. Attach adjuster link to brake shoes with roll pins.
3. Make certain backing plate is secured tightly to
axle, also that it is nor sprung or damaged.
3-150
Figure 6. Brake Self-Adjuster
4. Clean inside of backing plate, brake drum and
other parts to be assembled.
5. Check wheel cylinders for leakage, even if
cylinder appears to be in good condition. The
best practice is to overhaul wheel cylinders
when new brake shoes are installed.
6. Place shoe and link assembly in a place and
install springs. Install wheel assembly in direct
reversal of removal procedure. While turning
wheel SLX times in each direction, torque
retaining out to a maximum of 50 ft. lbs., then
back nut off 30' minimum -60° maximum to allow
cotter pin installation.
7. The first time brake pedal is depressed after
installing new shoes automatically sets the
adjustment.
Drive wheels should be removed periodically
until approximate wear period for brake lining
can be determined. No further adjustment is
required after shoes are replaced.
CAUTION
NEVER apply pressure to brake pedal
until drive wheel brakes and wheels
are completely assembled.
TM 10-3930-644-14&P
TOPIC 2. MASTER CYLINDER
A. DESCRIPTION
CAUTION
When lock ring is removed, entire
piston assembly will spring out if not
held in place.
Brake cylinder and fluid reservoir are combined in one
casting and are joined by intake and by-pass ports
located in the cylinder wall. Internal parts are removed
or installed at push rod end. Stop plate holding Internal
parts is retained by a lockwire clipped into cylinder bore.
Cylinder piston is operated through a push rod
connected to the brake pedal. The push rod and
cylinder opening Ls enclosed with a rubber boot.
8. Carefully remove copper washer, piston, rubber,
spring and seat.
It is considered impractical to thoroughly clean the
cylinder and fluid reservoir mounted La the truck. For
this reason follow instructions below.
10. Remove filler cap and all other washers and
fittings.
B. REMOVAL
1. Remove floor plate.
2. Disconnect brake hydraulic line attached to
master cylinder.
3. Remove clevis pin securing push rod to brake
pedal assembly.
4. Remove capscrews holding master cylinder to
inside of frame and remove cylinder.
5. Secure cylinder in vise exercising care so as not
to distort cylinder or crack the casting.
9. Working from other end of cylinder, remove
outlet fitting bolt, copper washers, and brake line
fitting.
11. Clean hydraulic parts and keep clean so that
there is co trace of dirt, metal filings, sludge, or
other deposits when unit is ready for assembly
Do not use cotton waste. Use lint-free cloth in
cleaning. Internal parts must be cleaned in
clean denatured alcohol or hydraulic brake fluid.
CAUTION
Mineral base cleaning solvents
(gasoline,
kerosene,
distillates,
carbon tetrachloride, acetone, paint
thinners, etc.) deteriorate rubber
parts, causing them to
become soft, tacky and swollen.
6. Remove boot and push rod.
7. Pry out lock ring holding piston assembly in
position.
Cylinder castings may be cleaned with
usual cleaning methods but must be finish
cleaned with denatured alcohol or brake
fluid to remove all traces of solvent.
Figure 7. Master Cylinder Assembly
3-151
TM 10-3930-644-14&P
12. Inspect cylinder bore. Deep blemishes require
reboring to resurface the cylinder wall. Pressure
marks and discoloration may be polished out
with crocus cloth. (Do not use emery cloth or
sandpaper.) Make certain Intake and bypass
ports are open. Bypass port may be probed with
soft iron wire. Follow the honing equipment
manufacturers recommendations for honing.
Care must be exercised cot to go beyond
tolerances for cylinder size. A cylinder honed
oversize must be discarded.
13. Before assembly, inspect parts for corrosion,
scratched or pitted piston bearing surfaces,
rubber
deterioration
(swelling,
softening,
tackiness, etc. ) and spring action. If cylinder
has been honed, replace all parts contained in
repair kit. Replace all other parts which appear
worn or damaged.
7. Ensure that cylinder is completely reassembled
prior to installing
8. Replace master cylinder in its relative mounting
location and install securing capscrews.
9. Attach brake pedal push rod to cylinder and
secure with clevis pin previously removed.
10. Connect brake hydraulic line to cylinder.
11. Refer to LUBRICATION CHART and fill cylinder
with proper high grade hydraulic brake fluid.
12. Bleed brake system as outlined
appropriate heading, this Section.
under
13. Replace floor and toe plate.
D. PEDAL LINKAGE
14. Lubricate parts and cylinder bore with clean
brake fluid and assemble m direct opposite
sequence of disassembly procedure.
CAUTION
Make certain lock ring is firmly
seated a groove provided in end of
cylinder.
If pedal linkage does not provide proper clearance or
lash between master cylinder piston and linkage with
brakes released. piston cannot return to full off position.
Brakes will drag after several applications if bypass port
is blocked. Refer to Figure 8 and proceed as follows:
1. Loosen locknut at master cylinder.
Largest end of piston spring and pressure valve
must be toward outlet end of cylinder.
2. Adjust linkage to provide 1/2" of free play
measured at brake pedal. More free play will
reduce usable stroke of master cylinder piston.
C. INSTALLATION
3. Tighten locknut.
1. Secure the cylinder body in a vise, exercising
care so as not to distort the cylinder unit or crack
casting.
2. Replace filler cap,
previously removed.
washers
and
fittings
3. Refer to Figure 6, and replace brake line fitting,
copper washers, and outlet fitting bolt.
4. Carefully replace spring and seat, rubber, piston
and copper washer.
CAUTION
This assembly must be held in
position until lockring is properly
inserted to retain parts.
5. Insert lockring and ensure Its proper seating.
6. Replace rubber boot and push rod.
3-152
Figure 8. Adjusting Pedal Lash
TM 10-3930-644-14&P
TOPIC 3. WHEEL CYLINDERS
A. DESCRIPTION
The hydraulic wheel cylinder houses two opposed
pistons which actuate the opposed brake shoes. (See
Figure 9.) The pistons, rubber cups, and springs are held
in place, in the cylinders, by the brake shoe mechanical
pressure.
The opened ends of the cylinders are
protected with rubber boots. Since the wheel cylinders
of a hydraulic brake system are a very important part of
the whole system, It is necessary that the following
reconditioning instructions are carefully followed:
2. Remove hydraulic line attached to wheel
cylinder.
Remove wheel cylinder mounting
capscrews and remove cylinder.
3. Pull boots from cylinder and push out internal
parts. Low pressure air at fluid inlet can be used
to remove cylinder components.
4. Clean all parts thoroughly and keep them clean
until unit is ready for assembly. Use lint-free
cloth for cleaning.
CAUTION
Wash parts thoroughly in denatured
alcohol or clean brake fluid. Never
use gasoline, kerosene, pant thinner
or other mineral base solvents as
they will damage rubber components.
5. Thoroughly inspect all parts for wear, corrosion
or other conditions which might impair cylinder
action.
6. if wheel cylinder is to be honed, follow specific
instructions furnished with honing equipment, as
these instructions may vary.
NOTE
Cylinder honed oversize will leak and
must be discarded.
Figure 9. Wheel Cylinder
B. SERVICE
1. Remove wheel assembly, bearings and brake
shoes.
(Refer to DRIVE UNIT REMOVAL,
.MAINTENANCE MANUAL.)
7. Lubricate all parts and cylinder walls with clean
brake fluid. laser each piston in its respective
end. Never try to push piston through length of
cylinder After cylinder is assembled, install
cylinder boots.
Be sure they are properly
located in grooves provided.
8. Reassemble cylinder to backing plate.
brake unit and wheel assembly.
Install
TOPIC 4. PARKING BRAKE
A. DESCRIPTION
B. HAND BRAKE ADJUSTMENT
A dual shoe mechanical brake, mounted at the drive
shaft, is used as a parking brake. The brake shoes are
actuated through a cable by an adjustable over-center
type lever mounted on the left hand cowl panel.
To compensate for brake lining wear the hand brake
lever must be adjusted. Refer to HAND BRAKE LEVER
ADJUSTMENT La BRAKE SYSTEM MAINTENANCE
MANUAL.
The brake mechanism requires no lubrication except at
time of reassembly. Brake actuating mechanism, such
as hand lever and linkage, should be lubricated
periodically.
C. BRAKE SHOE ADJUSTMENT
If the adjusting knob on the parking brake handle will no
longer provide correct brake adjustment and sufficient
brake lining is still available, further adjustment is made
at the lower brake-cable yoke.
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b. Remove toe and floor plates.
c. Remove cotter pin and clevis pin securing
brake cable to brake lever d. Remove
universal joint e.
Remove lockwire,
capscrews, and lockwashers and remove
brake drum from differential pinion flange.
f. Remove cotter pin and nut, then remove
hub from pinion shaft.
g. Remove brake lever and rollers from
backing plate h. Remove brake shoe
return springs and slide shoe and lining
assembly off backing plate.
i. Remove capscrews, lockwasher.
and
backing plate from differential carrier
housing assembly
Figure 10. Adjustment at Brake Shoes
1. Remove adjusting knob lockscrew from parking
brake handle and back off knob four or five
turns. Brake must be in OFF position during
adjustment.
2. Remove floor plate.
3. Remove clevis pin from yoke and loosen yoke
locknut.
4. Turn yoke la clockwise direction to shorten
length of cable Generally three or four turns will
be sufficient.
5. Install yoke on brake lever and check
adjustment by engaging hand brake handle. If
necessary, make further adjustment to yoke to
make certain brake shoes do not drag when
disengaged.
6. After satisfactory, adjustments made, tighten
yoke locknut;: install cotter pin in yoke clevis
pin. Install locking screw in adjusting knob of
parking brake handle.
2. Inspection
a. Check backing pate for distortion, loose or
sheared rivets, and worn pawls.
b. Check brake lining for wear or grease
saturation.
c. Check brake shoes for worn pawl holes,
lever contact areas, or wear pads.
d. Check brake drum for cracks, scoring, or
other damage. Replace damaged parts e.
Always replace shoe return springs during
reassembly
3. Reassembly and Installation
Reassembly and installation is the reverse of
removal .and disassembly with the exception of
lightly coating the wear pans and pawls on the
backing plate, the lever, and the brake shoe
wear points with lubricant. Avoid excessive
lubricant as grease soaked linings are
dangerous.
a. Replace backing plate, lockwashers
capscrews on differential carrier housing.
and
D. BRAKE SHOE REPLACEMENT
When excessive adjustment is needed on parking brake
linkage, or when parking brake becomes ineffective in
holding truck securely, the brake shoes should be
checked and, if necessary, replaced. To check or
replace parking brake shoes the following procedure is
recommended:
1. Removal and Disassembly
a. Place blocks ;a front and behind one of
the list truck wheels
3-154
b. Slide shoe and lining assembly on backing plate
and replace brake shoe return springs.
c. Install brake rollers and brake lever on backing
plate.
d. Replace hub on pinion shaft and install nut and
cotter pin.
TM 10-3930-644-14&P
Figure 11. Brake Shoe Components
e. Replace brake drum on differential pinion
shaft, then install lockwashers, capscrews
and lockwire
h. Replace clevis pin and cotter pin which
secure parking brake cable to brake lever.
h. Ensure that parking brake unit has been
completely reassembled, then replace
floor and toe plates.
f. Install universal joint.
TOPIC 5. BLEEDING THE BRAKE SYSTEM
A. REASON FOR BLEEDING BRAKES
Brakes must be bled after any of the following
occurrences:
1. Brake system is drained and refilled with new
fluid.
2. Some part of
disconnected.
the
system
has
been
3. Neglect in maintaining proper fluid level in
master cylinder has allowed air to enter system.
4. Air leakage past master cylinder secondary cup
or wheel cylinder cups due to wear, or to a
vacuum maintained within the cylinder by a
plugged filler cap vent.
5. Overheating of brakes caused under severe
operating conditions could cause gassing or
boiling of fluid, thereby creating a vapor lock and
giving a spongy pedal.
B. BLEEDING SEQUENCE
1. Fill master cylinder to proper level (3/8" to 1/2"
from reservoir top).
CAUTION
Due to importance of fluid used in
brake system, use only premium
quality, heavy duty brake fluid with
an extreme heat-cold range that
conforms
to
SAE
specification
J1703C.
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TM 10-3930-644-14&P
2. If refiller or pressure bleeder is used, be sure to
install proper adaptor in master cylinder filler cap
opening.
3. Install one end of bleeder hose on bleeder screw
and submerge other end in glass jar of brake
fluid. Then open screw one turn.
a. If using pressure bleeder, watch hose until
bubbles stop emitting, then close screw
securely.
b. If bleeding system manually, it may be
necessary to use 10-15 strokes of the
brake pedal. Have assistant depress
3-156
pedal slowly until no bubbles escape from hose,
then close bleeder screw.
CAUTION
Be sure to keep fluid level in master
cylinder high enough to prevent
reentry of air into the system.
4. Repeat bleeding operation at each bleed screw.
After bleeding operation is completed, make
certain master cylinder reservoir is filled to within
3/8" to 1/2" of top.
Fluid salvaged during bleeding operation is
aerated and not suitable for reuse.
TM 10-3930-644-14&P
POWER STEERING SYSTEM
TOPIC 1. GENERAL DESCRIPTION
The power steering system converts hydraulic oil
movement into mechanical movement to turn the steer
wheels with ease. The steer axle assembly with the
steer wheels is mounted to the frame and is located at
the rear of the lift truck. The main components in the
power steering system are the steering valve unit, and
steering cylinder. The hydraulic oil that is supplied to the
steering valve unit is directed to one of the steering
cylinder ports. As the oil enters the steering cylinder, the
plunger rod begins to extend or retract, depending upon
which port in the cylinder the hydraulic oil is directed. A
short drag link or yoke is installed on the end of the
steering cylinder plunger rod and is connected to the
steer axle pivot arm. Also connected to the pivot arm
are right and left tie rods which in turn are attached to
the respective steer wheel spindles.
When the steering wheel is turned to the right, oil is
directed by the steering unit to the forward port in the
steering cylinder. As the hydraulic oil pressure is applied
to the piston, the piston and plunger rod move outward.
The plunger rod by means of the drag link then pushes
on the pivot arm which rotates on the pivot pin. As the
pivot am rotates, the steer wheels move into position for
a right turn due to the movement of the tie rods.
The movement of the steering system is just the
opposite when the steering wheel is turned to the left.
The hydraulic oil is then directed to the rear port in the
steering cylinder which causes the plunger rod to retract.
As the plunger rod retracts the drag link pulls on the
pivot am and the steer wheels move into position for a
left turn due to the opposite movement of the tie rods.
TOPIC 2. STEER AXLE
A. REMOVAL
8. Lower the jack with the axle on it, and withdraw
the axle from under the vehicle.
1. Remove the floor plate and toe plate.
B. DISASSEMBLY
2. Attach a suitable hoist to the rear of the truck
and raise the track until the drag link and steer
axle are accessible. Block the front wheels, and
place blocks under both sides of the frame to
support the rear of the vehicle. Blocks and
chain must not interfere with removal of steer
axle.
3. Remove steer wheels and wheel bearings.
4. Disconnect drag link from pivot arm by loosening
the adjusting plug at the end of the drag link until
the link can be lifted from the ball stud on the
pivot arm.
5. Place a jack under the steer axle assembly and
raise jack enough to take the stress from the
axle mounting capscrews and nuts.
1. Remove the axle mounting housing from steer
axle pivot pin.
2. Remove cotter pins, adjusting plugs, ball seats,
and springs from the tie rods, and separate the
tie rods from the pivot arm.
3. Remove cotter pin and nut from ball socket, and
remove the tie rods from the spindles. Loosen
the nut on the ball socket, and remove the ball
socket and nut from the tie roe tubes.
4. Remove expansion plugs from king pin bores in
the axle assembly. Drive roll pins from king pins
and spindles, and remove the king pins, needle
bearings and spindles from the axle.
5. Type I Steer Axle:
6. Type III Steer Axle Only:
Loosen jam nut and back away adjusting screw
in frame just ahead of the steer axle's front pivot
pin. (Adjusting screw is used to take up end
play between steer axle's front pivot pin and the
frame).
7. Remove
nuts
and/or
lockwashers,
and
capscrews that secure the axle to the frame.
Remove wedge bolt (Fig 3), and washer.
Remove pivot pin, and spacers, and lift pivot
arm from axle assembly. Remove bushings
from axle.
Type II and III Steer Axles:
Use a punch to straighten out stake indentation
in end of nut. Remove nut, washer, seal and
lower cone; lift pivot
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TM 10-3930-644-14&P
Figure 1. Steer Axle Assembly (Type III) (with Adjusting Screw)
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TM 10-3930-644-14&P
arm from steer axle housing and remove seal
and upper cone. Use a brass drift and remove
upper and lower bearing cups from steer axle
housing; remove retaining ring.
C. CLEANING AND INSPECTION
1. Clean all parts with mineral spirits or other
suitable solvent, and dry with compressed air.
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TM 10-3930-644-14&P
2. Inspect all parts for cracks, breaks, bends, other
damage, and wear. Repair or replace parts as
indicated by their condition.
3. Lubricate all parts except the ball sockets with
an SAE 10 or 20 oil. Pack the tie rod ball
sockets with nigh quality chassis lube.
D. REASSEMBLY
Type II and III Steer Axles:
Install retaining ring and lower bearing cup in
steer axle housing; install upper bearing cup.
Make certain cups are firmly seated. Install seal
and cone on pivot arm pin; install pivot arm,
lower cone, seal, washer, and new nut. (For
proper installation procedure, refer to following
Paragraph F, PIVOT ARM INSTALLATION
PROCEDURE.)
1. Type I Steer Axle:
Install bushings in axle. Position spacers and
pivot arm on axle assembly and insert the pivot
pin. Align the groove in pin with wedge bolt slat,
insert wedge bolt (Fig. 3), and secure with
washer and nut.
2. Install king pin needle bearings in the axle
assembly. Position the spindle on the axle and
insert the king pin. Align the roll pin in the king
pin and spindle, and insert the roll pin. Install
and stake new expansion plugs.
3. Assemble the nut, ball socket, cup,
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TM 10-3930-644-14&P
seats, springs, plug to tie rods. Position the tie
rods on the pivot arm and tighten plug until seats
firmly grasp ball stud on the pivot arm. Install
ball socket on spindle and secure with nut and
cotter pin.
E. INSTALLATION
1. Depending upon the model of the lift truck,
install axle mounting housing or housings on
steer axle pivot pins. Type III steer axle requires
that solid spacer is positioned between end of
pivot pin and frame.
2. Position steer axle on a jack or other suitable
device and raise it into position under the truck
frame.
3. Install mounting capscrews, lockwashers, and
nuts if applicable; tighten until snug to permit
movement for adjustment.
4. Type III Steer Axle:
Push entire steer axle against rear spacer and
turn adjusting screw in or OUT (as applicable) to
take up end play between pivot pin and solid
spacer. Tighten adjusting screw to a torque of
10-15 lb-ft. Tighten jam nut to a torque of 90-0l0
lb-ft after adjustment is completed.
5. Tighten steer axle mounting nuts or capscrews
securely.
6. Thoroughly lubricate all lube points of the
steering system.
7. Connect drag link to the pivot arm. Install floor
plate and toe plate and fasten securely.
8. Lubricate the inner wheel bearing cone with
specified grease. Use an applicator designed to
force lubricant into the bearing rollers.
9. Position inner bearing cone on the spindle.
Lubricate the bearing cups in the wheel and
carefully install the wheel on the spindle.
10. Lubricate the outer bearing cone with the
specified lubricant, using an applicator. Install
the bearing cone on the spindle.
11. Install washer and retaining nut on spindle.
While rotating steer wheel, tighten retaining nut
to a torque of 50 lb-ft; then back off nut until
loose (0 lb-ft). Rotate wheel alternately in each
direction while tightening retaining nut until a
torque of 25 lb-ft is obtained. Then back off nut
30° min to
Figure 4. Pivot Arm Installation
(Type II and III Steer Axles)
60° max and install cotter pin.
12. Install hub cap and secure with capscrews and
lockwashers, tightening capscrews securely.
Lower the truck to the floor.
F. PIVOT ARM INSTALLATION PROCEDURE
1. Make certain pivot arm pin, bearing seats, and
steer axle housing bore are clean.
2. Install retaining ring and lower bearing cup in
steer axle housing; install upper bearing cup.
Make certain cups are firmly seated.
3. Seat upper seal (Fig. 4) on pivot arm firmly. Fill
seal with specified grease.
4. Pack upper cone with specified grease and
press it onto pivot arm pin until it is seated
against the shoulder.
5. Install pivot arm with bearing in steer axle
housing.
6. Pack lower bearing cone with grease and install
it on pivot arm pin.
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TM 10-3930-644-14&P
7. Fill seal with grease and install it on pivot arm
pin.
8. Install washer and start new nut on pivot arm
pin.
9. Use a torque wrench and continue to tighten nut.
Note torque reading while advancing lower cone
to its seated position.
You will notice an
increase in the torque when the lower cone
starts to seat. Continue to tighten nut until
torque is 15-25 lb-ft greater than previously
noted before lower cone started to seat.
10. Check rotational bearing torque. Rotate pivot
arm back and forth several times and take rolling
torque reading. It should require 15-25 lb-ft
torque to rotate pivot arm in either direction.
NOTE
Tie rods must not be connected to
pivot am whenever rolling torque is
checked.
11. If rolling torque is less than 15 lb-in, tighten nut
an additional 5 lb-ft torque and repeat Step 10.
12. If rolling torque exceeds 25 lb-in, back nut off
one full turn. Strike end of pivot arm pin with a
softheaded mallet to unseat bearings and repeat
Steps 9 and 10.
13. After proper rolling torque is obtained, stake end
of nut approximately .030" deep into slot (Fig. 4).
14. Fill cavity with specified grease until it seeps out
between pivot am and steer axle housing.
G. PIVOT ARM STOP ADJUSTMENT
1. Turn steer wheels first to full right
3-162
Figure 5. Pivot Arm Stop Adjustment
turn and then to full left turn and adjust pivot arm
stop screw each time.
2. Loosen Jam nuts and adjust the pivot arm stops
(Fig. 5) to allow 1/2" clearance between the
steer wheel and steer axle housing with the
wheels turned full right or full left. Stops should
limit travel of wheel spindle to 75° from
centerline of spindle. Tighten stop screw jam
nut to a torque of 2 to 3 lb-ft.
TM 10-3930-644-14&P
TOPIC 3. STEERING VALVE UNIT
Figure 6. Steering Valve Unit Components
A. REMOVAL
disconnect it from the attaching wedges located
on the base plate.
1. Remove the floor plate and toe plate.
2. Disconnect hydraulic hoses from steering valve
unit. Cover all openings immediately to prevent
entry of dirt in the hydraulic system.
3. Disconnect horn button wire at the horn.
4. Remove capscrews that secure steering valve
unit to the stationary bracket.
5. Lift steering valve unit up and out of the vehicle
and place in a clean work area for disassembly.
B. DISASSEMBLY (Fig. 6)
1. Place the power steering unit in a vise, (Fig. 7).
Remove the horn button and rubber cover by
pushing down and turning to the right to
2. Remove the horn button contact cup, spring and
contact washer. Remove the terminal from the
horn cable and pull the cable and Insulating
ferrule from the steering column.
3. Remove the three round head screws from the
horn button base plate, and remove the base
plate and contact insulator.
4. Remove the nut and lockwasher securing the
steering wheel to the column. Using a suitable
puller, pull the wheel from the column.
5. Remove the retaining ring and first snap ring.
Push shaft free of bearing with thumb pressure.
When shaft is removed, bearing and second
snap ring can be removed.
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TM 10-3930-644-14&P
Figure 8. Removing End Plate Capscrews
sleeve assembly from the 14-hole end of the
housing.
Figure 7. Removing Column From Housing
CAUTION
Do not use a hammer to free the
shaft. Upper shaft bearing may be
damaged.
6. Remove the two capscrews that secure the
column to the lower unit. Match mark the
capscrew holes so the ports will be in the proper
direction when reassembled.
Remove the
column from the lower unit (Fig. 7).
7. Clamp the unit in the vise with the meter end up
and remove the seven capscrews (Fig. 7).
Remove the three-section cap, gear, and plate
as a unit, and set to one side on the bench
(Fig. 8).
8. Remove control assembly from vise, and check
for free rotation of the control spool and sleeve
parts with the column shaft (Fig. 10).
9. Place a clean wooden block across the vise
throat to support spool parts. Clamp unit across
port face with control end up and remove the
four capscrews.
10. Hold the spool assembly down against the
wooden block, and remove the end cap
(Fig 11 ).
11. Inspect mating surfaces for obvious leakage,
path wear, and seal condition.
12. Remove cam locator bushing (Fig 12.).
13. Place port face of housing securely on a solid
surface and remove the spool
CAUTION
Use extreme care when removing
these parts, because they are very
closely fitted and must be rotated
slightly as they are withdrawn.
14. With a small bent tool or wire, remove check
valve zeal plug from housing (Fig. 13). Do not
pry against edge of hole in housing bore.
15. With housing installed in vise, control end up,
remove check valve seat with 3/16 hex wrench
(Fig. 14).
16. Turn the housing over and tap lightly with palm
of hand. With check valve
Figure 9. Removing End Plate Assembly
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TM 10-3930-644-14&P
Figure 10. Checking Control Spool Rotation
hole toward lowest corner, remove check valve
seat. ball, and spring.
Figure 12. Removing Cap Locator Bushing
17. Holding the spool assembly, push the cross pin
to loosen it from the spool-sleeve assembly
(Fig. 15). Remove the cross pin and set it aside.
for scoring and other damage. Slightly scored
parts can be cleaned up by hand rubbing with
600-grit abrasive paper.
Smooth burnished
areas are normal in many areas. DO NOT
attempt to clean up these areas, nor mistake
them for excessive wear.
18. Push inside lower edge of spool so the spool
moves toward the splined end, and remove
spool carefully from .the sleeve (Fig. 16).
3. Replace any parts found to be defective or badly
worn. All seals must be replaced with new parts
when unit is reassembled.
19. Push the centering spring set out of the spool
(Fig. 17).
4. Place a piece of 500-grit abrasive paper face up
on a piece of plate glass or similar smooth, flat
surface.
C. CLEANING AND INSPECTION
1. Carefully rinse each part with suitable solvent
and allow parts to air dry. Parts should be set to
dry on clean paper towels.
2. Inspect the surfaces of all moving parts
5. Clean the ends of the meter section star gear by
stroking it across the abrasive. This will also
remove any sharp grit which could scratch other
meter section components.
6. Lightly clean up both sides of the ring gear, both
sides of the plate, the 14-
Figure 11. Removing End Cap
Figure 13. Removing Check Valve Seal Plug
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TM 10-3930-644-14&P
Figure 14. Removing Check Valve Seat
Figure 16. Removing Spool From Sleeve
hole end of the housing, and the flat side of the
end cap.
Stroke each surface across the
abrasive several times and check the results
(Fig. 18). Any small bright areas indicates a burr
which must be removed. When polishing the
parts, hold them as flat as possible against the
abrasive. After 6 to 10 strokes across the
abrasive, check the part to see if it is polished.
After each part is polished, rinse clean in
solvent, blow dry with air, and place it where it
can remain absolutely clean until reassembly.
down (Fig. 19).
D. REASSEMBLY
1. Lubricate all parts lightly with clean hydraulic oil
at time of reassembly.
2. Install housing in vise with control end up and
14-hole end resting on a clean wooden block.
Clamp lightly across the port surface and install
check valve spring into check bore with large
end
Figure 15. Loosening Spool Assembly
3-166
3. Install check ball into check hole and make sure
it rests on top of small end of spring.
4. Place the check-valve seat on hex wrench and
install it in the : Check valve hole so the
machined counterbore seats on the ball.
Tighten the seat to 150 lb-in (Fig. 20). Check
ball action by pushing ball against the spring
force with a small pin.
NOTE
Ball does not nave to be snug against
seat to function properly.
5. Carefully install the spool within the sleeve (Fig.
21). Be sure that spring slots of both parts are
at the same end.
Figure 17. Removing Spring From Spool
TM 10-3930-644-14&P
Figure 20. Tightening Check Valve Seat
Figure 18. Polishing the Ring Gear
Rotate spool carefully while
together. Test for free rotation.
sliding
parts
CAUTION
Spool must rotate smoothly in sleeve
with finger tip force applied at the
splined end.
6. With spring slots of the spool and sleeve in line,
stand parts on end and insert spring installation
tool through slots in both parts (Fig. 22).
Position 3 pairs of centering springs (or 2 sets of
three each) on bench so that extended edge is
down and arched center section is together. In
this position, enter one end of entire spring set
into spring Installation tool.
NOTE
Tool is available as part number
600057 from Char-Lynn Company,
15151 Highway S, Eden Prairie,
Minnesota, 55343.
7. Compress extended end of centering spring set
and push it into spool-sleeve assembly,
withdrawing installation tool at the same time.
8e sure the spring set is centered in the parts so
they can be pushed down evenly and flush with
the upper surface of the spool and sleeve.
8. Install the cross pin through the spool assembly
and push into place until cross pin is flush or
slightly below the sleeve
Figure 21. Installing Spool in Sleeve
Figure 19. Installing Check Valve Spring
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TM 10-3930-644-14&P
Figure 22. Installing Centering Spring Set
diameter at both ends.
9. Place the housing on a solid surface with the
port face down. Install the spool assembly with
the splined end of the spool entering the 14-hole
end of the housing first (Fig. 23). Push parts
gently into place with a slight rotating motion.
CAUTION
Exercise extreme care so the parts
do not cock out of position while
entering.
10. The spool assembly should be installed within
the housing bore until it is flush with the 14-hole
end of the housing. Do not install the spool
assembly beyond
Figure 24. Rocking Check Plug
During Installation
this point, because the cross pin may drop into
the discharge groove of the housing. With spool
assembly in this flush position, check for free
rotation within the housing by turning with light
finger force at the splined end. Hold the parts in
this position and place the 14-hole end of the
assembly on the wooden block in the vise throat
and clamp lightly across the port face with the
vise.
11. Install a new O-ring on the check plug, and
install the plug in the housing, (Fig. 24). Exert a
steady pressure on the plug, rocking it slightly so
the O-ring feeds in smoothly without cutting.
12. Insert the cap locator bushing, large O.D.
chamfer up, partially into the housing. Rotate
the bushing with the fingers to seat It flatly and
smoothly against the spool assembly.
13. Install new mounting plate and shaft seals.
Push each seal carefully into the seal groove
with the fingers. The seal groove is slightly
smaller than the seal to provide adequate
sealing.
NOTE
The thin oil seal at exterior of
mounting plate is used only to seal
out dirt and generally does not need
replacement.
However, if it is
replaced, it must be pressed into the
counterbore so that the lip is directed
away from the unit.
Figure 23. Installing Spool Assembly
3-168
14. Place the mounting plate subassembly over the
spool shaft and slice it down smoothly in place
over the-cap locator bushing so that seals will
not be disrupted in assembly (Fig. 25).
TM 10-3930-644-14&P
Figure 26. Tightening Mounting Plate Capscrews
Figure 25. Installing Mounting Plate
15. Align the bolt holes in the cover with the tapped
holes in the housing. Be sure the mounting
plate rests fairly flush against end of housing
assembly so that the cap locator bushing is not
cocked. Install the 4 mounting plate capscrews
and torque gradually and evenly to a setting of
250 lb-in. (Fig. 26).
16. Reposition housing in vise and clamp across the
edges of the mounting plate. Be sure the spool
and sleeve are flush or slightly below the 14hole surface of the housing.
17. Wipe the upper surface of the housing clean
with the palm of your hand or with your thumb.
Clean each part of the flat surfaces in a similar
way as it is ready for assembly.
18. Install the plate over this assembly so the bolt
holes in the plate are aligned with the tapped
holes in the housing.
19. Place the meter gear ring on the assembly so
the bolt holes are aligned.
20. Install the splined end of the drive into the meter
gear star so the slot at the control end of the
drive is aligned with the valleys between the
meter gear teeth (Fig. 27).
21. Push splined end of drive through the gear until
spline extends about one half its length beyond
meter gear star. Hold it in this position while
installing it in the unit. Note position or direction
of cross pin within the unit.
Install the meter gear star into the meter gear
ring and slowly position the parts so the drive
does not become disengaged from the meter
gear star. Hold the plate and meter gear ring in
position on the assembly while the star is being
installed.
Rotate the meter gear slightly to
engage the cross slot of the drive with the cross
pin and the splined end of the drive will drop
down against the plate.
CAUTION
Alignment of the cross slot in the
drive with the valleys between the
teeth of the meter sear star
determines the proper valve timing of
the unit. There are 12 teeth on the
spline and 6 on the star. Alignment
will be right in 6 positions and wrong
in 6 positions. Should the parts slip
out of position during this part of the
reassembly, make certain that proper
alignment is obtained.
22. Place the spacer in position at the end of the
meter gear star. If spacer does not fit flush with
the gear surface, the drive has not properly
engaged the cross pin. After drive is correctly
installed, place the meter end cap over the
assembly. Install 2 capscrews, finger tight, to
maintain alignment of the parts.
23. Install all 7 capscrews and torque them
gradually and evenly to 150 lb-in (Fig. 28).
24. To install the steering column, rotate the shaft to
engage the splines while bringing the surfaces
into contact.
25. Install the capscrews and torque to 280 lb-in.
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Figure 28. Tightening Capscrews
Figure 27. Installing Meter Gear Star
E. INSTALLATION
1. Position steering valve unit in truck and install
attaching clamps and hardware.
2. Tighten bottom mounting hardware, then check
column alignment and tighten upper mounting
hardware.
3. Connect horn button wire to the horn.
3-170
4. Remove plugs and connect hydraulic hoses to
the steering valve.
5. Install floor and toe plates and secure with
attaching hardware.
F. PUMP PRESSURE ADJUSTMENT
Refer to appropriate hydraulic pump in the HYDRAULIC
SYSTEM, REPAIR MANUAL MODULE.
TM 10-3930-644-14&P
TOPIC 4. STEERING CYLINDER AND DRAG LINK
Figure 29. Power Steering System
A. REMOVAL
1. Attach a suitable hoist to the rear of the truck.
Raise the rear of the truck until drag link and
steering cylinder are accessible. Block front
wheels for safety and place blocks under both
sides of frame to support rear of truck.
2. Place a drain pan under cylinder ports and
remove hoses from steering cylinder (Fig 29).
Plug cylinder ports and hoses to prevent dirt
from entering hydraulic system. Tag hoses for
identification.
3. Loosen adjusting plug in end of drag link and
remove drag link from pivot arm.
5. Remove cotter pin, washer, and anchor pin that
secures anchor pivot assembly to cylinder
anchor.
B. CYLINDER DISASSEMBLY
1. With cylinder firmly secured in bench vise hold
plunger rod with proper wrench on flat spots and
remove, anchor pivot assembly, jam nuts, and
adjusting spacer from plunger rod.
2. Remove packing gland nut and pry out packing
and wiper. Also remove O-ring, back-up ring,
and nylon pellets.
3. When replacing O-ring, and back-up ring,
4. Disconnect drag link from steering cylinder by
loosening locknut and unscrewing drag link from
cylinder tube.
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TM 10-3930-644-14&P
Figure 30. Power Steering Cylinder Components
lubricate with hydraulic oil and do not
overstretch when sliding over edge of packing
gland.
4. When replacing plunger packing seal, remove
items in Steps 1 and 2 in this paragraph, and
then withdraw complete piston and plunger
assembly from cylinder tube.
CAUTION
Do not attempt to remove piston from
plunger rod. They do not separate.
5. Remove bearing and packing from piston.
6. Thoroughly check cylinder bore for score marks
or nicks.
These cause damage to piston
packing cups.
C. CYLINDER REPAIR
1. When packing starts to wear, renew it, otherwise
parts of the packing will contaminate the oil and
work into the pump or valve, thus causing
damage, or malfunction.
2. Do not disassemble the unit any more than is
required to replace the faulty packing.
3-172
3. Use only approved packing.
substitutions.
Never make
4. Before installing, inspect for nicks, cuts or flaws.
Do not install If any of these faults are present.
5. All metal surfaces on which packing slides
should be very smooth. If surfaces are scored
or nicked, replace the parts or resurface them.
6. Soak packing in hydraulic oil before installing.
7. Sharp tools or Instruments should not be used
when Installing packing.
8. When installing seal rings do not stretch them
more than absolutely necessary.
9. Fit packing evenly and snugly without using
undue force.
10. When packing must be installed over threads or
sharp edges, use shim stock to protect packing.
a. O-rings should be pushed over sharp
edges with care. They can be easily cut.
TM 10-3930-644-14&P
Figure 31. Cylinder Assembly
b. Usually no adjustment is required upon
installation; make certain that O-rings are
not twisted.
c. Check to see that the ring is of correct
size to give a "squeeze" in the installed
position.
11. Do everything possible to keep all hydraulic
parts as clean as possible. Keep dirt and fine
metal particles from packing and plungers.
Such material can quickly damage packing and
score plungers.
12. Inspect bushing and lube fitting in anchor pivot
assembly. Replace any damaged or worn parts.
D. CYLINDER REASSEMBLY
Reverse disassembly procedure when installing new
parts.
1. Install new packing and bearing on piston.
2. Install spacers on plunger rod. Be sure that
outer spacer has an O-ring in groove.
3. Install piston and plunger assembly in cylinder
tube.
4. Install new nylon pellets, O-ring, back-up ring,
packing and wiper on paking gland nut.
5. Install packing gland nut on plunger assembly
and cylinder tube. Gland nut must be flush with
outer edge of cylinder tube.
6. Install adjusting spacer, jam nuts, and anchor
pivot assembly on plunger rod.
Figure 32. Drag Link Components
E. DRAG LINK DISASSEMBLY
1. Remove adjusting plug, safety plug, ball seats
and spring from drag link tube (Fig 32).
2. Clean all parts in a suitable solvent. Be certain
all dirt and contaminants are removed.
3. Inspect all parts for cracks, nicks or other
damage. Replace any parts that are worn or
damaged.
F. DRAG LINK REASSEMBLY
Install one ball seat then the spring and the second ball
seat followed by the safety plum and adjusting plug in
the end of the drag link tube.
G. INSTALLATION
1. Place steering cylinder into position on truck and
secure to mounting anchor with anchor pin,
washer, and cotter pin. Cylinder should pivot
freely in anchor.
2. First make certain locknut is on drag link and
connect drag link to steering cylinder by
screwing drag link into cylinder tube.
3. Connect drag link to pivot arm, screw in
adjusting plug, and secure with cotter pin.
4. Remove plugs and connect hoses to power
steering cylinder.
5. Make sure hoist is securely attached to
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TM 10-3930-644-14&P
Figure 33. Drag Link Adjustment
truck, raise truck, remove blocks, and lower
truck to floor.
H. DRAG LINK ADJUSTMENT
3. If cylinder rod is out of adjustment loosen jam
nuts (Fig 33) and turn rod in or out of anchor
pivot until properly adjusted. Tighten jam nuts to
150-170 lb-ft.
1. Make certain pivot arm stop screws have been
properly adjusted (Refer to TOPIC 2. paragraph
G, PIVOT ARM STOP ADJUSTMENT).
4. Turn steering wheels to full left hand turn.
Spacer (Fig 33) should strike cylinder tube and
pivot arm screw hit stop simultaneously.
2. Turn steering wheels to full right hand turn.
Power steering cylinder rod should be fully
extended and pivot arm screw should hit stop
simultaneously.
5. To adjust, loosen jam nuts and turn spacer in or
out until properly adjusted. Tighten jam nuts to
150-170 lb-ft.
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TM 10-3930-644-14&P
Figure 34. Cylinder Rod Adjustment for Left-Hand Turn
TOPIC 5. TIE RODS
A. REMOVAL
1. Remove
cotter
pins,
adjusting
plugs
(Fig. 3, 4, and 5), ball seats, and springs from
the tie rods, and separate the tie rods from the
pivot arm.
2. Remove cotter pin and nut from ball socket, and
remove the tie rods from the spindles. Loosen
the nut on the ball socket, and remove the ball
socket and nut from the tie rod tubes.
B. CLEANING AND INSPECTION
1. Clean all parts with mineral spirits or other
suitable solvent, and dry with compressed air.
2. Inspect all parts for cracks, breaks, bends, other
damage, and wear. Repair or replace parts as
indicated by their condition.
3. Lubricate all parts except the ball sockets with
an SAE 10 or 20 oil. Pack the tie rod ball
sockets with high quality chassis lube.
C. INSTALLATION
Assemble the nut, ball socket, cup, seats, spring, and
plug to tie rods. Position the tie rods on the pivot arm
and tighten plug until seats firmly grasp ball stud on the
pivot arm. Install ball socket on spindle and secure with
nut and cotter pin.
D. TIE ROD ADJUSTMENT
Set the steer wheels straight ahead, parallel with the
frame. If wheels are not parallel, adjust the tie rods to
obtain this position. Zero degrees (0°) toe-in must be
maintained at all times. To adjust tie rod, remove cotter
pin and retaining nut that secures tie rod ball socket to
steer wheel spindle. Remove ball socket from spindle
and loosen nut that secures ball socket to tie rod. With
the steer wheel parallel to the frame, turn ball socket IN
or OUT until proper adjustment is obtained. Position ball
socket in steer wheel spindle, install retaining nut
securely, and install cotter pin; then tighten ball socket
nut securely.
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TM 10-3930-644-14&P
TOPIC 6. STEER WHEELS (PRT)
Figure 37. Steer Wheel Assembly (Pneumatic Tire)
A. REMOVAL AND DISASSEMBLY
1. Attach a suitable hoist of adequate capacity to
the rear of the vehicle and raise it sufficiently so
the steer wheels clear the floor. Carefully place
sturdy wooden blocks under both sides of the
frame. Lower vehicle enough to take stress off
the hoist and so the steer wheels clear the floor
and the wooden blocks.
CAUTION
Use care when removing bearing
cups to prevent damage to the
bearing surface.
B. CLEANING AND INSPECTION
2. Remove the capscrews and lockwashers that
secure the hub cap to the wheel and remove the
hub cap (Fig. 35).
1. Wash bearing cones and cups thoroughly with
solvent to remove grease. Tap the bearing
cones against a block of wood to remove
deposits, and rewash with solvent.
Repeat
cleaning process until all old grease and
deposits are removed.
3. Remove the cotter pin, retaining nut, washer,
and outer bearing cone from the spindle.
2. Wipe the spindle and wheel hub with a soft cloth
soaked in solvent and dry with compressed air.
4. Carefully remove steer wheel and Inner bearing
cone from spindle.
3. Inspect the bearing cones, bearing cups and
spindles, for nicks, scratches, scoring and wear.
Replace damaged or worn parts.
5. If needed, remove bearings cups from wheel by
driving them out with a soft punch.
C. REASSEMBLY AND INSTALLATION
1. If removed, position the bearing cups
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TM 10-3930-644-14&P
in the wheel, and press or drive the cups into
their bores. Cups must be square with the
bores, and fully seated at installation.
2. Lubricate the inner wheel bearing cone with
specified grease. Use an applicator designed to
force lubricant into the bearing rollers.
3. Position inner bearing cone on the spindle.
Lubricate the bearing cups in the wheel and
carefully install the wheel on the spindle.
4. Lubricate the outer bearing cone with the
specified lubricant, using an applicator. Install
the bearing cone on the spindle.
5. install washer and retaining nut on spindle.
While rotating steer wheel, tighten retaining nut
to a torque of 50 lb-ft; then back off nut until
loose (0 Ib-ft). Rotate wheel alternately in each
direction while tightening retaining nut until a
torque of 25 lb-ft is obtained. Then back off nut
300 min to 60° max and install cotter pin.
6. Install hub cap and secure with capscrews and
lockwashers, tightening capscrews securely.
7. Raise vehicle slightly with the hoist and remove
the wooden blocks from under the frame. Then
lower vehicle so steer wheels rest on the floor.
Remove hoist from rear of vehicle.
E. REMOVAL (PNEUMATIC TIRE)
1. Ensure drive wheels are securely blocked and
set parking brake to prevent truck from rolling.
2. Remove the nuts and lockwashers attaching the
rims to the bolts in the wheel hub. (See Figure
37.)
1. Completely deflate the tube assembly. Remove
valve core from tube.
2. To remove the steer wheel tire, tube and flap,
remove the (6) six bolts, nuts and lockwashers
(inside the inner rim) and separate the inner and
outer rims. (See Figure 37.)
CAUTION
A safety tire rack, cage, or equivalent
protection should be provided and
used when inflating, mounting, or
dismounting tires installed on split
rims, or rims equipped with locking
rings or similar devices.
3. Replace or repair the defective tire, tube or flap
and reassemble in reverse order of removal by
placing tube in tire, then inserting flap; place
inner and outer rims in tire and secure nuts,
bolts and lockwashers.
4. Insert valve core and inflate tube to specified
pressure.
For good performance and long life, the correct tire
pressure must always be maintained in pneumatic tires.
Under-inflation will cause damage to tire cords and may
allow the tires to slip on the rims, tearing out the inner
tube valve stem. Over-inflation will result in excessive
slippage, causing rapid tread wear. (See Figure 38.)
Air pressure should be checked ever day with an
accurate tire gauge having one pound graduations. Do
not allow tire pressures to drop below the recommended
rating. Always be sure that the valve stem caps are in
place and turned tight by hand.
Never use pliers to tighten valve stem caps. The caps
prevent loss of air by keeping out any water or dirt which
could otherwise enter the valve core and cause damage.
G. TIRE PRESSURE
3. Pull the tire and rim assembly from the hub.
F. SERVICE - TIRE AND TUBE REPAIR
If a tire is excessively worn or badly damaged replace it
as follows:
CAUTION
Ensure tube has been completely
deflated prior to separating rims.
Maximum recommended pressures for pneumatic tires
are as follows:
5.00 x 8" x 6 ply................................................ 80 p.s.i.
6.00 x 9" x 10 ply ............................................ 100 p.s.i.
6.50 x 10” x 10 ply........................................... 100 p.s.i.
7.00 x 10" x 10 ply ............................................ 85 p.s.i.
7.50 x 10" x 12 ply .......................................... 100 p.s.i.
7.00 x 12" x 6 ply .............................................. 95 p.s.i.
7.00 x 12" x 12 ply .......................................... 100 p.s.i.
7.00 x 15" x 6 ply .............................................. 70 p.s.i.
7.00 x 15" x 12 ply .......................................... 100 p.s.i.
7.50 x 15" x 10 ply ........................................... 95 p.s.i.
8.25 x 15" x 12 ply ......................................... 100 p.s.i.
3-177
TM 10-3930-644-14&P
H. INSTALLATION (PNEUMATIC TIRE)
1. Install tire and rim assembly on hub.
2. Secure tire and rim assembly with nuts and
lockwashers.
3. Remove blocks,
handbrake.
lower
track
and
release
Figure 38. Tire Inflation
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TM 10-3930-644-14&P
TOPIC 6. STEER WHEELS (SRT)
Figure 35. Steer Wheel Assembly
A. REMOVAL AND DISASSEMBLY
1. Attach a suitable hoist of adequate capacity to
the rear of the vehicle and raise it sufficiently so
the steer wheels clear the floor. Carefully place
sturdy wooden blocks under both sides of the
frame. Lower vehicle enough to take stress off
the hoist and so the steer wheels clear the floor
and the wooden blocks.
CAUTION
Use care when removing bearing
cups to prevent damage to the
bearing surface.
B. CLEANING AND INSPECTION
2. Remove the capscrews and lockwashers that
secure the hub cap to the wheel and remove the
hub cap (Fig. 35).
1. Wash bearing cones and cups thoroughly with
solvent to remove grease. Tap the bearing
cones against a block of wood to remove
deposits, and rewash with solvent.
Repeat
cleaning process until all old grease and
deposits are removed.
3. Remove the cotter pin, retaining nut, washer,
and outer bearing cone from the spindle.
2. Wipe the spindle and wheel hub with a soft cloth
soaked in solvent and dry with compressed air.
4. Carefully remove steer wheel and inner bearing
cone from spindle.
3. Inspect the bearing cones, bearing cups and
spindles, for nicks, scratches, scoring and wear.
Replace damaged or worn parts.
5. If needed, remove bearings cups from wheel by
driving them out with a soft punch.
C. REASSEMBLY AND INSTALLATION
1. If removed, position the bearing cups
3-178a
TM 10-3930-644-14&P
in the wheel, and press or drive the cups into
their bores. Cups must be square with the
bores, and fully seated at installation.
2. Lubricate the inner wheel bearing cone with
specified grease. Use an applicator designed to
force lubricant into the bearing rollers.
3. Position inner bearing cone on the spindle.
Lubricate the bearing cups in the wheel and
carefully install the wheel on the spindle.
4. Lubricate the outer bearing cone with the
specified lubricant, using an applicator. Install
the bearing cone on the spindle.
5. Install washer and retaining nut on spindle.
While rotating steer wheel, tighten retaining nut
to a torque of 50 lb-ft; then back off nut until
loose (0 lb-ft). Rotate wheel alternately in each
direction while tightening retaining nut until a
torque of 25 lb-ft is obtained. Then back off nut
30° min to 60° max and install cotter pin.
6. Install hub cap and secure with capscrews and
lockwashers, tightening capscrews securely.
7. Raise vehicle slightly with the hoist and remove
the wooden blocks from under the frame. Then
lower vehicle so steer wheels rest on the floor.
Remove hoist from rear of vehicle.
D. CUSHION TIRE REPLACEMENT
The wheels used on all cushion tire lift trucks are
machined from castings. Any misalignment of the tire
and wheel, while the tire is being pressed onto the
wheel, can cause possible damage to the wheel.
Because of this, a chamfer has been provided on the
outside edge of the wheel and on the end of the inside
diameter of the tire's metal insert. The chamfers help
center the wheel and tire during the pressing operation
and reduce the possibility of misalignment.
CAUTION
To prevent damage to the wheel, the
tire must be installed with the
chamfered side of the wheel up.
To replace cushion tire, perform the following:
1. Remove Wheel and tire assembly from lift truck.
2. Check inside diameter of metal insert
3-178b
Figure 36. Cushion Tire Replacement
of new tire. Remove any scale or rust with
sandpaper. Clean inside of metal insert and
lubricate it with bearing grease.
3. Place a circular ram (Fig. 37) on the press table.
The length of the ram must be longer than the
width of the old tire that is to be removed to
allow complete removal of old tire. The outside
diameter of the ram must-be small enough to fit
loosely in the insert of the tire, but must be large
enough to rest squarely on the flat surface at the
outer edge of the wheel.
4. If the outside edge of the wheel is not flush with
the edge of the metal insert in the old tire,
measure how far wheel is recessed inside the
tire. New tire must be replaced at the same
position that worn tire is installed on the wheel.
A spacer, slightly smaller in diameter than-the
inside diameter of the tire insert and the same
thickness as the depth of recess, can be used to
obtain the proper amount of recess.
5. Position wheel assembly with worn tire on top of
circular ram so outside of wheel is positioned
upward. The outside edge of the wheel has a
chamfer to help guide the new tire onto the
wheel. The chamfered edge must always be the
leading edge of the wheel whenever a tire is
pressed onto a wheel.
TM 10-3930-644-14&P
6. Center the wheel assembly on top of the ram
and make certain they mate-up squarely.
7. Position new tire on top of wheel and tire
assembly. Align new tire and wheel so the two
are concentric with each other.
8. Start pressing new tire onto wheel and worn tire
off the wheel. Run press slowly for the first
couple of inches of travel because this is the
critical stage of the pressing operation. If tire
begins to cock, stop press immediately and
realign tire. A sharp jar with a soft headed
mallet will usually realign tire on wheel. If wheel
is to be recessed in tire, stop press after tire has
been started on wheel.
Position spacer
(mentioned previously) inside the new tire so it
rests squarely on the outer edge of wheel.
Continue pressing operation until tire is correctly
positioned on the wheel.
9. Release press; remove wheel and tire assembly
and worn tire from press table. Wipe off grease
and inspect wheel and tire assembly.
10. Install wheel and tire assembly on lift truck.
3-178c
TM 10-3930-644-14&P
HYDRAULIC SYSTEM
TOPIC 1. HYDRAULIC PUMP
A. DESCRIPTION
The hydraulic pump (Fig 1-1) is a gear type unit driven
directly from the engine. With this type of installation,
the pump is always driven at engine speed.
The hydraulic pump consists of a housing, a combination
end plate and mounting flange, gears, seals, bushings
and capscrews. The housing also contains bores for the
priority flow control valve, and the priority flow relief
valve.
stick, tap body on a piece of wood to prevent
marring mating surfaces. Place bushings on
clean rag to prevent damaging surfaces.
NOTE
If the front bushings are excessively
tight and difficult to remove, it
indicates operation with dirty oil.
5. Set pump body face-up and remove drive shaft
and idler shaft.
The relief valve pressure setting can be adjusted by
turning the setscrew, located in the end of relief
assembly, in or out. Turning the setscrew IN increases
the spring pressure on the cone to increase the relief
pressure setting, while turning the setscrew OUT will
decrease the relief pressure.
6. Invert pump body and allow rear set of bushings
to slide out. See Step 4.
When the hydraulic pump must be removed for
replacement or repair, the following procedure is
recommended:
8. Remove plug from rear of body and take out
steering spool and spring.
B. REMOVAL
1. Remove radiator grille and components
necessary to gain access to hydraulic pump.
NOTE
On truck applications where the
hydraulic oil reservoir is below the
supply line connection at the pump, it
will not be necessary to drain the
reservoir. Check reservoir to see if
oil level is above or below the pump.
If it is above the pump, oil will flow
out of the supply (suction) line, when
it is removed from the pump.
2. Disconnect hoses from fittings on hydraulic
pump, and cap hoses to prevent contamination.
3. Remove capscrews and lockwashers attaching
pump bracket to the engine and remove pump
assembly.
4. Place the hydraulic puma assembly in a suitable
work area for service.
C. DISASSEMBLY
1. Thoroughly clean outside of pump.
2. Remove capscrews which attach mounting
flange to pump body. Remove flange.
3. Remove all accessible O Rings and backup
rings.
4. Turn pump over, holding one hand over the front
bushings and let them slide out. If bushings
7. Remove the relief port plug and remove the
relief valve components, laying them out in their
order of removal.
9. Wash parts in solvent, blow dry
compressed air and inspect for damage.
with
D. INSPECTION
1. Check bushing bores near the front of the
housing, using a 2" inside micrometer. If bores
measure over 1.770, discard the pump body.
This indicates pump has been subjected to
excessive pressures, and the system should be
checked to determine the cause.
2. Measure depth of grooves cut by the gears. If
deeper than .005", it results in reduced flow of
hydraulic oil. The gear track should have a
smooth texture radially and should be darker
color than the rest of the body. If it has a
sandpaper like texture, and a light gray or silvery
color (when dry), it indicates pump has been
running on dirty or foamy oil. Flush hydraulic
system before installing clean oil, and if puma
body is to be reused, hone the face flat with a
fine stone and clean thoroughly; use a fine
sandpaper to remove any burrs left inside the
bores.
3. Inspect the shaft seals in the end plate, and if
they are not damaged or have not been leaking,
they can be reused.
Place a straightedge
across the machined surface that faces the
pump body. If the flange is bowed, do not
reuse.
NOTE
Bowing of flange is caused by
excessive pressures, and the cause
should
be
determined
before
reinstalling the pump.
3-179
TM 10-3930-644-14&P
Figure 1-1. Hydraulic Pump
Looking at the plate from the pump side,
measure the top left and lower right mounting
holes. If the holes are larger than .441 diameter,
replace the flange. This indicates pump has
been running with mounting bolts loose.
if
flange is to be reused, hone same as body face.
4. Handle pump gears carefully when inspecting to
prevent burring the teeth with resultant damage
to the bushings. If the length of the gear is less
than 1.320, or if gear O.D. is less than 1.754,
the gear must be replaced. Check gear teeth
ends and remove any burrs with a small, fine
hone. If journal surfaces are blackened, and
can be scratched with a pen knife, they have lost
their case hardening and must be replaced.
5. When inspecting the bushings, they must be
handled very carefully to prevent damage, as
this makes them difficult to assemble and
reduces their sealing effectiveness. The bore of
the bushing, will be worn slightly oval, must not
measure over 0.381 at the largest reading. The
length of the bushing must not measure under
1.055. Minor cuts or scratches can be removed
by honing in a circular motion with an extra fine
stone. Be sure sharp edge between face of
bushing and the O.D. is not broken. Erosion on
the face of the bushing near the rectangular land
and in the lube oil slot indicates dirt in the
system.
6. Wash valve spool and dry with compressed air.
It should slide freely in and out of its bore in the
3-180
body. Check diameter of all lands and replace
spool if any are less than .748. Check the
balance and flow orifices and clear with a fine
wire, if plugged.
7. Check valve spool spring to see that it is not
bent or deformed. Replace if length is less than
3-1/2'".
8. Inspect the relief valve plunger for wear and
erosion and replace, if damaged.
9. If relief valve spring is bent or deformed, replace
it. Replace if length is less than 0.30.
E. REASSEMBLY
Before reassembling pump, lay out all parts in a
sequence in which they were removed and make sure all
parts are perfectly clean.
1. Place pump face up and install the two body
dowels, tapping them in place with a plastic
hammer. Coat body bores with light oil.
2. Place the bushing O rings and the backup rings
on the shoulder at the rear of the rear bushings.
Hold in place with grease, if necessary. Place
the bushing dowel in the holes in the flat side of
the bushings and holding the bushings together,
carefully align then and slide them, O Ring side
down, into the bores. Coat faces and bores of
the bushings
TM 10-3930-644-14&P
with light oil.
CAUTION
Do not tap or force bushings into
bores.
They should slide to the
bottom by hand force.
Be sure bushings bottom in housing and that
back-up rings do not fall off.
3. Turn pump body so priority valve bore is to the
left, thin place drive gear (long shaft) in top bore
and idler gear (short shaft) in lower bore. Coat
Journals and gear faces lightly with oil.
4. Place bushing dowel between the two front
bushings. Hold bushings together, and insert
face down into the pump bores.
CAUTION
Do not force bushings in. They will
slide in smoothly if properly aligned.
Place the bushing O Ring and then the back-up
rings on the bushing shoulders.
5. Place the two drain O Rings in the two small
recesses in the face of the body on the inlet side
of the pump and place the body O Ring in its
recess around the bushings.
6. Place the priority valve spring in the valve spool,
coat the spool with oil, and install it (spring end
last) into the valve bore.
7. Install plug in spool bore.
8. To replace seals in the end plate, first press in
the oil seal with the lip pointed in, then press in
the air seal with the lip pointed out. Install the
end plate on the pump, taking care not to
damage the seals on the shaft. Before sliding
end plate all the way down, check to see that all
O Rings and back-up rings are still in place.
F. INSTALLATION
NOTE
If the splines of the original coupling
are worn, replace coupling.
1. Install the pump and the mounting bracket onto
the front of the engine. Reconnect the hydraulic
lines to the hydraulic pump.
2. Check the hydraulic oil reservoir to be sure the
oil level is correct. Run pump for one minute at
no load, idle speed, to allow the system to fill.
Check for any pressure or air leaks in the
system at this time. After one minute of running,
shut engine off and recheck oil level in reservoir.
If low, fill to proper level as Indicated by Full
,mark on oil level dipstick.
NOTE
If severe foaming is observed, it
indicates a suction leak or improper
oil, and must be corrected.
3. Set the main hydraulic relief pressure
(adjustable.
valve located in control valve
assembly) to the following:
1900-2000 psi
4. Install a pressure gauge (2000 psi) in the
pressure side of the steering circuit. With the
hydraulic pump operating at full speed, turn the
steer wheels to their limit. The opening pressure
should be set at 1100 psi by adjusting the pump
relief valve setscrew IN or OUT.
5. Always start the hydraulic pump under no load
conditions to prolong pump life.
Refer to
SPECIFICATIONS of LUBRICANTS for proper
oil to use.
6. Install the radiator grille and components which
were removed to gain access to the pump.
9. Tighten capscrews firmly. Turn shaft of pump to
see if it has some drag, but can still be turned by
hand.
10. Install the relief valve components in the same
position from which they were removed in the
relief valve bore. Tighten plug until it bottoms.
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TM 10-3930-644-14&P
TOPIC 2. CONTROL VALVE
A. DESCRIPTION
The hydraulic control valve (Fig 2-1) contains two basic
plunger sections (lift and tilt controls; additional plunger
sections can be added for accessory unit control). Each
of the sections may be replaced separately. All parts of
the sections may be replaced individually, except the
plunger section housings and their selectively fit
plungers, which must be replaced as units.
The function of the control valve is to direct the flow of
the hydraulic fluid, under pressure, to the appropriate
cylinders.
The control valve contains an adjustable relief valve
which protects the system against damage resulting
from excessive pressure that builds up when the lift or tilt
cylinders reach full stroke. Excessive pressure can also
result from overloads.
The relief valve should be
adjusted to unseat at i.950 ± 50 psi.
The control valve requires very little attention with the
exception of keeping the hydraulic lines and hose
connections tight.
B. REMOVAL
The following procedure is recommended for proper
control valve removal:
1. Make sure lift is collapsed and that mast is tilted
all the way forward.
the same bodies from which they were removed.
Valve sections must be reassembled in the
same order.
1. Remove the four tie studs and nuts and
separate the valve sections. Be careful not to
destroy or lose spacers.
2. Remove the two screws which secure the spool
end cap and remove the cap (and switch
bracket, if used). If the cap has a detent
assembly, screw out the detent plug and remove
the spring and piston. Remove the O Ring from
the cap.
3. Slide the spool out of its bore and remove the O
Rings from the groove in the spool and from the
valve body around the spool bore. Do not
remove the centering spring, retainers or the
spool extension unless it is necessary to replace
them.
4. Grip the stem of the check valve plug with pliers
and pull it out of the valve body. Remove the O
Ring and back-up ring. Remove the spring and
ball from the valve body.
5. Screw out the plug which retains the relief valve
and remove the O Ring from the plug. Remove
the spring and the relief valve sub-assembly.
Remove the solid plug.
6. Remove the fitting. O Rings and back-up ring.
2. Disconnect control lever linkage if necessary to
gain access for control valve removal. (On
some new model trucks, the handles, linkage,
and mounting bracket can all be removed along
with the control valve.)
D. CLEANING, INSPECTION AND REPAIR
1. Discard all old seals. Wash all parts in a clean
mineral oil solvent and place them on a clean
surface for inspection.
3. Disconnect and cap all hydraulic lines.
NOTE
Properly tag all lines so that they will
be reconnected to their proper ports.
4. Remove the mounting capscrews and control
valve.
5. Clean outside of valve with a solvent and dry
with compressed air.
6. Remove all fittings and place control valve in a
suitable work area.
C. DISASSEMBLY
During disassembly, particular attention should be given
to identification of parts for reassembly. Spools are
selectively fitted to valve bodies and must be returned to
3-182
2. Carefully remove by light lapping. Be certain
there is no paint or burring on mating surfaces of
valve bodies.
3. Inspect the valve spools and bores for burrs and
scoring. If scoring is not deep enough to cause
objectionable leakage, the surfaces can be
polished with crocus cloth.
If scoring is
excessive, the valve body and spool must be
replaced. Check the valve spool for freedom of
movement in the bore.
4. Check the relief valve for smooth movement in
its bore. The valve should move from its own
weight.
E. REASSEMBLY
NOTE
Coat all parts with clean hydraulic oil
to facilitate assembly and provide
initial lubrication. Petroleum jelly can
be used to hold seal rings in place on
assembly.
TM 10-3930-644-14&P
Figure 2-1. Control Valve
1. Install the back-up ring and then the O Rings on
the fitting. Tighten the fitting securely, but DO
NOT over tighten.
2. Install the O Ring on the relief valve plug. Place
the relief valve assembly in its bore, hex nut end
up. Install the spring and plug and tighten the
plug securely but DO NOT over tighten.
3. Install a new back-up ring and O Ring on the
check valve plug with the O Ring toward the
spring and ball. Place the ball and spring in the
body and install the plug. Be sure the hole in
the plug lines up with the stud hole in the body.
Check valves are not used in "8" spool sections.
4. If the centering spring was removed, install the
spring and retainers on the spool. Place the O
Ring in the groove around the spool bore and
install the O Ring on the spool. Install the spool
in the bore.
5. Install the O Ring-in the end cap groove and
install the cap, switch bracket (if used) and
attaching screws. Torque the screws securely.
On models with detents, grease all the detent
parts. Install the end cap and check for proper
spool extension alignment. Install the piston,
spring and plug. Be sure to screw the plug in all
the way.
CAUTION
Make sure all mating surfaces of
valve bodies are free of burrs and
paint.
6. Install seal rings and the seal ring retainer in the
grooves in the body of each inlet and center
section. Use petroleum jelly to hold the seals in
place. Carefully place the sections together in
the same order in which they were removed.
Coat the stud threads with "Loctite" or similar
sealant and install the studs. Tighten the nuts to
15 lb ft torque. If levers are used, install pins in
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TM 10-3930-644-14&P
each spool and assemble the levers, fulcrum rod
and "E" washers.
F. INSTALLATION
1. Ensure that all fittings have been replaced and
properly tightened.
2. Place control valve assembly in its relative
mounting location and insert the attaching
capscrews.
3. Uncap and connect the hydraulic lines as
marked.
a. Gain access to the control valve; actual
location varies between truck models.
b. Some adapters have a plug in them where
a pressure gauge can be installed. If unit
is not equipped with this type adapter,
disconnect the hydraulic tube at the inlet
part of the control valve.
c. Install a tee fitting on the end of the
hydraulic tube and connect the tee fitting
to the adapter in the inlet port.
d. Install a pressure gauge with a 0 to 3000
psi range in the tee.
4. Reconnect the lever linkages if disconnected.
5. After complete reassembly has been assured,
run the hydraulic system (i.e., operate the
control, lift control, tilt control and any auxiliary
functions associated with the hydraulics) for
about 5 minutes to eliminate any air present in
system.
The internal construction of the
hydraulic reservoir will "bleed-off" any trapped
air in the hydraulic oil as it flows through the
reservoir.
Recheck the hydraulic oil level
(reservoirs) after operating the hydraulic system
and refill, If necessary.
G. ADJUSTMENT
1. Linkage
Improperly adjusted or out of adjustment linkage
can result in binding or bending of the control
valve linkage.
Ensure that tilt and lift control levers and
associated linkage travel-freely and smoothly,
through forward and backward movement, of
each lever and that the control valve plungers
respond accordingly. Adjust, bend, repair,-or
replace as necessary.
e. Place shift lever in neutral position, turn
key switch ON and start engine.
f. Pull the tilt lever back to retract the lift
cylinders and hold lever in this position.
g. While holding lever, observe the needle
on the pressure gauge. When pressure
reading of 1950 psi is attained, the needle
will stop, indicating relief valve opening.
h. If the relief valve opens below or above
1950 t So psi, it must be adjusted as
follows:
(1) Turn key switch OFF.
(2) When pressure gauge reads zero, remove
relief valve plug.
(3) Check relief valve assembly and salve
spring for damage.
Replace defective
parts.
(4) Install valve assembly with spring, 0 Ring,
and plug.
(5) Repeat Steps e through g.
Be certain that pivot points or other mating
surfaces are free of accumulated sludge and
remain lightly lubricated to function smoothly.
2. Relief Valve Adjustment
Whenever the control valve or hydraulic pump
has been repaired or replaced, check the relief
valve and adjust to open at specified pressure.
Check and adjust the relief valve (Fig 2-I)
located in the lift section of the control valve as
follows:
3-184
i. Turn key switch OFF.
j. Remove pressure gauge and tee; then
install hydraulic tube to control valve
fitting.
TM 10-3930-644-14&P
TOPIC 3. TILT CYLINDER
A. DESCRIPTION
5. Remove capscrew and pin retainer (Fig 3.1).
The action of the tilt cylinder is a straight line motion.
Any misalignment between the cylinder and the piston
will cause binding, rapid wear of packing and the
packing gland, rapid wear of piston rod and packing, and
will tend to break the weld on the cylinder case.
6. Insert drift pin (Fig 3-2) in hole provided for it in
tilt cylinder mounting pin, and remove pin. The
tilt cylinder may then be lifted from location.
C. TILT CYLINDER DISASSEMBLY
The welded section is designed to hold hydraulic
pressure and should not be called upon to sustain any
bending action due to misalignment.
To remove the tilt cylinder for replacement or repair, the
following procedure is recommended:
B. REMOVAL
The tilt cylinders are mounted under the toe plate and
floor plate.
To remove tilt cylinders the following
procedure is recommended:
1. Set hand brake. Operate tilt cylinder lever and
put mast in forward position.
Turn ignition
switch to OFF position. Secure mast in position
with a chain hoist.
2. Remove cotter pin and yoke pin.
CAUTION
Protect tilt cylinder rod from truck
frame and handling mishaps.
3. Remove toe plate and floor plate.
4. Disconnect hydraulic lines at tilt cylinder.
1. With tilt cylinder firmly secured in bench vise,
loosen capscrew on yoke and remove yoke from
plunger rod. Record number of turns required to
remove yoke.
2. Remove packing gland and. pry out packing
and wiper. Also remove O Ring, back-up ring,
and nylon pellets.
3. When replacing O Ring, and back-up ring,
lubricate with hydraulic oil and do not
overstretch when sliding over edge of packing
gland.
4. When replacing plunger packing seal, remove
items in Steps 1 and 2 in this paragraph, and
then withdraw complete piston and plunger
assembly from cylinder tube.
5. Remove spacers from plunger rod. An 0 Ring is
installed in the end spacer only.
CAUTION
Do not attempt to remove piston
from plunger rod.
They do not
separate.
Figure 3-2. Tilt Cylinder Pin Removal
Figure 3-1. Tilt Cylinder Anchor Pin
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TM 10-3930-644-14&P
6. Remove bearing and packing from piston.
7. Thoroughly check cylinder bore for score marks
or nicks.
These cause damage to piston
packing cups.
D. TILT CYLINDER REPAIR
1. When packing/starts to wear, renew it otherwise
parts of the packing will contaminate the oil and
work into the pump or valve. thus causing
damage, or malfunction.
2. Do not disassemble the unit any more than is
required to replace the faulty packing.
3. Use only approved packing.
substitutions.
Figure 3.4. Tilt Cylinder Assembly
Never make
a. O Rings should be pushed over sharp
edges with care. They can be easily cut.
4. Before installing, inspect for nicks, cuts or flaws.
Do not install if any of these faults are present.
b. Usually no adjustment is required upon
installation; make certain that 0 Rings are
not twisted.
5. All metal surfaces on which packing slides
should be very smooth. If surfaces are scored
or nicked, replace the parts or resurface them.
6. Soak packing in hydraulic oil before installing.
7. Sharp tools or instruments should not be used
when installing packing.
8. When installing seal rings do not stretch them
more than absolutely necessary.
9. Fit packing evenly and snugly without using
undue force.
10. When packing must be installed over threads or
sharp edges, use shim stock to protect packing.
c. Check to see that the ring is of correct
size to give a "squeeze" in the installed
position.
11. Do everything possible to keep all hydraulic
parts as clean as possible. Keep dirt and fine
metal particles from packing and plungers.
Such material can quickly damage packing and
score plungers.
E. TILT CYLINDER REASSEMBLY
Reverse disassembly procedure when installing new
parts.
1. Install new packing and bearing on piston.
2. Install spacers on plunger rod. Be sure that
outer spacer has an 0 Ring in groove.
3. Install piston and plunger assembly in cylinder
tube.
4. Install new nylon pellets, 0 Ring, backup ring,
packing and wiper on packing gland.
5. Install packing gland on plunger assembly and
cylinder tube. Gland must be flush with cuter
edge of cylinder tube.
Figure 3 -3. Tilt; Cylinder Components
3-186
6. Install yoke on plunger rod same number of
turns as when removed. Tighten capscrew on
yoke.
TM 10-3930-644-14&P
F. INSTALLATION
1. Place the tilt cylinder in the mounting bracket
lining up holes and insert mounting pin.
4. Install yoke pin at back of mast.
pin.
Install cotter
5. Check tilt cylinders to make sure they bottom
simultaneously.
2. Install pin retainer and capscrew.
3. Install hydraulic lines, making sure connections
are tight. Check for leakage before installing toe
and floor plate.
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TM 10-3930-644 14&P
MEMO
3-188
TM 10-3930-644-14&P
MASTS, CARRIAGES AND FORKS
TOPIC 1. MASTS
A. DESCRIPTION
The conversion of the hydraulic system fluid energy into
mechanical energy necessary in lift truck operation is
accomplished by the mast assembly.
An EXTRA LIFT mast is available for all models of lift
trucks, while the HIGH FREE-LIFT, TRI-LIFT, TRI
FREE-LIFT and TRI-MAX masts are available for certain
model trucks only.
The extra-lift and the high free-lift masts are basically the
same in construction with two structural uprights. The
difference between the two is the type of lift cylinder
used and its mounting arrangement within the mast
structure. The TRI-LIFT, TRI FREE-LIFT and TRI-MAX
masts consist of a nested assembly of three (3)
structural uprights (channels) or beams.
All masts but the TRI-LIFT, and some of the larger
capacity TRI-MAX models, utilize two (2) lift chains for
safety and to minimize off-center loading. Due to the
operational mechanization, all TRI-LIFT and some of the
larger capacity TRI-MAX masts, make use of four (4) lift
chains. The chain anchors are individually adjustable to
ensure equal tension and a level fork carriage. The
chains are centrally located so as to offset any bending
action on the lift cylinder plunger(s).
Should it become necessary to re-center the mast
channel uprights for smooth and even sliding, the
following alignment mechanics are provided (adjustment
method varies with the model and load capacity of mast
employed) : a Wear plates and aligning shims. b Roller
bearings and aligning shims: c Adjusting plugs. Each of
these methods of adjustment will be discussed in detail
in the applicable mast service topics.
The removal procedure for all masts is essentially the
same and is recommended as outlined as follows.
B. REMOVAL
1. Remove the carriage forks.
2. Block the inner mast to give 20" to 24" clearance
between bottom of mast and floor.
3. Attach a suitable chain hoist to carriage
assembly.
remove chain anchor pins and
disconnect chains from carriage.
4. Lower carriage out of bottom of inner mast, and
move to the side, away from work area.
Remove chain hoist.
5. With mast fully lowered, attach a sling from an
overhead crane to the mast lift-eyes to secure
entire mast assembly during removal.
CAUTION
Be certain overhead hoist is rated to
safely
support
mast
assembly
weight.
CAUTION
Fully retract or lower lift cylinders.
6. Disconnect tilt cylinders from outer mast.
7. Disconnect hydraulic line(s) from lift cylinder(s).
8. Raise overhead crane high enough to relieve
pressure on the mast pivot pins. Remove pivot
pins from mast and lift truck frame; use crane to
lay mast flat on suitable supports with cylinder(s)
(cluster) facing up.
C. TRI-MAX MAST (CLUSTER TYPE) DISASSEMBLY
AND INSPECTION
1. Remove the lift cylinder cluster assembly and
intermediate lift cylinder assembly (refer to TRIMAX CYLINDER CLUSTER REMOVAL Topic).
2. Remove the cylinder bracket from the top
support on the intermediate mast section, and
disassemble and remove the channel restraint
interlock assembly. (Refer to Figure 1.)
3. Carefully slide the inner and the intermediate
mast sections out of the top of the outer mast
section, then remove the inner mast-section
from the intermediate mast section.
NOTE
Remove the capscrews and spacer
form the carriage roller supports, if
applicable.
3-189
TM 10-3930-644-14&P
Figure 1. Tri-Max Mast (Cluster Cylinders)
4. Remove the bearings and studs from the top of
the outer mast.
5. Remove the bearings and shims from the studs
remaining on the mast sections.
6. Clean all parts with an acceptable solvent.
7. Carefully inspect all parts for evidence of wear
or damage, and replace any worn or badly
damaged parts.
8. in the event of any bearing failure where the
inner race has been fractured, carefully examine
the respective bearing stud for nicks. Replace
any studs with nicks or other evidence of
damage.
9. It is recommended that whenever a stud or
bearing that is mounted with a screw or
capscrew has been replaced, that the screw or
capscrew be replaced too.
10. Repair cracks and minor breaks by welding, if
practicable.
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TM 10-3930-644-14&P
D.
TRI-MAX MAST
REASSEMBLY
(CLUSTER
CYLINDER)
1. Carefully insert too inner mast section within the
intermediate mast section.
NOTE
Ensure that all roller bearings have
been replaced, and are shimmed if
necessary.
2. Carefully insert the inner/intermediate mast
sections within the outer mast section; this is
accomplished by reversing the removal
procedure, that is, by inserting mast sections at
the top of the outer mast.
3. Replace the channel restraint interlock
assembly. Replace the cylinder bracket at the
intermediate mast top support.
4. Install the cluster cylinder assembly and the
intermediate cylinder assembly (refer to TRIMAX CYLINDER CLUSTER INSTALLATION for
specific instructions).
5. Replace the bearings and studs previously
removed from the top of the outer mast.
E. INSTALLATION
1. Using a properly rated hoist, maneuver the mast
assembly into its relative mounting position on
front of the lift truck.
2. Carefully Insert the mast pivot pins by reversing
the REMOVAL procedure.
3. Connect and properly secure the tilt cylinders.
F. LIFT CHAIN ADJUSTMENT
When it becomes apparent that the fork carriage is not
level, that the lift chains are loose, or that the forks are
higher than 1/4" to 1/2" above the floor when the lift
cylinder is fully lowered, then the lift chains require
adjustment.
Although the chain anchors are of different sizes and in
different locations on the various types of masts, the lift
chain adjustment remains the same, with the following
exception:
NOTE
ALL CLUSTER CYLINDERS are
adjusted with the PRIMARY Cylinder
FULLY extended.
1. Position the mast assembly so it is vertical.
Ensure that the inner mast section and lift
cylinder are in the fully lowered position.
2. Loosen the chain anchor locknuts.
3. Chain tension is adjusted by increasing or
decreasing the chain lengths with the adjusting
nuts. Alternately tighten or loosen the chain on
one side and then on the opposite side, until the
chains are snug, with no slack, and carriage
forks clear the floor within 1/4" to 1/2".
NOTE
Two (2) sets of chains are used in
TRI-LIFT (and some TRI-MAX) masts,
and chain tension is adjusted with
adjusting nuts and turnbuckles.
Adjust primary chain anchors first
until forks barely clear the floor.
Then adjust the secondary chain
anchors until chains are snug.
4. Replace hydraulic line(s,).
5. Refer to CARRIAGE ASSEMBLY, Topic 3, and
install carriage.
6. If applicable, replace capscrews and spacer at
carriage roller supports.
7. Replace carriage forks.
INSTALLATION, Topic 4.)
3-191
(Refer to FORK
4. Make certain that the lift chain tension is equal
on each chain and that the fork carriage is level.
TM 10-3930-644-14&P
5. After the adjustment is completed, tighten the
locknuts securely and make certain adjustments
were not turned.
G. BEARING ADJUSTMENT (TRI-MAX MAST)
1. Cuter Mast Assembly. Use an adjustable inside
spanning tool and check the rear inside of the
outer mast upright to find narrowest distance
between uprights. Lock tool in this position. Set
an adjustable outside spanning tool to match
inside spanning tool. Lock tool in this position.
2. Intermediate Mast Assembly. Install bearings on
studs located at bottom of intermediate mast
assembly. Use an outside spanning tool as set
in Step I above and span bearings at maximum
camber point. Shim bearings, if required, to
obtain maximum .015 inch clearance between
bearings and outside spanning tool. Divide
shims as equally as possible between bearings.
Shims available in 0.015 and 0.
040 inch
thicknesses.
NOTE
If odd shim is required, place odd
shims on same side of all mast
sections and carriage so mast will be
in balance.
3. Cuter Mast Assembly Top Bearing. Use outside
spanning tool and find widest point in outside
width of web on intermediate mast assembly.
Install bearings on studs at top inside of outer
mast. Use inside spanning tool to span bearings
at maximum camber point. Check clearance
between outer and inner spanning tools.
Measure clearance accurately and install shims
to provide proper clearance. Install shims as
Figure 2. Setting Outside Spanning Tool
equally as possible under both bearings to
provide maximum .015 inch clearance.
4. Inner and Intermediate Mast Bearings. Perform
Steps 2 and 3 to adjust upper bearings on inside
of intermediate mast and lower bearings on
inner mast.
5. Carriage Assembly Bearings.
Use inside
spanning tool and check inside of web of inner
mast assembly and determine narrowest point.
Set outside spanning tool to match Inside
spanning tool. Lock tool in position. Install
bearings on roller studs on carriage. Span
bearings on carnage assembly at the maximum
camber point with outside spanning tool. Span
all three sets of bearings. Shim bearings to
produce maximum .015 inch clearance with
spanning tool. To check bearing alignment,
place a straightedge against stud centerline to
all three bearings on both sides of carriage
assembly.
No visible gap should be seen
between bearings and the straightedge.
6. After assembly raise and lower the mast and
carriage several times to check for free
movement throughout the entire range of travel
TOPIC 2. LIFT CYLINDERS
A. DESCRIPTION
Various renderings of the lift cylinder mechanism are
available depending on the type of mast assembly used
on the lift truck. All lift cylinders operate by the same
hydraulic principles regardless of their multiplicity or
arrangement.
The hydraulic oil enters the lift cylinder(s) at, or near.
the base of the cylinder(s) causing the plunger(s) to
extend.
3-192
A flow regulator, which is located at the oil inlet port of
the lift cylinder(s), controls the flow of hydraulic nil so
that the load lowers at a controlled rate of speed from
the raised position.
B. SERVICE
After each 50 hours of operation, inspect the mast lift
cylinder(s). cylinder hoses and fittings for evidence of
leaks and repair as necessary.
The following procedures are recommended for the
proper removal of the respective lift cylinders noted:
TM 10-3930-644-14&P
C.
TRI-MAX LIFT CYLINDERS (CLUSTER TYPE)
REMOVAL
D. TRI-MAX AND HIGH-FREE LIFT (CLUSTER TYPE)
DISASSEMBLY AND INSPECTION
1. Disconnect the lift chains from adjusting screws
on the cylinder cluster.
1. Remove the gland nut from the tube of cylinder
with a spanner wrench, then remove the wiper
ring, back-up ring, “O" ring, packing and nylon
pallets from the gland nut.
2. With cylinders completely collapsed, disconnect
the hydraulic line between the cluster cylinder
and the single cylinder.
3. Remove the screw and nut which secure the
cylinder cluster to the inner and intermediate
masts.
4. Carefully lift cylinder cluster from the mast
assembly. Remove the crosshead assemblies
and ram guards from the outer cylinder rams.
5. To remove the single lilt cylinder. remove the
fittings, clamps and the flow regulator from the
cylinder.
6. Remove the clamp securing the lift cylinder to
the intermediate mast. Remove the screw and
washer securing cylinder to bracket at top of
intermediate mast. Remove nut and washer
securing cylinder to bottom of outer mast.
7. Remove the single cylinder from the mast and
place it on appropriate supports to prevent its
rolling during inspection and repair work.
2. Remove the STOP RING from the tube, if
applicable. (Note: Stop ring not used on all
clusters and single cylinders.)
3. Carefully slide the ram from the tube and
remove the wear ring from the ram.
CAUTION
Always use care when handling the
ram assembly so that it will not be
nicked or damaged.
4. Clean all metal parts with an acceptable solvent.
Inspect parts for wear or damage.
5. Remove any nicks and scratches with fine
emery paper or honing stone; replace all
unserviceable parts.
NOTE
Always replace all packing sets, "O"
rings, back-up rings, and wiper rings,
regardless of their condition.
Be
certain shell is clean and free of
foreign matter.
NOTE
Disassemble and repair remaining
cylinders in same manner.
6. The single cylinder of the Tri-Max cluster
arrangement is serviced in the identical manner
as the cluster cylinder.
3-193
TM 10-3930-644-14&P
Figure 3. Cylinder Cluster Assembly (Tri-Max, High Free Lift)
E.
TRI-MAX AND HIGH FREE LIFT CYLINDERS
(CLUSTER TYPE) REASSEMBLY
and back-up ring (12) on gland nut (3). Insert
replacement nylon pellets (4) in nut.
1. Refer to Figure 3 and place bearing (7) on ram
(6) end as shown.
4. Slide preassembled gland nut (3) over ram (6),
and using a spanner wrench, tighten gland nut
into tube (9).
2. Ensure that all parts and ram are free of any
foreign matter and Insert ram in tube (9) as
shown. Install and tighten the stop ring (13), if
applicable.
3. Preassemble packing (2) and wiper ring (1)
within gland nut (3) ; then place "O" ring (5)
3-194
NOTE
Use same reassembly procedure on
remaining rams and on the single
cylinder, (Tri-Max only). Ensure that
all parts are clean and free of foreign
matter and that rams move smoothly
Without binding.
TM 10-3930-644-14&P
F.
TRI-MAX AND HIGH FREE LIFT CYLINDERS
(CLUSTER TYPE) INSTALLATION
been correctly Installed at the outer cylinder
rams, and that the chain adjusting screws and
locknuts have been installed.
CAUTION
Prior to lift cylinder Installation, be
certain that all parts are clean and
that there is no foreign matter in the
shell assembly.
5. Attach a properly rated hoist chain to the
cylinder cluster assembly and maneuver cluster
assembly into its relative mounting position
within the Inner and outer masts.
1. Attach a properly rated hoist chain to the
intermediate mast (TRI-MAX only), single lift
cylinder, and carefully maneuver the cylinder
into its relative mounting location.
6. Install the attaching capscrews which secure the
cylinder cluster to the inner and intermediate
masts (outer mast, HIGH-FREE LIFT). Tighten
mounting bolts.
2. Install and secure the washer and nut which
attach the single cylinder to the bottom of the
outer mast assembly (TRI-MAX only). Install
and secure the washer and screw which attach
cylinder to bracket at top of intermediate mast
assembly. Remove hoist chain from cylinder
after the intermediate mast retaining clamp has
been replaced.
7. Replace the chain guard and connect the
hydraulic line between the cylinder cluster and
the single cylinder (TRI-MAX only).
8. Install and reconnect the cylinder cluster lift
chains at the cluster adjusting screws.
NOTE
Refer to CHAIN ADJUSTMENT in
Topic 1, prior to operational use of lift
truck.
3. Replace all fittings and clamps previously
removed from cylinder, and install the flow
regulator.
9. Install carriage assembly. (Refer to CARRIAGE
INSTALLATION Topic.)
4. To Install the cylinder cluster assembly, first
ensure that the crosshead assemblies have
TOPIC 3. CARRIAGES
A. DESCRIPTION
The mast fork carriage is a heavy duty structure of
welded steel, built to provide ultimate strength and
visibility, with a minimum of overhang from the center of
the drive wheels to the face of the forks.
The fork carriages are of different types and Include
adjustable side thrust rollers, side thrust plugs, or wear
plates with shims to ensure that the carriage is centered
with the Inner mast upright. Load rollers are included in
all of the fork carriages to provide smooth carriage
movement with a minimum of friction.
The fork carriage used with the Tri-Max mast utilizes ball
bearings with shims to center the carriage with the mast
section.
An optional item used in conjunction with the fork
carriage is the backrest. This assembly is a welded
metal frame which is attached to the carriage (against
the uprights vertically) and serves to prevent loads from
resting against the mast when the mast assembly is
tilted back.
The following procedures are recommended for the
proper removal of the respective fork carriages noted:
B.
TRI-MAX AND HIGH FREE LIFT CARRIAGE
REMOVAL
1. Remove carriage forks.
2. Block inner mast to allow approximately 24"
clearance between the bottom of the mast and
the floor.
3. Remove the capscrews and spacer from the
carriage roller support.
4. Attach a suitable hoist to the fork carriage, then
remove the lift chain anchor pins and disconnect
the chains from the carriage.
5. Ensure that no attachments secure the fork
carriage to the mast assembly, then carefully
lower the fork carriage out of the bottom of the
inner mast. (See Figure 15.)
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Figure 4. Tri-Max and High Free Lift Carriage Assembly
C. TRI-FREE LIFT CARRIAGE SERVICE
D.
TRI -MAX AND HIGH FREE LIFT CARRIAGE
INSTALLATION
1. Disassemble all the roller assemblies.
2. Do not intermix parts from the roller assemblies.
3. Clean and inspect all parts for excessive
damage or wear. Replace as required.
4. Reassemble the roller assemblies; Install any
other parts removed.
5. To adjust for any carriage side play after
installation, run the carriage up and down to
determine the narrowest point on the mast.
6. After determining the narrowest point, loosen the
four (4) locking screws, then tighten same
screws until the side play is eliminated at the
narrowest point on the mast.
1. Block the inner mast assembly to allow
approximately 24" clearance between the mast
and floor.
2. Using a suitable hoist, lift carriage assembly into
its relative mounting position, then carefully
guide It into the bottom of the Inner mast
channel.
3. Keeping tension off of carriage, install lift chains
at carriage anchors and secure with anchor pins.
4. Install the spacer and capscrews at carriage
roller supports.
5. Install carriage forks.
6. Remove mast support blocks.
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TOPIC 4. FORKS
A. DESCRIPTION
Basically, there are two types of lift forks; the shaft style
which pivots on a horizontal support shaft, and the more
commonly used hook style fork (Figure 5) which hooks
into notches along the top edge of the fork carriage. The
standard or hook type fork will be discussed here. Any
differences will be noted in shaft type removal and
installation.
The forks should always be adjusted on the carriage to
obtain the optimum balance in proportion to the width of
the anticipated loads.
A fork lock (Figure 6 ) is installed in the top of each of
the hook type forks to hold It in position in one of the
Figure 5. Hook Type Fork
notches along the top bar of the carriage. To change the
fork location, pull up on the lock and move fork to the left
or right. Allow fork lock to seat an the notch nearest to
location chosen.
The forks can be easily removed from the carriage by
releasing the locks and aligning each fork with the wide
removal slot (Figure 6) at the bottom of the fork carriage.
(Refer to following REMOVAL procedures for detailed
instructions.)
CAUTION
Naturally, the weight of each fork
depends upon its size. Therefore,
exercise caution while fork is being
removed from the carriage to avoid
injury to personnel and to prevent
damage to the equipment.
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3. Tilt the lower portion of the fork forward and up,
releasing the lower hanger from the lower
carriage bar.
4. Refer to cautionary note in Paragraph A above,
and lift fork off upper carriage bar.
C. SERVICE
1. Inspect hook fork and locking mechanism for
any evidence of wear or damage.
2. If locking mechanism is worn or damaged,
remove and replace it as a unit.
3. If fork is defective, then replace with same type
and capacity rated fork.
D. INSTALLATION
Figure 6. Fork Adjustment and Removal
B. REMOVAL
(Hook Type)
1. Lower fork carriage until base of fork just clears
the floor.
2. Release the fork lock pin and slide fork to a
position over the cut-out in the lower carriage
bar (Figure 6).
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(Hook Type)
1. Carefully lift fork up onto upper carriage
mounting slot, then slowly lower until back of
fork rests against carriage face and bottom fork
hook passes through lower carriage cut-out.
2. Release the fork lock pin an slide fork left or
right until properly positioned for anticipated load
clearance/balance requirements.
TM 10-3930-644-14&P
TOPIC 5. WELDING REPAIR PROCEDURE
For various applications in the mast and carriage
assemblies, specially treated metals are used. Care
must be taken when these metals are repaired or
replaced by welding. Figures 22 thru 24 illustrate the
manner in which the welding is to be performed.
Prepare welding surface by removing all foreign material
such as rust, scale, grease, etc. Any part that may be
damaged by heat should be removed before welding.
After welding is completed, remove all slag, weld spatter
and excessive weld material.
A.
REPAIR WELDING
ROLLER STUDS
CARRIAGE
AND
MAST
Process ......................................... Shielded Metal Arc
Equipment ......................................................... Manual
Settings:
Current ....................................................... A.C.
Amps ................................................ 275/325
Volts......................................................31/33
Base Metals ..........................................(1) AC 1035-P1
(2) AC 86-L-20-H (roller stud)
Plate Thickness Range ..................................... 3/8" - 1"
Electrode:
Type........................................................... Stick
Class................................E 7018 (hydrogen free)
Size ........................................................... 3/16"
Flux .......................................Electrode Covering
Weld Type and Size ....................................... 1/4" Fillet
Number of Passes ...................................................... 1
Position ...................................................... Horizontal
Preheat ............................................................ 400°F
Interpass ............................................................ 250°F
Postheat ............................................................. None
Figure 22. Roller Stud Welding Procedure
B. INSPECTION
1. Finished weld to be magnafluxed for defects.
2. The weld defect shall be explored by removing
material with a pencil grinder in 0. 010" - 0. 020"
deep passes (length to depth ratio of 4:1).
Visually inspect for detect alter each pass and
magnaflux to confirm disappearance.
Figure 23. Carriage Roller Stud Location
(Canted Roller Type)
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Figure 24. Mast Roller Stud Location (Canted Roller Type)
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TM 10-3930-644-14&P
TOPIC 5 SIDE SHIFTERS
Figure 7. Side Shifter Components (Typical)
A. REMOVAL/INSTALLATION
First disconnect hydraulic hoses at junction block on
carriage frame, then refer to TOPIC I and perform the
appropriate removal (or installation) procedures.
B. DISASSEMBLY
NOTE
For disassembly of the carriage
frame refer to the appropriate topic
depending on the type carriage used.
1. To disassemble side shifter, first disconnect and
plug the hydraulic hoses from the side shift
cylinder, to prevent entry of foreign particles.
2. Disconnect side shift cylinder from side shift
plate by removing retaining pin and cotter pin.
3. Attach a suitable hoist to side shift plate and
take up slack in chain.
4. Slide side shift plate off right side of carriage
frame (when facing the carriage), and move/to
desired location.
5. remove lower hanger bars.
6. Pry off wear strips at bottom of side shift and top
of carriage plates. Wear strips and wear angles
should be replaced when worn to a thickness of
.063".
7. Check all wear strip and wear angle mating
surfaces for nicks, foreign material or any high
spots. Repair or replace as necessary.
C. REASSEMBLY
1. Reinstall wear strips and wear angles by
snapping into holes provided. Lubricate all wear
strips and angles with a light coat of a Grade 2
lithium base grease, (characterized by the word
"Moly").
2. Using a suitable hoist, lift side shift plate to
relative mounting position at right side of
carriage frame (when facing carriage).
3. Carefully slide side shift plate onto carriage
frame.
4. Reconnect side shift cylinder plunger to side
shift plate by reinstalling retaining pin and cotter
pin.
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5. Reconnect hydraulic hoses to cylinder.
7. Lubricate all pressure lube fittings on side shifter
unit.
6. Reinstall lower hanger bars. Torque capscrews
to required value; see tabulation below.
D. ADJUSTMENT
CAPSCREW SIZE
TORQUE VALUE
Refer to appropriate Topic for the adjustment of the type
carriage used.
.33"-16 x 1.25"
28-33 lb. ft.
.38"-16 x 1.50"
28-33 lb. ft.
.50"-13 x 1.50"
G8-73 lb. ft.
.63"-11 x 1.75"
125-135 lb. ft.
NOTE
If carriage frame is of the canted
bearing type it must be adjusted
before installation.
TOPIC 6. SIDE SHIFTER CYLINDER
Figure 8.
A. REMOVAL
1. Remove cotter pin and rod pin from cylinder rod.
3. Disconnect hydraulic hoses from cylinder. Plug
cylinder ports and hydraulic hose ends to
prevent entry of foreign material.
2. Retract cylinder rod far enough to clear rod
retainer on side shift plate.
4. Remove cotter pin and cylinder retainer pin and
lift out cylinder.
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TM 10-3930-644-14&P
B. DISASSEMBLY
1. Remove lock ring securing spacer in position
then remove spacer.
2. Compress lock ring holding head to tube and
remove from cylinder.
3. Remove remaining internal components
carefully pulling on rod.
by
4. Carefully slide head off end of rod.
NOTE
Ensure that rod is free of any burrs
which may damage bushing in head
while removing head from rod.
5. Remove nut securing piston to rod. Slide piston
off end of rod.
6. Remove back-up washer and O-Ring from
piston. Remove rod seal from rod.
7. Remove head seal, lock ring, O-Ring and backup washer from head.
8. Old head bushing may be pressed out with a
new bushing after head is cleaned. Refer to
PARAGRAPH 0, ASSEMBLY.
Clean all components in an approved solvent making
certain all dirt and contaminants are removed. Prior to
assembling, coat each component with clean hydraulic
oil to facilitate installation and to provide initial
lubrication.
1. Install rod seal on rod.
NOTE
When installing seals and O-Rings,
be careful not to damage them on
threads or sharp edges. Always use
new O-Rings whenever cylinder is
serviced
2. Position back-up washer and O-Ring within
piston. Install piston on rod and secure with nut.
3. Install O-Ring and back-up washer in head.
Position head seal, large lock ring, spacer and
small lock ring on head.
4. Carefully slide piston and rod assembly into
tube.
5. Position head assembly over rod and compress
large lock ring. Slide head assembly (with lock
ring compressed) into tube until lock ring snaps
into groove in tube-.
E. INSTALLATION
9. Check bushing and lube fitting at end of tube
assembly, if damaged replace.
C. INSPECTION
Inspect tube bore, rod head, and piston for cracks,
scratches, scaring and other possible damage. Repair
or replace any components that are worn or damaged.
D. REASSEMBLY
1. Insert cylinder end with self-aligning bearing into
anchor on carriage plate. Secure with retainer
pin and new cotter pin.
2. Connect hydraulic hoses to cylinder.
3. Connect cylinder plunger to side shift plate after
plate has been installed. (Refer to TOPIC 6,
PARAGRAPH C).
4. Lubricate pressure lube fitting on cylinder.
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TM 10-3930-644-14&P
HOSE REEL
A. INSTALLATION
1. The hose reel must be installed in such a
manner as to eliminate any interference when
mast is tilted all the way back. Reel should be
mounted so that inner flange is as close as
possible to mast channel (maximum 1/4"
clearance) so as to keep reel within the overall
width of the truck.
2. The junction block must be installed on the
center line of the middle divider of the hose reel.
This permits hoses to wind properly.
3. Install the hoses to the hose reel and wrap
hoses around reel. Raise the lift truck carriage
until the junction block is even with the hose
reel. Turn hose reel three complete turns by
pulling on hose. This provides proper tension on
hose. Hold hose securely and wrap hose back
around reel and connect to junction block.
4. Raise and lower lift truck carriage and check reel
for proper winding of hose. It may be necessary
to twist hose slightly to get hose to wind
properly.
B. SERVICE
Hose reel can be serviced either on or off the lift truck.
1. Raise carriage until junction block is even with
hose reel. Disconnect hose.
CAUTION
Hold onto reel and allow It to turn
slowly until spring tension is
relieved.
2. Remove four nuts and lockwashers holding
spring can in place. With one hand, pull spring
can slowly away from flange, slide other hand
between spring can and the flange to prevent
spring from Jumping out of can. Slide can from
shaft and place it over a pan to allow any excess
oil to drain.
3. Remove snap ring and slide flange assembly
from shaft. O-rings and back-up rings are now
exposed for replacement. O-rings and back-up
rings must be replaced in a set.
4. Thoroughly lubricate o-rings and back-up rings
with hydraulic oil before installing hub and flange
assembly. When installing the flange assembly
back onto the shaft, use a rotary motion while
pushing flange assembly onto shaft. This will
reduce chance of nicking o-ring.
5. Replace snap ring on shaft.
6. If spring assembly is dry, or needs additional
lubrication, apply small amount of Molygrease to
spring.
7. Slide spring can onto shaft. B. sure spring
enters slot on radiused side. Secure spring can
in place with four nuts and lockwashers.
Figure 1. Hose Length Calculation
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TM 10-3930-644-14&P
8. Rewind hose and repeat steps 3 and 4 in
INSTALLATION instructions.
NOTE
It is necessary that 32" of hose be
pro-wrapped on reel and that reel
spring be pre-loaded to proper
tension.
C. HOSE LENGTHS
The following formula will assist in calculating hose
lengths.
1. When "H" is equal to, or greater than, 2 "D" then
length = “H" “D” 32.
2. When "H” is less than 2 "D", the hose length =
"D" + 32.
Example: H = 100", D 68" 100”-68" 32" = 6-1”
hose length.
This formula automatically will include 32" of pre-wrap in
the hose length. This amount of pre-wrap is necessary
to take stress off the hose fittings and also to assist in
proper lay of hose during the winding operation.
H = Total lift height.
D = Distance from center line of reel to Junction block in
collapsed upright position.
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TM 10-3930-644-14&P
MEMO
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TM 10-3930-644-14&P
SUPPLEMENTAL OPERATING, MAINTENANCE
AND REPAIR PARTS INSTRUCTIONS
FOR
TRUCK, FORK LIFT, 4,000 LB. CAPACITY
GASOLINE ENGINE DRIVEN (Allis Chalmers)
MODEL ACP-40-PS MHE 234
NSN 3930-01-040-4594
(144" LIFT HEIGHT & PNEUMATIC TIRES)
MODEL ACC-40-PS MHE 232
NSN 3930-01-039-8291
(144" LIFT HEIGHT & SOLID RUBBER TIRES)
NSN 3930-01-039-8292
(180" LIFT HEIGHT & SOLID RUBBER TIRES)
SECTION I - GENERAL
Page
1.1
Purpose
1
1.2
Scope
1
1.3
Description
1
1.4
Operational Concept
1
1.5
Procurement Status
1
1.6
Equipment Publications
1
1.7
Personnel and Training
2
1.8
Logistics Assistance
2
1.9
Warranty
2
1.10
Reporting (Recommending Publication Changes)
2
SECTION II - MAINTENANCE
2.1
Maintenance Concept
Maintenance Allocation Chart (MAC)
Maintenance Expenditure Limit (MEL)
3
3
3
2.2
Reliability and Maintainability (RAM)
3
2.3
Modifications
3
2.4
Equipment Improvement Recommendations (EIR)
4
2.5
Equipment Serviceability Criteria (ESC)
4
2.6
Shipment and Storage
4
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TM 10-3930-644-14&P
SECTION II
Page
2.7
Destruction to Deny Enemy Use
4
2.8
Basic Issue Items List (BIIL)
4
2.9
Special Tools and Equipment
4
2.10
Maintenance and Operating Supplies
4
2.11
Maintenance Forms and Records
4
2.12
Maintenance of New Vehicle
4
2.13
Maintenance Check List (Daily & Periodic)
4
SECTION III - REPAIR PARTS SUPPLY
3.1
General
5
3.2
Prescribed Load List (PLL)
5
3.3
Authorized Stockage List (ASL)
6
3.4
Requisitioning Repair Parts
6
3.5
Submitting Requisitions
7
A-
Warranty
8
B-
ASL/PLL
9
C-
MAC
10
D-
MEL Chart
25
E-
MAOSL
26
F-
Maintenance of New Vehicle
28
G-
Preventive Maintenance Checks and Services (PMCS)
30
H-
Basic Issue Items List
42
I-
Distribution Codes
44
J-
Flow of Requisitions & Materiel Parts, NSN
47
K-
Flow of Requisitions & Material Parts, Non NSN
48
L-
Sample Requisitioning Formats
49
APPENDIX
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TM 10-3930-644-1 4&P
SECTION I - GENERAL
1.1
PURPOSE: To provide the user and support personnel supplemental maintenance and repair parts instructions
applicable to the 4,000 lb. Allis Chalmers Model ACP40PS and ACC40OPS Forklift Trucks.
1.2
SCOPE: This SOMARPI applies to Department of the Army Units, Organizations and Activities that use and/or
support these Forklift Trucks.
1.3
DESCRIPTION: These Forklift Trucks are manufactured by Allis Chalmers Corporation, Matteson, Illinois. The
trucks are front drive, rear steer vehicles. They have a constant mesh power shift transmission and are equipped
with hydraulic brakes on both drive wheels and parking brakes are mounted on the differentials. A control valve
to operate the hydraulic lift and tilt cylinders is located to the right of the operator. A side shift capability is also
present on the vehicles. The instrument panel includes: a gas gauge, oil pressure gauge, ammeter and a direct
reading engine hourmeter. The vehicles have a 12 volt electrical system consisting of a heavy duty alternator,
voltage regulator and starting motor. The trucks are equipped with power steering. They have a four cylinder
Continental Engine.
1.4
OPERATIONAL CONCEPT: These Forklift Trucks are intended to be used for stacking, unstacking and moving
cargo in and around warehouses, loading platforms and docks within the military supply system; also for moving
cargo in and out of highway trailers and railroad cars.
Trucks are intended for operation over paved, semi
prepared and other hard surfaces for short distances.
1.5
PROCUREMENT STATUS: The procurement contract numbers are DSA 700-76-C-8534 and DSA 700-76-C8540.
1.6
EQUIPMENT PUBLICATIONS:
a.
Equipment publications initially will be the end item manufacturer's commercial manual.
This
manual includes operator and repair parts information in addition to part numbers and associated FSCM (Federal
Supply Code Manufacturers) identification. One Allis Chalmers' commercial manual will be overpacked at the
factory with each vehicle.
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TM 10-3930-644-14&P
b. Request for additional commercial publications should be made as part number requisitions thru the
Defense Construction Supply Center (DCSC). Columbus, Ohio (see paragraph 3.5).
c. Authenticated manuals are available from TAGO by ordering TM 10-3930-644-14 & P.
1.7
PERSONNEL AND TRAINING:
a. MOS Requirements:
Qualitative and Quantitative Personnel Requirements information (QQPRI) will be
disseminated IAW AR 611-1. The following MOSs can operate and maintain the end item:
(1) Operator: . 62F, 76V
(2) Organizational Maintenance: 63S
(3) Direct & General Support Maintenance: 63G, 63S, 63W.
b. Training:
(1) New Equipment Training Team (NETT) : New Equipment Training Teams are available to major field
commands. Request for NETTs should be forwarded to: Commander, US Army Tank-Automotive Command,
ATTN: DRSTA-MLT, Warren, MI 48090. Training teams should be requested only when trained personnel are
not available in the Command to operate and/or maintain the truck.
(2) New Materiel Introductory Team (NMIT) : Major field commands requiring briefings to command staff
and users should forward their requests to: Commander, US Army Tank-Automotive Command, ATTN: DRSTAMLT, Warren, MI 48090. Receiving commands are responsible for the itinerary of NMITs.
1.8
LOGISTICS ASSISTANCE (AR 700-4) : US Army Tank-Automotive Command's Field Maintenance Technicians
stationed at CONUS and OCONUS installations are available to furnish on-site training and/or technical
assistance. Assistance can be obtained by contacting the appropriate Logistics Assistance Office (LAO) listed in
Appendix B, AR 700-4.
1.9
WARRANTY: See Appendix A.
1.10
RECOMMENDING PUBLICATION IMPROVEMENTS: You can improve this publication by recommending
improvements, using DA Form 2028 (Recommended Changes to Publications and Blank Forms) and mail direct
to the Commander, US Army Tank-Automotive Command, ATTN: DRSTA-MBP, Warren, MI 48090.
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TM 10-3930-644-14&P
SECTION II - MAINTENANCE
2.1 MAINTENANCE CONCEPT:
a. These Forklift Trucks will not require special or new maintenance considerations. Maintenance operations
can be accomplished within the current maintenance support concept for Materiel Handling Equipment.
b. Nature and Extent of Maintenance:
(1) Maintenance Allocation Chart (MAC) : Maintenance will be performed as necessary by the category
indicated in the MAC (Appendix C) to retain and/or restore serviceability. Units may exceed their authorized
scope and function in the MAC when approved by the appropriate commander.
(2) Operator Maintenance: Operator maintenance is limited to daily preventive maintenance checks and
routine servicing (see Appendix C).
(3) Organizational Maintenance:
Organizational maintenance consists of scheduled preventive
maintenance services, limited removal, minor repair and adjustments (see Appendix G).
(4) Direct Support Maintenance: Direct Support Maintenance consists of repairs on-site and for return to
the user of the end item/ assemblies which can be maintained efficiently with a minimum of tools and test
equipment.
(5) General Support Maintenance: General Support will overhaul and repair for return to stock items
designated by the area support commander.
(6) Depot Maintenance: There is no scheduled depot maintenance on these Forklift Trucks.
c. Maintenance Expenditure Limit: The Maintenance Expenditure Limit is based on a life expectancy of 11
years. Limits on repair are based upon 50% replacement cost through the life expectancy of the end item (see
Appendix D).
2.2
RELIABILITY & MAINTAINABILITY: Reliability & Maintainability will be assessed through the field evaluation of
current users. Specific numerical RAM requirements or objectives are not established.
2.3
MODIFICATIONS:
Modifications will be accomplished by the end item manufacturer after MERADCOM
acceptance and TACOM approval.
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TM 10-3930-644-14&P
2.4
EQUIPMENT IMPROVEMENT RECOMMENDATIONS (EIR) : Equipment Improvement Recommendations will
be submitted IAW TM 38-750.
2.5
EQUIPMENT SERVICEABILITY CRITERIA (ESC) : For Equipment Serviceability Criteria see Appendix C.
2.6
SHIPMENT AND STORAGE:
a. Shipment & Storage:
shipment.
Refer to TB 740-97-2 for procedures covering preservation of equipment for
General procedures for shipment are found in FM 55-15, with more specific information in
TM 55-2200-001-12 for rail and TM 55-450 series for air transport.
b. Administrative Storage:
Refer to TM 740-90-1 for instructions covering administrative storage of
equipment.
c. Weight Classification: The weight classification of the end item is 7,600 lbs.
2.7
DESTRUCTION TO DENY ENEMY USE:
Refer to TM 750-244-3 for instructions governing destruction of
equipment to prevent enemy use.
2.8
BASIC ISSUE ITEMS LIST (BIL) : See Appendix H.
2.9
SPECIAL TOOLS AND EQUIPMENT:
Special tools and equipment are not required for the 4,000 lb.
Allis
Chalmers Model ACP4OPS and ACC4OPS.
2.10
MAINTENANCE AND OPERATING SUPPLY LIST:
See Appendix E for a list of maintenance and operating
supplies required for initial operation.
2.11
MAINTENANCE FORMS AND RECORDS: Operational, maintenance and historical forms/records will be IAW
the current TM 38-750.
2.12
MAINTENANCE OF NEW VEHICLE: Your Allis Chalmers Model ACP40PS and Model ACC4OPS are generally
shipped with the fuel tank drained, the cooling system filled with antifreeze, the crankcase filled with a
preservative oil and the truck completely lubricated. Shipping instructions may vary so it is imperative that certain
checks be performed before placing the forklift trucks in service (see Appendix F). NOTE: INSPECTION UPON
DELIVERY. For your protection, make a thorough inspection of the vehicle immediately upon delivery. Notify the
transit agent and have delivering carrier make a notation on the freight Bill of Lading AT ONCE.
2.13
MAINTENANCE CHECK LIST (DAILY & PERIODIC) : See Appendix G.
4
TM 10-3930-644-14&P
SECTION III - REPAIR PARTS SUPPLY
3.1 GENERAL:
a. The basic policies and procedures in AR 710-2 and AR 725-50 are generally applicable to repair parts
management for Material Handling Equipment (MHE) items.
b. Manufacturer's parts manuals are furnished with MHE items instead of Department of the Army Repair
Parts and Special Tool List (RPSTL).
c. National Stock Numbers (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 for matching NSNs, is authorized. The FSCM for the Allis-Chalmers Company is 30612.
e. Weapon System Designator Codes on part requisitions are not required.
f. Repair parts are available from commercial sources and may be purchased locally IAW AR 710-2 and AR
735-110.
g. Initial Prescribed Load List (PLL) and Authorized Stockage List (ASL) will be distributed by TankAutomotive Command (TACOM), DRSTA-FHM.
3.2
PRESCRIBED LOAD LIST (PLL): The PLL distributed by TACOM is an estimated 15 days supply recommended
for initial stockage at organizational maintenance. Management of PLL items will be governed by the provisioning
of AR 710-2 and local command procedures. A prepared list of PLL parts will-be provided to OCONUS units
before shipment of the end item.
Selection of PLL parts for shipment to OCONUS units is based upon the
receiving command's recommendations
5
TM 10-3930-644-14&P
after their review of the TACOM prepared list. Organizations and activities in CONUS will establish PLL stocks
through normal requisitioning process (Appendix B).
NOTE
Local purchase of repair parts is authorized IAW AR 710-2 and AR 735-110.
3.3
AUTHORIZED STOCKAGE LIST (ASL): The ASL distributed by TACOM is an estimated 45 days supply of repair
parts for support units and activities. An initial list of ASL parts will be provided to designated support units
(OCONUS) before shipment of the end items.
recommendations of the receiving commands.
The parts shipped will be selected according to the
Receiving commands will make their recommendations after
review of the initial list distributed by TACOM. Support units and activities in CONUS will establish ASL stocks
through the normal requisitioning process (see Appendix B)
NOTE
Local purchase of repair parts is authorized IAW AR 710-2 and AR 735-110.
3.4
REQUISITIONING REPAIR PARTS (MILSTRIP)
a. All MILSTRIP requisitions (DD Form 1348 series) prepared for repair parts support of MHE items will
include the use of certain distribution and project codes.
b. Distribution Codes:
The distribution code consists of a two part field.
The first part (card column 54)
designates the control activity that should receive supply and shipping status of all requisitions. The second part
(card columns 55-56) identifies the end item by the use of a Weapons System Designator Code.
(1) CONUS customers will use code "F" in card column 54. OCONUS customers will use the appropriate
code from Appendix P, paragraph P-3, AR 725-50 (see Appendix I).
6
TM 10-3930-644-14&P
(2) The Weapons System Designator Codes for these Forklift Trucks are not applicable. Card Columns 55
& 56 will be left blank on all requisitions for parts to support the designated end item.
c. Project Codes: Direct Support System (DSS) Project Codes (FM 38-725) are .no longer mandatory and
are being phased out. However, CONUS and OCONUS customers submitting non-NSN part number requisitions
to the Defense Construction Supply Center (DCSC Routing Identifier Code "S9C") will use MHE Project Codes
JZM (OCONUS) and BGX (CONUS) in card columns 57-59.
3.5
SUBMITTING REQUISITIONS: Requisitions for NSN parts will be forwarded through the Defense Automated
Addressing System (DAAS) to the Managing Supply Support Activity (see Appendix J). Requisitions for non-NSN
parts will be forwarded through DAAS to the Defense Construction Supply Center (DCSC) (see Appendix K).
Sample formats for requisitioning are found in Appendix L.
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/A0B requisitions,
prepare an A05/A0E requisition (DD Form 1348-6) and mail it to:
Commander,
Defense Construction Supply Center, ATTN: DCSC-OSR, Columbus, Ohio 43215.
7
TM 10-3930-644-14&P
APPENDIX A
Warranty Guidelines
1. The warranty period is one year after delivery to the Government and applies to all supplies furnished under the
contract (NOTE: See data plate on truck for date of delivery).
2. If it's necessary to file a warranty claim, the following procedure should be used: "Contact the manufacturer, Allis
Chalmers Service Administration (312/747-5151, extension 377), informing model, serial number, contract number
relating to the particular unit and a summary as to the nature of the problem".
3.
If Allis Chalmers Service Agency is not available, CONUS units notify the National Maintenance Point (NMP) by
telephone, AUTOVON 786-7395/8300. Units, OCONUS, follow warranty reporting procedures in TM 38-750.
4. All Warranty Claims, whether they are settled locally with a manufacturer's representative or processed through normal
Army Maintenance Support Channels, must be reported to US Army Tank-Automotive Command, ATTN: DRSTA-MVM,
Warren, MI 48090.
A-1/(A-2 blank)
TM 10-3930-644-14&P
APPENDIX B
PART NUMBER
FSCM
PART DESCRIPTION
U/M
QTY OF PARTS REQ
FOR NO. OF E/I
PLL
ASL
1-5
1-5 6-20 21-50
1
1
3
5
SMR CODE
NATIONAL STOCK NUMBER
PAOZZ
2940-00-986-0276
4878421-9
30612
Filter Element, Fluid
Ea
PAOZZ
2940-00-892-6214
4512207-4
09367
Filter, Fluid, Pressure
Ea
4
10
24
80
PAOZZ
2940:00-421-9655
4907477-6
30612
Filter, Element Fluid
Ea
1
2
4
10
PAOZZ
3030-00-567-9211
MS51066-36
96906
Belt, V
Ea
1
2
4
8
PAOZZ
2920-00-293-5219
4910105-8
30612
Spark Plug
Ea
4
16
40
60
PAOZZ
2940-01-017-6772
4908523-6
30612
Valve, PCV
Ea
1
1
2
4
PAOZZ
2920-00-888-9761
4909100-2
30612
Contact Set, Distrib
Ea
1
3
6
10
PZOZZ
5910-00-521-5159
4909101-0
30612
Capacitor, Fixed, Pap
Ea
1
3
6
10
PAOZZ
2920-01-018-1931
4909102-8
30612
Cap Distributor
Ea
0
1
1
2
PAOZZ
2920-00-041-2543
4909103-6
30612
Rotor, Ignition Dist
Ea
1
3
6
10
4997568-3
30612
Filter Element, Inta
Ea
1
6
12
24
Element, Air Cleaner
Ea
1
6
12
24
For End Item NSN 3930-01-040-45) 4 only
PAOZZ
2940-00-937-1926
For End Items NSN 3930-01-039-8791 and 3030-01-) 39-8292 only
PAOZZ
2940-01-019-4119
4907794-3
30612
9
TM 10-3930-644-14&P
APPENDIX C
Maintenance Allocation Chart
TRUCK, FORK LIFT, 4,000 LB. CAPACITY
GASOLINE ENGINE DRIVEN (Allis Chalmers)
MODEL ACP-40-PS MHE 234
NSN 3930-01-040-4594
(144" LIFT HEIGHT & PNEUMATIC TIRES)
MODEL ACC-40-PS MHE 232
NSN 3930-01-039-8291
(144" LIFT HEIGHT & SOLID RUBBER TIRES)
NSN 3930-01-039-8292
(180" LIFT HEIGHT & SOLID RUBBER TIRES)
SECTION I
INTRODUCTION
C-1 General
a. This section provides a general explanation of all maintenance and repair functions authorized at various
maintenance categories.
b. The Maintenance Allocation Chart (MAC) in section II designates overall authority and responsibility for the
performance of maintenance functions on the identified end item or component. The application of the maintenance
functions to the end item or component will be consistent with the capacities and capabilities of the designated
maintenance categories.
c. Section III lists the tools and test equipment (both special tools and common tool sets) required for each
maintenance function as referenced from section II.
d. Section IV contains supplemental instructions and explanatory notes for a particular maintenance function.
C-2 Maintenance functions. Maintenance functions will be limited to and defined as follows:
a. Inspect.
To determine the serviceability of an item by comparing its physical, mechanical, and/or electrical
characteristics with established standards through examination (e.g., by sight, sound, or feel).
10
TM 10-3930-644-14&P
b. Test. To verify serviceability by measuring the mechanical, pneumatic, hydraulic, 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 (includes
decontaminate, when required), to preserve, to drain, to paint, or to replenish fuel, lubricants, chemical fluids, or gases.
d. Adjust. To maintain or regulate, within prescribed limits, by bringing into proper or exact position, or by setting the
operating characteristics to specified parameters.
e. Aline. 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 equipments 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. Remove/Install. To remove and install the same item when required to perform service or other maintenance
functions. Install may be the act of emplacing, seating, or fixing into position a spare, repair part, or module (component
or assembly) in a manner to allow the proper functioning of an equipment or system.
11
TM 10-3930-644-14&P
h. Replace. To remove unserviceable item and install a serviceable counterpart in its place. "Replace" is authorized
by the MAC and is shown as the 3d position code of the SMR code.
2
3
i. Repair. The application of maintenance services , including fault location/troubleshooting , removal/installation,
4
5
and disassembly/assembly/ procedures, and maintenance actions to identify troubles and 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.
j. Overhaul.
That maintenance effort (service/action) prescribed to restore an item to a completely
serviceable/operational condition as required by maintenance standards in appropriate technical publications (i.e.,
DMWR). 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 like new
condition in accordance with original manufacturing standards. Rebuild is the highest degree of materiel maintenance
__________________________
2
Services inspect, test, service, adjust, aline, calibrate, and/or replace.
3
Fault locate/troubleshoot. The process of investigating and detecting the cause of equipment malfunctioning; the act
of isolating a fault within a system or unit under test (UUT).
4
Disassemble/assemble encompasses the step-by-step taking apart (or breakdown) of a spare/functional group coded
item to the level of its least componency identified as maintenance significant (i.e., assigned an SMR code) for the
category of maintenance under consideration.
5
Actions welding, grinding, riveting, straightening, facing, remachinery, and/or resurfacing.
12
TM 10-3930-644-14&P
applied to Army equipment.
The rebuild operation includes the act of returning to zero those age measurements
(hours/miles, etc.) considered in classifying Army equipment/components.
C-3 Explanation of Columns in the MAC, Section II
a. Column 1, Group Number. Column 1 lists functional group code numbers, the purpose of which is to identify
maintenance significant components, assemblies, subassemblies, and modules with the next higher assembly. End item
group number shall be "00."
b. Column 2, Component/Assembly. Column 2 contains the names of components, assemblies, subassemblies,
and modules for which maintenance is authorized.
c. Column 3, Maintenance Function. Column 3 lists the functions to be performed on the item listed in Column 2.
(For detailed explanation of these functions, see paragraph B-2.)
d. Column 4, Maintenance Category. Column 4 specifies, by the listing of a work time figure in the appropriate
subcolumn(s), the category 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 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
13
TM 10-3930-644-14&P
operating conditions.
This time includes preparation time (including any necessary disassembly/assembly time),
troubleshooting/fault location 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. The symbol
designations for the various maintenance categories are as follows:
C ........................................................Operator or crew
O ........................................................Organizational maintenance
F .........................................................Direct Support Maintenance
H ........................................................General Support Maintenance
D .........................................................Depot maintenance
e. Column 5, Tools and Equipment. Column 5 specifies, by code, those common tool sets (not individual tools) and
special tools, TMDE, and support equipment required to perform the designated function.
f. Column 6, Remarks. This column shall, when applicable, contain a letter code, in alphabetic order, which shall be
keyed to the remarks contained in Section IV.
C-4 Explanation of Columns in Tool and Test Equipment Requirements, Section III.
a. Column 1, Reference Code. The tool and test equipment reference code correlates with a code used in the MAC,
Section II, Column 5.
b. Column 2, Maintenance Category.
The lowest category of maintenance authorized to use the tool or test
equipment.
14
TM 10-3930-644-14&P
c. Column 3, Nomenclature. Name or identification of the tool or test equipment.
d. Column 4, National Stock Number. The National stock number of the tool or test equipment.
e. Column 5, Tool Number. The manufacturer's part number.
C-5 Explanation of Columns in Remarks, Section IV
a. Column 1, Reference Code. The code recorded in Column 6, Section II.
b. Column 2, Remarks. This column lists information pertinent to the maintenance function being performed as
indicated in the MAC, Section II.
15
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
SECTION II - ASSIGNMENT OF MAINTENANCE FUNCTIONS
(1)
(2)
GROUP
NUMBER
COMPONENT/ASSEMBLY
(3)
(4)
MAINTENANCE MAINTENANCE CATEGORY
FUNCTION
C
01
Engine
0100
Engine Assembly
0101
0102
Service
Replace
Repair
Overhaul
Block, Short Assembly
Replace
Repair
Cylinder Head
Replace
Repair
O
F
H
(5)
(6)
TOOLS
AND
EQUIP.
REMARKS
D
0.4
4.0
8.0
20.0
1 - 12
1 - 12
1 - 12
8.0
16.0
1 - 12
1 - 12
3.0
1 - 12
1 - 12
6.0
8.0
1 - 12
1 - 12
2.0
Crankshaft
Replace
Repair
Gear, Crankshaft
Replace
4.5
1 - 12
Gear, Hydraulic
Replace
4.0
1 - 12
Flywheel Assembly
Replace
Repair
4.0
8.0
1 - 12
1 - 12
Gear, Ring
Replace
4.0
1 - 12
0104
Piston, Connecting
Rods
Replace
0105
Valves (Exhaust &
Intake)
Adjust
Replace
Camshaft
0103
0106
0108
4.2
3.5
1-4
1 - 12
Replace
6.0
1 - 12
Gears & Cover
Replace
4.0
1 - 12
Oil Pump
3.0
Oil Filter
Replace
Repair
Replace
Pan
Replace
Manifold
Replace
16
1.5
1 - 12
2.0
0.5
1.5
0.7
1 - 12
1 - 12
1-4
1 - 12
1-4
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
SECTION II - ASSIGNMENT OF MAINTENANCE FUNCTIONS
(1)
(2)
GROUP
NUMBER
COMPONENT/ASSEMBLY
(3)
(4)
MAINTENANCE MAINTENANCE CATEGORY
FUNCTION
C
03
Fuel System
0301
Carburetor
O
F
H
(5)
(6)
TOOLS
AND
EQUIP.
REMARKS
D
Adjust
Replace
Repair
0.3
0.5
Fuel Pump
Test
Replace
0.3
0.5
1-4
1-4
Lines, fittings &
Hoses
Replace
0.7
1-4
0304
Air Cleaner &
Indicator
Service
Replace
0.2
0.3
1-4
1-4
0306
Fuel Tank
Service
Replace
0302
0308
2.0
1-4
1-4
1 - 12
0.2
1.0
Fuel Lines & Fittings
Replace
0.5
Governor
Replace
Repair
0.4
1 - 12
1-4
1.0
1-4
1 - 12
0309
Filter Fuel
Replace
0.2
1-4
0312
Accelerator, Throttle
Controls
Replace
1.5
1-4
04
Exhaust System
0401
Muffler
Exhaust Pipe
Replace
Replace
0.6
0.8
1-4
1-4
05
Cooling System
0501
Radiator
Service
Replace
Repair
0.2 0.3
1.2
Thermostat
Test
Replace
0.5
0.5
1-4
1-4
Hoses, Upper & Lower
Replace
0.6
1-4
Water Pump Assembly
Replace
Overhaul
0.5
0503
0504
17
2.5
1.5
1-4
1-4
1 - 12
1-4
1 - 12
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
SECTION II - ASSIGNMENT OF MAINTENANCE FUNCTIONS
(1)
(2)
GROUP
NUMBER
COMPONENT/ASSEMBLY
(3)
(4)
MAINTENANCE MAINTENANCE CATEGORY
FUNCTION
C
0505
D
1-4
Fan Belt
Replace
0.3
1-4
Test
Replace
Repair
0.2
0.5
1.5
1-4
1-4
1 - 12
1.0
1 - 12
2.5
1-4
1-4
1 - 12
Alternator
0608
REMARKS
0.4
0601
0607
H
TOOLS
AND
EQUIP.
Replace
Electrical System
0605
F
(6)
Fan, Assembly
06
0603
O
(5)
Regulator
Replace
Starter Motor
Test
Replace
Repair
0.3
0.5
Switch, Starter
Ignition
Replace
0.4
1-4
Distributor Assembly
Adjust
Replace
0.3
0.5
1-4
1-4
Ignition Coil
Replace
0.3
1-4
Wiring
Replace
0.2
1-4
Spark Plugs
Adjust
Replace
0.2
0.3
1-4
1-4
Instruments, Panel
Replace
Repair
1.0
Hourmeter
Replace
0.3
1-4
Ammeter
Replace
0.3
1-4
Gauge, Oil Pressure
Replace
0.4
1-4
Gauge, Engine Temp.
Replace
0.3
1-4
Gauge, Fuel
Replace
0.3
1-4
Switch, Light
Replace
0.2
1-4
Box, Fuse
Replace
0.3
1-4
18
1.4
1 -4
1 - 12
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
SECTION II - ASSIGNMENT OF MAINTENANCE FUNCTIONS
(1)
(2)
GROUP
NUMBER
COMPONENT/ASSEMBLY
(3)
(4)
MAINTENANCE MAINTENANCE CATEGORY
FUNCTION
C
O
F
H
(5)
(6)
TOOLS
AND
EQUIP.
REMARKS
D
0609
Lights, Headlights &
Taillights
Replace
0.3
1-4
0610
Sending Unit
(Fuel, Oil & Temp)
Replace
0.4
1-4
0611
Horn, Relay & Wiring
Test
Replace
0.1
0.3
1-4
1-4
0612
Battery
Service
Test
Replace
DX
0.2
0.2
0.5
1-4
1-4
1 - 12
Service
Test
Replace
Repair
Overhaul
0.5 0.7
07
Transmission
0710
Transmission Assembly
1.0
8.0
16.0
1-4
1 - 12
1 - 12
1 - 12
1 - 12
4.0
1 - 12
1.0
6.0
Transmission Shafts &
Gears
Replace
0708
Torque Converter &
Drive Plate
Replace
0713
Transmission Clutch
Forward & Reverse
Replace
Overhaul
4.0
6.0
1 - 12
1 - 12
0714
Transmission Control
Valve
Replace
Repair
1.5
3.5
1 - 12
1 - 12
0714
Transmission Shift
Levers & Linkage
Adjust
Replace
0.3
0.5
1-4
1-4
0721
Oil Filter, Transmission
Replace
0.4
1-4
09
Propeller Shaft
0900
Propeller Shaft
Service
Replace
Repair
19
1.0
1 - 12
.2
0.8
1.5
1 - 12
1 - 12
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
SECTION II - ASSIGNMENT OF MAINTENANCE FUNCTIONS
(1)
(2)
GROUP
NUMBER
COMPONENT/ASSEMBLY
(3)
(4)
MAINTENANCE MAINTENANCE CATEGORY
FUNCTION
C
10
Front Axle (Drive)
1000
Front Axle Assembly
Service
Replace
Repair
O
F
H
0.5
4.0
8.0
(5)
(6)
TOOLS
AND
EQUIP.
REMARKS
D
1-4
1 - 12
1 - 12
Spindle, Axle
Replace
0.7
1 - 12
Axle Shaft
Replace
1.0
1 - 12
Bearings & Seals
Axle Shaft
Replace
Differential Carrier
Replace
Repair
2.0
6.0
1 - 12
1 - 12
Differential Assembly
Replace
Repair
1.5
4.0
1 - 12
1 - 12
1002
Ring Gear & Pinion
Pinion Seal &
Bearings
Replace
Replace
1.0
0.5
1 - 12
1 - 12
11
Rear Axle (Steering)
1100
Rear Axle Assembly
4.0
6.0
1-4
1 - 12
1 - 12
1-4
1002
0.5
Service
Replace
Repair
Adjust
0.5
Spindle, Right or
Left
Service
Replace
0.3
Axle King Pin & Needle
Bearings
Service
Replace
0.3
Pivot Arm & Bearings
Service
Replace
0.3
Axle Mounting, Trunnion
Bearings & Housing
Service
Replace
0.5
Tie Rods, Right & Left
Adjust
Replace
Service
0.4
20
0.8
1.5
1-4
1 - 12
1.5
1-4
1 - 12
1.5
1- 4
1 - 12
2.0
1-4
1- 12
1.5
0.3
1 - 12
1-4
1 - 12
1-4
TM 10-3930-644-14&P
SECTION II. MAINTENANCE ALLOCATION CHART
SECTION II - ASSIGNMENT OF MAINTENANCE FUNCTIONS
(1)
(2)
GROUP
NUMBER
COMPONENT/ASSEMBLY
(3)
(4)
MAINTENANCE MAINTENANCE CATEGORY
FUNCTION
C
12
Brakes
1201
Hand Brakes, Lever &
Linkage
1202
1204
Adjust
Service
Replace
O
F
0.4
0.3
Parking Brake
Replace
Repair
Service Brake
Service
Replace
Repair
0.4
Hydraulic Brake System
Service
0.3
Master Cylinder
Replace
Repair
1.0
H
(5)
(6)
TOOLS
AND
EQUIP.
REMARKS
D
1.5
1-4
1-4
1 - 12
1.0
1.5
1 - 12
1 - 12
4.0
6.0
1-4
1 - 12
1 - 12
1-4
1.6
1-4
1 -12
2.0
2.5
1 - 12
1 - 12
Wheel Cylinder
Replace
Repair
1206
Brake Pedal &
Linkage
Replace
Repair
0.6
0.8
1-4
1-4
13
Wheels
1311
Wheel Assembly
Replace
1.5
1-4
Bull Gear
Replace
1.0
1-4
Bearings & Seals
Replace
1.0
1-4
Tires, Pneumatic W/Tube
Inspect
Service
Replace
DX
0.1
0.1
Inspect
Replace
0.2
1313
Tires, Solid Rubber
14
Steering
1407
Steering Wheel
Replace
Steering Column &
Shaft
Replace
Steering Cylinder
Service
Replace
Repair
21
0.5
1 - 12
1.0
1.7
0.5
1-4
1 - 12
1-4
1.5
1 - 12
1.5
2.5
1-4
1 - 12
1 - 12
0.3
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
SECTION II - ASSIGNMENT OF MAINTENANCE FUNCTIONS
(1)
(2)
GROUP
NUMBER
COMPONENT/ASSEMBLY
(3)
(4)
MAINTENANCE MAINTENANCE CATEGORY
FUNCTION
C
1411
1412
F
H
TOOLS
AND
EQUIP.
REMARKS
D
Replace
Repair
Hydraulic Filter
Assembly
Replace
0.3
1-4
Hydraulic Filter
Element
Replace
0.3
1-4
Hydraulic Cylinder
Replace
Repair
1.2
Steering Control
Valve
18
Body, Cab, Hood & Hull
1801
Overhead Guard
Body Panel & Hoods
Seat Cushions,
Adjuster & Slide
24
Hydraulic Lift
Compartment
2401
Hydraulic Pump
0.5
0.3
(6)
Hoses, Lines & Fittngs
1414
1806
O
(5)
Replace
Repair
Replace
Repair
0.5
Replace
Repair
0.3
Adjust
Replace
Repair
1 - 12
1 - 12
2.0
1-4
1 - 12
1.0
1.5
1 - 12
1 - 12
1.0
1-4
1 - 12
0.5
1-4
1 - 12
0.7
1-4
1 - 12
0.2
0.5
Test
Replace
Repair
0.2
.7
1.0
2.0
1 - 12
1 - 12
1.0
1-4
1 - 12
1 - 12
1 - 12
2.0
2402
Hydraulic Control
Valve
Replace
Repair
2403
Hydraulic Control
Levers & Linkage
Replace
Repair
2404
Hydraulic Tilt
Cylinder
Replace
Repair
0.5
1.5
2405
Cluster Cylinder
Replace
Repair
1.5
22
0.5
2.5
1 - 12
1 - 12
1 - 12
1 - 12
1 - 12
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
SECTION II - ASSIGNMENT OF MAINTENANCE FUNCTIONS
(1)
(2)
GROUP
NUMBER
COMPONENT/ASSEMBLY
(3)
(4)
MAINTENANCE MAINTENANCE CATEGORY
FUNCTION
C
2405
Mast & Carriage
Assembly
Service
Adjust
Repair
Replace
O
F
0.3
0.3
H
(5)
(6)
TOOLS
AND
EQUIP.
REMARKS
D
2.0
1.0
1-4
1-4
1 - 12
1 - 12
2406
Hydraulic Lanes &
Fittings
Replace
1.0
1 - 12
2407
Side Shift Cylinder
Replace
Repair
0.5
1.5
1 - 12
1 - 12
2408
Oil Reservoir
Service
Replace
2.0
1-4
1 - 12
23
0.3
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
(MD SOP 700-5)
SECTION III - TOOL AND TEST EQUIPMENT REQUIREMENTS
TOOL OR TEST
EQUIPMENT
REFERENCE
MAINTENANCE
CODE
CATEGORY
NOMENCLATURE
NATIONAL/NATO
STOCK NUMBER
TOOL
NUMBER
UNLESS OTHERWISE NOTED, ALL MAINTENANCE FUNCTIONS CAN BE ACCOMPLISHED
WITH THE TOOLS CONTAINED IN THE FOLLOWING COMMON TOOL SETS.
1.
O,F,H
Tool Kit, General Mechanic Auto;
SC45180-90-CL-N26
5180-00-177-7033
W33004
2.
O,F,H
Shop Equipment, Auto Maint &
Repair: Org Maint Common No. 1 Less Power; SC-4910-95-CL-A74
4910-00-754-0654
W32593
3.
O,F,H
Shop Equipment, Auto Maint &
Repair: Org Maint Supplemental
No. 1 - Less Power; SC 4910-95CL-A73
4910-00-754-0653
W32867
4.
O.F,H
Shop, Equipment, Auto Maint &
Repair: Org Common No. 2 - Less
Power; SC 4910-95-CL-A72
4910-00-754-0650
W32730
5.
F, H
Shop Set, Fuel & Electrical
Systems, FM Basic - Less Power;
SC 4910-95-CL-A01
4910-00-754-0714
T30614
6.
F,H
Shop Set, Auto Maint & Repair, FM
Basic - Less Power; SC 4910-95CL-A31
4910-00-754-0705
T24660
7.
F,H
Shop Set, Fuel & Electrical System,
FM Supplemental No. 1 - Less
Power; SC 4910-95-CL-A64
4910-00-390-7774
T30551
8.
F,H
Shop Equipment, Auto Maint S
Repair: FM Supplemental No. 1 Less Power; SC 4910-95-CL-A62
4910-00-754-0706
T24519
24
TM 10-3930-644-14&P
MAINTENANCE ALLOCATION CHART
(MD SOP 700-5)
SECTION III - TOOL AND TEST EQUIPMENT REQUIREMENTS
TOOL OR TEST
EQUIPMENT
REFERENCE
MAINTENANCE
CODE
CATEGORY
NOMENCLATURE
STA
NATIONAL/NATO
STOCK NUMBER
TOOL
NUMBER
9.
F,H
Shop Set, Fuel & Electrical Systems: FM Supplemental No. 2 - Less Power:
SC 4910-95-CL-A65
4910-00-390-7775
T30688
10.
F,H
Shop Equipment, Welding:
FM; SC 3470-90-CL-A08
3470-00-357-7268
T16714
11.
F,H
Tool Kit, Master
Mechanics; SC 5180-90CL-N04
5180-00-699-5273
W45060
12.
F,H
Shop, Equipment, Auto Maint &
SC 5180-90-CL-N39
5180-00-754-0661
W58075
FORM
FEB 76
4801A
PREVIOUS EDITIONS OF THIS FORM MAY BE USED
25
TM 10-3930-644-14&P
SECTION IV. REMARKS
REFERENCE
CODES
None
REMARKS
None
26
TM 10-3930-644-14&P
APPENDIX D
MAINTENANCE EXPENDITURE LIMITS
Item Identification
3930-01-039-8291
Truck, Lift, Fork, Gasoline Engine Powered, 4,000 Lb.
Capacity, 144" Lift, MHE 232
3930-01-039-8292
Truck, Lift, Fork, Gasoline Engine Powered, 4,000 Lb.
Capacity, 180" Lift, MHE 232
3930-01-040-4594
Truck, Lift, Fork, Gasoline Engine Powered, 4,000 Lb.
Capacity, 144" Lift, MHE 234
27
Years of
Life
Expectancy
NSN
Production
Year
Repair Limitations
50%
30%
1977
1979
11
11
1984
1986
1988
1990
1977
1979
11
11
1984
1986
1988
1990
1977
1979
11
11
1984
1986
1988
1990
TM 10-3930-644-14&P
APPENDIX E
MAINTENANCE AND OPERATING SUPPLY LIST
NOMENCLATURE:
Truck, Lift, Fork, 4K, GED
MFR PART NO:
COMPONENT
APPLICATION
Engine
SRT, 144” Lift
MAKE
SRT, 180” Lift
Allis Chalmer’s
PT, 144” Lift
NSN:
3930-01-039-8291
SERIAL NO. RANGE:
3930-01-039-8292
3930-01-040-4594
MFR PART NO.
QTY REQ
OR
DESCRIPTION
F/INITIAL
NAT’L STOCK NO.
OPN
9150-00-186-6668
OE/HDO-10 (5 gal)
5 qts
9150-00-189-6728
OE/HDO-10 (55 gal)
9150-00-188-9858
OE/HDO-30 (5 gal)
9150-00-188-9859
OE/HDO-30 (55 gal)
Fuel Tank
9130-00-264-6218
Gasoline Auto Regular
5 gal
Radiator
6850-00-181-7929
Water Antifreeze (1 gal)
None
*Hydraulic
Brake
9150-00-252-6375
Hydraulic Fluid NABB
None
Differential
9150-01-035-5393
9150-01-035-5395
9150-01-035-5391
MIL-L-2105C80W/90 (5 gal)
MIL-L-2105C85W/140 (5 gal)
MIL-L-2105C 75W (5 gal)
None
None
None
Transmission
*See Engine
OE-HDO-10
None
Hydraulic
System
*See Engine
OE-HDO-10
None
Lubrication
Fittings
9150-00-190-0907
GAA (35 lb. can)
None
28
MODEL
ACC40PS
ACP400PS
DATE
Jan 81
QTY REQ
F/8 HRS
OPN
NOTES
See
NEXT PAGE
8 gal
As Req
TM 10-3930-644-14&P
APPENDIX E
MAINTENANCE AND OPERATING SUPPLY LIST
NOMENCLATURE:
Truck, Lift, Fork, 4K, GED
MFR PART NO:
COMPONENT
APPLICATION
Electrolyte
*After conversion
to silicone
Brake Fluid Use:
MIL-B-46176 (81349)
SRT, 144” Lift
MAKE
SRT, 180” Lift
Allis Chalmer’s
PT, 144” Lift
NSN:
3930-01-039-8291
SERIAL NO. RANGE:
3930-01-039-8292
3930-01-040-4594
MFR PART NO.
QTY REQ
OR
DESCRIPTION
F/INITIAL
NAT’L STOCK NO.
OPN
6810-00-249-9354
Sulfuric Acid, Electrolyte
None
9150-01-059-2586
Silicone Brake Fluid (1 gal)
29
None
MODEL
ACC40PS
ACP400PS
DATE
Jan 81
QTY REQ
F/8 HRS
OPN
NOTES
See
NEXT PAGE
TM 10-3930-644-14&P
LUBRICANTS
EXPECTED TEMPERATURES
CAPACITY
Above 32 F
Above 0 C
OE/HDO , Engine, Heavy Duty
Oil Can Points
Hydraulic Reservoir
Engine Crankcase (see note 4)
Transmission(see note 5)
GO-LUBRICATING OIL, Gear
Drive Axle
GOS-LUBRICATING OIL, Gear, Sub-zero
GAA-GREASE, Automotive and Artillery
BFS-Silicone Brake Fluid
Brake Master Cylinder
+40 F to -10 F
+5 C to -23 C
0 F to -65 F
-18 C to -50C
OE/HDO 10
OE/HDO 10
OE/HDO 10
5.9 gals(22.3L)
4 qts(3.8L)
11 qts(10.4L)
OE/HDO 30
OE/HDO 10
OE/HDO 20
OE/HDO 10
OE/HDO 10
OE/HDO 10
5 pts(2.3L)
GO 85W/140
GO 80W/90
GO 75W
ALL TEMPERATURES
3 pts(1.4L)
NOTES:
1. FOR OPERATION OF EQUIPMENT IN PROTRACTED COLD
TEMPERATURES BELOW -10F. Remove lubricants
prescribed in the key for temperatures above -10F.
Relubricate with lubricants specified in the key
for temperatures below -10 F(-18 C).
2. OIL CAN POINTS. Every 50 hours lubricate the
accelerator and parking brake linkage, mast interlock, control valve linkage, pins and clevises and
all exposed adjusting threads with OE/HDO.
5. TRANSMISSION. Add one quart(0.946L) when filter
is replaced.
6. LUBRICANTS. The following is a list of lubricants
with the Military Symbols and applicable Specification
numbers: OE/HDOMIL-L-2104C, GO MIL-L-2105C,
HBA MIL-11-5606, GAA MIL-G-10924.
3. WHEEL BEARINGS AND BULL GEARS. Every 500 hours
remove wheels, clean and inspect all parts, replace
damaged or worn parts, repack bearings, and then
reassemble. Fill bull gear spaces to three-fourths
height of teeth with grease GAA.
4. ENGINE CRANKCASE. Add one pint(0.478L) when oil
filter is replaced.
30
INTERVALS
Intervals
given in
hours of
normal
operation
TM 10-3930-644-14&P
APPENDIX F
Maintenance of New Vehicle
1.
Inspection Upon Delivery: For your protection, make a thorough inspection of the vehicle immediately upon delivery.
Notify the transit agent and have the delivering carrier make a notation on the freight Bill of Lading at once.
2.
Engine Oil: Check oil level in crankcase. Withdraw dipstick and wipe clean, reinsert the dipstick all the way and then
remove it for a true reading. DO NOT CHECK OIL LEVEL WITH ENGINE RUNNING.
NOTE
All units are shipped with a preservative oil in the crankcase. This oil should be
drained immediately and replaced with the proper oil (See Appendix E).
3.
Cooling System: Check coolant level. All vehicles are shipped with coolant to protect to -30°F or lower.
4.
Fuel Tank: Ensure vehicle has fuel. Vehicle is protected with protecto-seal cap to guard against fire hazards, theft
and tampering.
5.
Lubrication: Ensure that vehicle was lubricated prior to shipment. Check all lubrication points as given in TM-00-1271
on page 2-119.
6
Battery: A 12 volt battery is located in a swing out tray below the operator's seat inside the right side panel. Keep
cells filled to the bottom of the filler holes with clean distilled water.
7.
Power Shift Transmission: Remove floor plate and with the parking brake set and transmission in NEUTRAL, start
and run engine for a few minutes until transmission fluid operating temperature is obtained. Stop engine and
immediately check transmission fluid level with the dipstick.
8.
Differential: With vehicle on a level surface, remove plug from front of axle housing. Oil should be level with lower
edge of plug hole.
31
TM 10-3930-644-14&P
9.
Hydraulic System: With vehicle on level surface, lift cylinder vertical and with lift plunger retracted, turn off the engine
and check oil level in the hydraulic reservoir. Oil should be to the, level shown on the dipstick. The dipstick is located
at the top of the reservoir, inside the right hand panel.
10. Brake Master Cylinders: The brake master cylinder is located under the floor plate on the right side of the truck. It
should be filled to 3/8" from bottom or filler neck.
11. Air Cleaner: The air cleaner is mounted inside the engine compartment.
replaceable cartridge. Check tightness of all connections.
12. Instruments: Start engine, check to see all gauges are operating properly.
32
It is a dry element type cleaner with
TM 10-3930-644-14&P
APPENDIX G
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 your 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 will need to make all the checks. Take
along a rag, you'll always need at least one.
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 THIS SOLVENT IS 138°° F.
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 not 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.
33
TM 10-3930-644-14&P
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 shot
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). OF COURSE, CONSIDERATION MUST BE GIVEN TO THE FLUID CAPACITY IN
THE ITEM/SYSTEM BEING CHECKED/INSPECTED. WHEN IN DOUBT, NOTIFY
YOUR SUPERVISOR.
WHEN OPERATING WITH CLASS I OR II LEAKS, CONTINUE TO CHECK FLUID
LEVELS AS REQUIRED IN YOUR PMCS.
CLASS III LEAKS
ORGANIZATIONAL.
SHOULD
BE
REPORTED
34
TO
YOUR
SUPERVISOR
OR
TM 10-3930-644-14&P
INTERVAL
ITEM
NO
B
D
A
W
M
OPERATOR/CREW PREVENTIVE MAINTENANCE CHECKS AND SERVICES
B-BEFORE
D-DURING
A-AFTER
W-WEEKLY
M-MONTHLY
ITEM TO BE INSPECTED
PROCEDURE: CHECK FOR AND HAVE REPAIRED, FILLED OR
ADJUSTED AS NEEDED
IMPORTANT: PERFORM WEEKLY AS WELL AS BEFORE OPERATIONS PMCS IF:
EQUIPMENT IS NOT
READY/
AVAILABLE IF:
1. YOU ARE THE ASSIGNED OPERATOR AND HAVE NOT OPERATED THE ITEM
SINCE THE LAST WEEKLY.
2.
NOTE:
1
2
YOU ARE OPERATING THE ITEM FOR THE FIRST TIME.
HAVE ORGANIZATIONAL MAINTENANCE ADJUST ENGINE VALVE CLEARANCE
AFTER FIRST 50 HOURS OF OPERATION.
EXTERIOR OF VEHICLE
•
a.
Check for leaks or appearance of leaks.
Class Ill leaks-or any
fuel leak.
•
b.
Visually check overhead guard for obvious cracks in welds.
Obvious cracks in welds.
•
HYDRAULIC RESERVOIR
Check reservoir oil level, add oil if necessary to bring level up
to full mark on dipstick, when mast is lowered and all cylinders
retracted.
3
•
TIRES, PNEUMATIC
•
Check tires for wear.
or
TIRES; SOLID
Tire is flat.
Check tires for wear cracks, gouges, and chunking.
35
Chunking, gouging, or
wear which would cause
unsafe operating conditions.
TM 10-3930-644-14&P
INTERVAL
ITEM
NO
4
B
D
•
A
W
M
OPERATOR/CREW PREVENTIVE MAINTENANCE CHECKS AND SERVICES
B-BEFORE
D-DURING
A-AFTER
W-WEEKLY
M-MONTHLY
ITEM TO BE INSPECTED
PROCEDURE: CHECK FOR AND HAVE REPAIRED, FILLED OR
ADJUSTED AS NEEDED
RADIATOR
EQUIPMENT IS NOT
READY/
AVAILABLE IF:
Check radiator to insure that coolant is one inch below bottom of
filler tube (add 50/50 mixture of water and antifreeze) (reference
TB 750-651).
5
•
ENGINE OIL LEVEL
Check oil dipstick, add oil, if needed, to raise level to full mark.
6
•
AIR CLEANER
Check element to insure it's clean, wash if needed in warm soapy
water (after six washings, have organizational maintenance replace at).
7
•
Element is missing or
damaged.
HORN
Check horn by pressing button.
8
•
BRAKES
Check that normal break pressure stops truck.
9
•
Service brake-won't stop
truck.
STEERING
Check that truck steers free & easy.
Steering sticks or truck-is
hard to steer.
36
TM 10-3930-644-14&P
INTERVAL
ITEM
NO
10
B
D
•
A
W
M
OPERATOR/CREW PREVENTIVE MAINTENANCE CHECKS AND SERVICES
B-BEFORE
D-DURING
A-AFTER
W-WEEKLY
M-MONTHLY
ITEM TO BE INSPECTED
PROCEDURE: CHECK FOR AND HAVE REPAIRED, FILLED OR
ADJUSTED AS NEEDED
ACCELERATOR
Check that truck goes smoothly from slow to fast speed.
11
•
•
•
Lifting or lowering jerky
or uncontrollable.
TILT LEVER
Check that forward and backward tilt is smooth and immediate.
13
Pedal sticks.
LIFT LEVER
Check that lifting and lowering is smooth in acceleration and
deceleration.
12
EQUIPMENT IS NOT
READY/
AVAILABLE IF:
Tilt does not operate.
SIDE SHIFT LEVER
Check that shift works.
14
•
LIGHTS
Check that lights are working and properly aligned
15
•
INSTRUMENT PANEL
Check for abnormal operating readings.
•
•
(1) Oil pressure gauge - Less than five psi at idle speed.
(2) Ammeter - Registers discharge when engine is operated at above
idle speed.
37
Readings on gauges fall
within specified ranges.
TM 10-3930-644-14&P
•
OPERATOR/CREW PREVENTIVE MAINTENANCE CHECKS AND SERVICES
B-BEFORE
D-DURING
A-AFTER
W-WEEKLY
M-MONTHLY
ITEM TO BE INSPECTED
PROCEDURE: CHECK FOR AND HAVE REPAIRED, FILLED OR
ADJUSTED AS NEEDED
(3) Water temperature - Registers in red portion of gauge.
•
(4)
INTERVAL
ITEM
NO
16
B
D
A
W
M
•
EQUIPMENT IS NOT
READY/
AVAILABLE IF:
Transmission temperature gauge - Registers 210°F or above.
STEER AXLE STOPS
Check to insure they are present and not damaged.
17
•
BATTERY
Inspect for electrolyte level, add distilled water if required
(reference TM 9-6140-200-12).
18
•
Battery cracked or
discharged.
RADIATOR ENGINE COMPARTMENT
Inspect/clean air passages.
19
•
BREATHER CAP ENGINE
Remove and clean.
20
•
FAN BELT
Inspect for looseness or frayed condition.
Belt slips.
38
TM 10-3930-644-14&P
ORGANIZATIONAL
PREVENTIVE MAINTENANCE CHECKS AND SERVICES
1. Do your (Q) PREVENTIVE MAINTENANCE once each 3 months.
2. Do your (S) PREVENTIVE MAINTENANCE once each 6 months.
3. Do your (A) PREVENTIVE MAINTENANCE once each year.
4. Do your (B) PREVENTIVE MAINTENANCE once each two years.
5. Do your (H) PREVENTIVE MAINTENANCE at the hour interval listed.
6. Do your (MI) PREVENTIVE MAINTENANCE when the mileage of the vehicle roaches the amount listed.
7. If something doesn't work, troubleshoot it with the instructions in your commercial manual or notify your supervisor.
8. 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.
9. If anything looks wrong and you can't fix it, write it on your DA Form 2a4.' If you find something seriously wrong, report
it to direct support maintenance RIGHT NOW.
10. When you do your PREVENTIVE MAINTENANCE, take along the tools you will need to make all the checks. Take
along a rag, you'll always need at least one.
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 THIS SOLVENT IS 13°F.
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 (50-2) on all metal surfaces. Use soap and water when you clean rubber
or plastic material.
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 lock for chipped paint, bare metal, or rust around bold heads. If you find one you think! is
loose, tighten it, or report it to direct support maintenance if you can not 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 direct support maintenance.
39
TM 10-3930-644-14&P
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 wears damage, and leaks, and make sure clamps and fittings are tight. let 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 direct support maintenance.
11. 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 Organizational 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 from 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). OF COURSE, CONSIDERATION MUST BE GIVEN TO THE FLUID CAPACITY IN
THE ITC4/SYSTEM BEING CHECKED/INSPECTED. WHEN in DOUBT, NOTIFY
YOUR SUPERVISOR.
WHEN OPERATING WITH CLASS I OR II LEAKS, CONTINUE TO CHECK FLUID
LEVELS AS REQUIRED in YOUR PMCS.
CLASS III LEAKS SHOULD BE REPORTED TO YOUR SUPERVISOR OR DIRECT
SUPPORT,
40
TM 10-3930-644-14&P
ORGANIZATIONAL PREVENTIVE MAINTENANCE CHECKS AND SERVICES
Q-Quarterly
ITEM NO
S-Semiannually
A-Annually
INTERVAL
Q
S
A
B
B-Biennially
H-Hours
M-Miles
ITEM TO BE INSPECTED
PROCEDURE: Check for and have repaired, filled, or adjusted as needed
H
MI
NOTE: Adjust engine valve clearance after first 50 hours of operation.
NOTE
Perform Operator/Crew PMCS prior to or in conjunction with organizational PMCS if:a. There is a delay between the daily operation of the equipment and the
organizational PMCS.
b. Regular operator is not assisting/participating.
1
100
MAST ASSEMBLY
a. Lubricate sliding and roller contact surfaces.
b. Clean and inspect lift chains for bent or cracked links. Check adjustment
and lubricate.
c. Tighten top mast bolt to 135 ft. lbs. torque.
2
100
BATTERY
Inspect/service electrolyte level and charge as required. Check that cables
are secure and clean (reference TM 9-6140-200-12).
3
100
ENGINE
a. Drain engine oil, replace oil filter and refill with five quarts (see
Appendix E).
41
TM 10-3930-644-14&P
ORGANIZATIONAL PREVENTIVE MAINTENANCE CHECKS AND SERVICES
Q-Quarterly
ITEM NO
S-Semiannually
A-Annually
INTERVAL
Q
S
A
B
B-Biennially
H-Hours
M-Miles
ITEM TO BE INSPECTED
PROCEDURE: Check for and have repaired, filled, or adjusted as needed
H
MI
b. Check fan belt tension - 1/2" to 3/4" deflection at point halfway
between fan and alternator pulleys with about 10 lbs. applied force.
4
100
TRANSMISSION
Check fluid level in transmission on dipstick located under the trap
door in the floor plate. Engine must be running, transmission in neutral
and parking brake set. Add transmission fluid to bring level up to full
mark on dipstick.
5
100
DRIVE AXLE
Check and clean breather located on housing.
6
100
FUEL TANK
Clean fuel strainer.
7
100
DIFFERENTIAL
Check oil level with truck on flat surface, add oil to bring level up
to inspection plug.
8
200
HYDRAULIC OIL FILTER
Replace. Check for leaks.
9
200
TRANSMISSION OIL FILTER
Replace. Check for leaks.
42
TM 10-3930-644-14&P
ORGANIZATIONAL PREVENTIVE MAINTENANCE CHECKS AND SERVICES
Q-Quarterly
ITEM NO
A-Annually
INTERVAL
Q
10
S-Semiannually
S
A
B
B-Biennially
H-Hours
M-Miles
ITEM TO BE INSPECTED
PROCEDURE: Check for and have repaired, filled, or adjusted as needed
H
200
MI
HYDRAULIC OIL RESERVOIR
Replace breather.
11
500
ELECTRICAL SYSTEM
Check tightness of terminals, wires, cables, and electrical components.
12
500
HOSES, TUBES, AND FITTINGS
Inspect, replace or have replaced, if necessary, correct any leaks that are
evident.
13
500
WHEELS
a. Clean and lubricate steer wheel bearings.
b. Inspect and replace as necessary the brake shoes (brake lining less
than 0.125 in.). Turn cylinder if required (not to exceed .100).
14
500
BRAKE MASTER CYLINDER
Check fluid level and add if necessary to bring level within 3/8" to 1/2"
from top of reservoir.
15
500
BRAKE PEDAL
Adjust, pedal should not reach floorboard when depressed with 1/2" free
play.
43
TM 10-3930-644-14&P
ORGANIZATIONAL PREVENTIVE MAINTENANCE CHECKS AND SERVICES
Q-Quarterly
ITEM NO
A-Annually
INTERVAL
Q
16
S-Semiannually
S
A
B
B-Biennially
H-Hours
M-Miles
ITEM TO BE INSPECTED
PROCEDURE: Check for and have repaired, filled, or adjusted as needed
H
500
MI
MAST ASSEMBLY
a. Check for side play of fork carriage and check chain adjustment if it
is not level.
b. Remove lift chains, clean and inspect for wear and broken or cracked
links. Repair, install, adjust, and lubricate.
17
500
ENGINE
a. Replace distributor points (0.020 gap).
b. Replace spark plugs (0.025 gap).
c. Remove and clean/replace PCV valve.
18
500
PARKING BRAKE
Check and adjust as necessary
19
500
CONTROL VALVE
Check linkage.
20
500
UNIVERSAL JOINT
Check and adjust if necessary.
44
TM 10-3930-644-14&P
APPENDIX H
BIIL
FOR
TRUCK, LIFT, FORK, 4,000 LB., GED., SRT
NSN 3930-01-039-8291
NSN 3930-01-039-8292
SMR
CODE
NATIONAL-STOCK
NUMBER
4210-00-889-2221
DESCRIPTION
REF NO.
AND
MFG CODE
EXTINGUISHER, FIRE
USABLE
ON
CODE
UNIT
OF
MEASURE
EA
QTY
AUTH
1
*
7520-00-559-9618
CASE MAINTENANCE
MIL-B-11743(81349)
EA
1
*
7510-00-889-3494
BINDER LSE LF-3 RING GR
MIL-B-43064(81349)
EA
1
EA
1
*
Both of these Items will we replaced in later models by:
7530-01-065-0166
Equipment Record Folder
45
TM 10-3930-644-14&P
APPENDIX
BIIL
TRUCK, LIFT, FORK, 4,000 LB, GED. PT
NSN 3930-01-040-4594
SMR
CODE
NATIONAL-STOCK
NUMBER
*
7520-00-559-9618
*
7510-00-889-3494
*
DESCRIPTION
REF NO.
AND
MFG CODE
CASE, COTTON DUCK
MIL-B-11743(81349)
LOG BOOK BINDER
MIL-B-43064(81349)
NOTE: Both will be replaced in later models by:.
7530-01-065-0166 Equipment Record Folder
46
USABLE
ON
CODE
UNIT
OF
MEASURE
EA
QTY
AUTH
1
EA
1
EA
1
TM 10-3930-644-14&P
APPENDIX I
Distribution Codes
CONUS customers will use "F" in column 54.
CONUS customers will use the appropriate code below.
(extracted from Appendix P, paragraph P-3, AR 725-503, dated 29 Aug 75, with Change 1.)
Codes & Activities below:
A ------------------------------US Army Alaska Support Command
Fort Richardson, Alaska
APO Seattle, WA 98749
B ------------------------------USA International Logistics Center
New Cumberland Arm. Depot
New, Cumberland, PA 17070 (For
transceiver and mail)
47
TM 10-3930-644-14&P
D ------------------------------US Army Security Agency
Supply and Maintenance Center
Vint Hill Farms Station
Warrenton, VA 22186
E -----------------------------US Army Aviation Systems Command
P.O. Box 209
St. Louis, MO 63166
*F -----------------------------US Army Logistics Control Activity
Presidio of San Francisco, CA 94129
H ------------------------------US Army Support Command, Hawaii
(USASCH)
Schofield Barracks, Hawaii
APO San Francisco 96557
I--------------------------------- US Army Troop Support Command
4300 Goodfellow, Boulevard
St. Louis, MO 63120
J -------------------------------US Army Supply and Maintenance
Activity, Sagami (USASMAS)
Sagami, Japan
APO San Francisco 96343
K- -----------------------------US Army Inventory Management Center
Camp Henry, Tae-a, Korea
APO San Francisco 96212
L-------------------------------US Army Missile Command
Redstone Arsenal, AL 35809
M------------------------------Reserved (DA)
O ------------------------------Reserved (DA)
P ------------------------------US Army Electronics Command
ATTN: Director of :.Materiel Management
Fort Monmouth, NJ 07703
Q ------------------------------US Army Materiel Command, Operations
APO New York 09052
R ------------------------------Director for Supply Operations
Us Army Base Command, Okinawa
APO San Francisco 96248
48
TM 10-3930-644-14&P
S ------------------------------US Army Armament Command
Rock Island, IL 61202
T-------------------------------Reserved (DA)
*U -----------------------------US Army ;Medical Materiel Agency
Fredrick, MD 21701
V ------------------------------Reserved (DA)
W -----------------------------Reserved (DA)
X-------------------------------Reserved (DA)
Y ------------------------------US Army Tank-Automotive Commands
Warren, MI 48390
Z-------------------------------Directorate for Inventory Control
US Army Medical Materiel Center, Europe
Einseiedlerhof, Germany
APO New York; 09227
49
TM 10-3930-644-14&P
APPENDIX J
FLOW OF REQUISITION AND MATERIEL
CHE/MHE PARTS (NSN)
50
TM 10-3930-644-14&P
APPENDIX K
FLOW OF REQUISITIONS AND MATERIEL
CHE/MHE PARTS (NON-NSN)
51
TM 10-3930-644-14&P
APPENDIX L
SAMPLE FORMAT - MILSTRIP REQUISITION FOR CHE/MHE (NSN)
Card Column
Mandatory Entry
For CHE/MHE
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
Project Code
Priority Code
Required Delivery Date
Advice Code
A∅A - CONUS
A∅1 - OCONUS
"F" For CONUS;
See AR 725-50
for OCONUS
CC-55-56 - Leave Blank
52
TM 10-3930-644-14&P
APPENDIX L
SAMPLE FORMAT - MILSTRIP REQUISITION FOR CHIE/MHE (NON-NSN)
Card Column
Mandatory Entry
for CHE/MHE
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
Project Code
60-61
62-64
65-66
Priority Code
Required Delivery Data
Advice Code
A∅B - CONUS
A∅2 - OCONUS
Always S9C
"F" for CONUS;
See AR 725-50
for OCONUS
CC-55-56 - Leave Blank
CONUS - BGX
OCONUS - JZM
53
TM 10-3930-644-14&P
APPENDIX L (CONTINUED)
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
1-3
4-6
7
8-22
23-24
25-29
30-43
44
45-50
51
52-53
54-56
MANDATORY ENTRY
FOR CHE/MHE
DESCRIPTION OF DATA
Document Identifier
Code
Routing Identifier Code
Media Status Code
FSCM and Part Number
ABE - CONUS
A05 - OVERSEAS
Always S9C
Leave Blank
Enter in Block 1
Under
Identification
Data
Unit of Issue
Quantity
Document Number
Demand Code
Supplementary
Address
Signal Code
Fund Code
Distribution Code
CC 54
57-59
Project Code
60-61
62-64
Priority Code
Required Delivery
Date
Advice Code
"F" for CONUS. (See
AR 725-50 for OVERSEAS.
CC-55-56- Leave Blank
CONUS - BGX
OCONUS - JZM
65-66
67-80
IDENTIFICATION DATA - Lower half of DD Form 1348-6, complete blocks 1 thru 9.
54
Blank
TM 10-3930-644-14&E
APPENDIX L
SAMPLE FORMAT - MILSTRIP REQUISITION FOR CHE/MHE- (Non-NSN) ; (Manual)
55
TM 10-3930-644-14&P
PARTS LIST
i
TM 10-3930-644-14&P
BASE UNIT INDEX
BRAKE GROUP
BRAKE MASTER CYL ........................................ 97
BRAKE PEDAL................................................... 95
DRIVE WHEEL BRAKES .................................... 99
PARKING BRAKE............................................. 103
PARKING BRAKE ASSY..................................... 91
WHEEL CYLINDER.......................................... 101
DRIVE AXLE GROUP
DIFFERENTIAL ASSY ........................................ 90
DIFFERENTIAL CARRIER.................................. 89
DRIVE AXLE ...................................................... 87
DRIVE WHEEL................................................... 93
ELECTRICAL GROUP
ALTERNATOR ................................................... 47
ALTERNATOR ASSY ......................................... 48
BATTERY .......................................................... 67
BATTERY TRAY................................................. 69
DISTRIBUTOR ASSY ......................................... 57
DISTRIBUTOR .5................................................ 56
HORN ................................................................ 63
INSTRUMENT PANEL ASSY .............................. 61
INSTRUMENT PANEL........................................ 59
STARTER ASSY ................................................ 53
STARTER .......................................................... 51
HEADLIGHT....................................................... 64
STOPLIGHT....................................................... 65
FRAME GROUP
COUNTERWEIGHT.......................................... 143
FLOOR PLATE ................................................. 145
MAST MOUNTING............................................ 159
OVERHEAD GUARD........................................ 149
SEAT ASSY ..................................................... 153
SEAT............................................................... 151
SIDE PANEL.................................................... 157
BACKREST...................................................... 185
FORKS ............................................................ 186
FUEL GROUP
ACCELERATOR................................................. 45
AIR CLEANER.................................................... 43
CARBURETOR ASSY......................................... 39
FUEL SYSTEM................................................... 37
HYDRAULIC GROUP
CONTROL VALVE............................................ 135
HYDRAULIC FILTER........................................ 131
HYDRAULIC PUMP .......................................... 125
HYDRAULIC RESERVOIR ................................ 129
MAIN HYDRAULICS ......................................... 123
PLUNGER ASSY- 4908221-7............................ 137
PLUNGER ASSY - 4908223-3 ........................... 139
TILT CYLINDER............................................... 133
MAST ASSY
LIFT CYLINDER CLUSTER............................... 173
LIFT CYLINDER ASSY ..................................... 165
ENGINE GROUP
CRANKCASE VENTILATION ............................. i11
CRANKSHAFT..................................................... 5
STEERING GROUP
CYLINDER BLOCK ............................................... 1
SHIFTING ASSY .............................................. 109
CYLINDER HEAD................................................. 9
STEER AXLE ................................................... 105
ENGINE MOUNTING .......................................... 35
STEER LINK .................................................... 115
EXHAUST SYSTEM ........................................... 33
STEER UNIT.................................................... 113
FLYWHEEL & HOUSING .................................... 21
STEER WHEEL................................................ 119
GEAR COVER.................................................... 23
INTAKE & EXH MANIFOLD................................. 25
TRANSMISSION GROUP
OIL FILTER........................................................ 19
FWD & REV DISC ASSY .................................... 79
OIL PAN............................................................. 17
INCHING CONTROL........................................... 83
OIL PUMP.......................................................... 15
TRANSMISSION ................................................ 71
PISTON & CONN ROD......................................... 7
TRANSMISSION ASSY ...................................... 73
RADIATOR......................................................... 31
TRANSMISSION FILTER.................................... 81
THERMOSTAT & HOUSING ............................... 29
TRANSMISSION VALVE ASSY........................... 77
VALVE MECHANISM.......................................... 13
UNIVERSAL JOINT............................................ 85
WATER PUMP AND FAN.................................... 27
SIDE SHIFT COMPONENTS
CARRIAGE ...................................................... 189
HOSE REEL GROUP........................................ 191
HYDRAULIC ADAPTATION .............................. 195
LIFT CYLINDER............................................... 175
MAST ASSEMBLY............................................ 177
OVERHEAD GUARD........................................ 149
SIDE SHIFT CYLINDER.................................... 178
ii
TM 10-3930-644-14&P
NUMERICAL INDEX
The following numerical index lists all Allis-Chalmers 4 million series part numbers found in the parts list and their page
numbers.
Supplier information is listed in the form of the Federal Manufacturer's Code number and that manufacturer's part number.
The following is a list of the Federal Manufacturer's Code numbers that appear in the index along with their name an
addresses
CODE
00624
NAME AND ADDRESS
Aeroquip Corp.
Aircraft Division
Jackson Plant
300 So. East Ave.
Jackson, Mi. 49203
00779
Amp. Inc.
P. O. Box 3608
Harrisburg, Pa. 17105
01943
Moeller Mfg. Co. Inc.
P.O. Box 1318
Greenville, Ms. 38701
02397
North American Rockwell Corp.
Brake Division
Ashtabula, Ohio
02660
Amphenol Corp.
Broadview, Ill.
02978
Continental Motors Corp.
Military Division
Muskegon. Mi.
07200
Michigan Precision Molded, Inc.
Walled Lake, Mi.
07988
Ambac Industries Inc. Fluid
Power Systems Division
661 Glenn Ave.
Wheeling, Ill. 60090
08162
Bower Roller Bearing Division of
Federal - Mogul Corp.
3040 Hart
Detroit, Mi. 48214
11314
National Seal Division of
Federal -Mogul Corp.
11634 Patton Road
Downey, Ca. 90241
11671
Tyrone Hydraulics Inc.
P. O. Box 511
Corinth, Ms. 38834
15605
Cutler-Hammer, Inc.
4201 No. 27th St.
Milwaukee, Wis. 53216
CODE
16764
18265
19728
20984
21003
22031
23040
24455
27995
30321
30327
NAME AND ADDRESS
Delco-Remy Division of
General Motors Corp.
2401 Columbus Ave.
Anderson, In. 46011
Donaldson Co. Inc.
1400 West 94th St.
Minneapolis, Mn. 55431
Prestolite Co. the Division of
Eltra Corp.
P. O. Box 931 511 Hamilton St.
Toledo, Ohio 43601
Arron Safety Device Co.
Route 113
Georgetown, De. 19947
Sparton Mfg. Co.
Highway 50
West Flora, 11. 62839
Air Way Mfg. Co.
586 No. Main at US 27
Olivet, Mi. 49076
Ford Marketing Corp.
Autolite-Ford Parts Division
P. O. Box 3000
Livonia, Mi. 48151
General Electric Co.
Lamp Division of Consumer
Products Group
Nela Park
Cleveland, Ohio
Warner-Motive Division of BorgWarner Corp. Auburn Plant
P. O. Box 351 Warner Road
Auburn, In. 46706
Automation Industries Inc.
Materials Evaluation Group
Division 51
6106 Rookin St.
Houston, Tx. 77036
Imperial Division Imperial-Eastman
Group I-T-E Imperial Corp.
6300 West Howard St.
Chicago, Ill. 60648
iii
TM 10-3930-644-14&P
CODE
30612
32705
33544
36540
49234
50022
52676
57733
59730
60038
60380
63477
66295
67049
70026
NAME AND ADDRESS
Allis-Chalmers Mfg. Co.
Material Handling Division
21800 So. Cicero Ave.
Matteson, Ill. 60443
Vlckers Mobile Division of
Vickers Division of
Sperry Rand Corp.
Troy. Mi. 48084
Kickhaefer Mercury
157 Western Ave.
Cedarburg, Wis. 53012
Lisle Corp.
805 E. Main
Clarinda, Ia. 51632
Protectoseal Co.
1920 So. Western
Chicago, Ill. 60608
McCord [feat Transfer Division
2850 West Grand Blvd.
Detroit, Mi. 48202
S. K. F. Industries Inc.
Front St. and Erie Ave.
Philadelphia. Pa. 19132
Stewart-Warner Corp.
1826 Diversey Parkway
Chicago. Ill. 60614
Thomas and Betts Co. The
36 Butler St.
Elizabeth. N.J. 07207
Timken Roller Bearing Co.
1835 Dueber Ave. SW
Canton, Ohio 44706
Torrington Co. The Subsidiary
of Ingersoll-Rand Corp.
59 Field St.
Torrington, Ct. 06790
Wagner Electric Corp.
Wagner Division
6400 Plymouth Ave.
St. Louis, Mo. 63133
Wittek Mfg. Co.
4309 West 24th
Chicago, Ill. 60623
Young Radiator Co.
709 Marquette St.
Racine, Wis. 53403
Chicago Fittings Corp.
18th Ave. at 21st St.
Broadview, Ill. 60153
CODE
NAME AND ADDRESS
70040
A C Spark Plug Division of
General Motors Corp.
1300 No. Dort Hgwy
Flint, Mi. 48556
Anchor Coupling Co. Inc.
Church and Fouth St.
Libertyville, Ill. 60048
Atlantic India Rubber Works, Inc.
571 No. Polk St.
Chicago. Ill. 60607
Bussman Mfg. Division of
McGraw-Edison Co.
2536 West University St.
St. Louis, Mo. 63017
Columbus Auto Parts Co.
Hudson St. at North Freeway
Columbus, Ohio 43211
Deluxe Products Corp.
1201 Michigan Blvd.
Racine, Wis. 53402
Amsted Industries Inc.
Diamond Chain Co. Division
402 Kentucky Ave.
Indianapolis, In. 46225
Elastic Stop Nut Division of
Amerace ESNA Corp.
2330 Vouxhall Road
Union, N.J. 07083
Helm Universal Division The
of North American Rockwell Corp.
60 Round Hill Rd.
Fairfield. Ct. 06430
Fram Corp.
105 Pawtucket Ave.
Providence. R. I. 02916
Ross Gear Division TRW
Inc. Lebanon Plant
P.O. Box 298
Lebanon, Tx. 37087
Goodyear Tire and Rubber Co.
1144 E. Market
Akron, Ohio 44316
Hobbs Division StewartWarner Corp.
Yale Blvd. and Ash St.
Springfield, Ill. 62705
Hoof Products Co.
6543 So. Laramic
Chicago, Ill. 60638
70434
70485
71400
72210
72530
72625
72962
73134
73370
73740
73842
74400
74465
TM 10-3930-644-14&P
CODE
75272
75677
75958
76005
76110
76680
76700
76871
77060
77200
77260
77640
77890
77915
NAME AND ADDRESS
Kickhaefer Mfg. Co.
1964 Wisconsin Ave.
Grafton, Wis. 53024
Lincoln Mfg. Co.
2621 Flitcher St.
Chicago, Ill. 60618
Borg and Beck Division Borg
Warner Corp.
12501 Chrysler Freeway
Detroit, Mi. 48212
Lord Manufacturing Co.
Division of Lord Corp.
1635 West 12th St.
Erie, Pa. 16512
Maremont Corp.
168 No. Michigan Ave.
Chi( ago. Ill. 60601
National Seal Division of
Federal-Mogul Corp.
Broadway and National
Redwood City, Ca. 94062
Nelson Muffler Corp.
P.O. Box 308
Staughton, Wis. 53589
Ohio Nut and Bolt Co. Division
of Fastener Industries Inc.
33 First St.
Berea, Ohio 44017
Packard Electric Division of
General Motors Corp.
408 Dana St. NE
Warren, Ohio 44481
Pesco Division Burg-Warner Corp.
24700 No Miles Rd.
Bedford, Ohio 44104
Pierce Governor Co., Inc.
P.O. Box 2000
Upland. In. 4-6089
Ross Gear Division TRW Inc.
Lafayette Plant
Lafayette. In. 47902
Service Products Corp.
201 So. Rural St.
Indianapolis, In. 46201
Sheller-Globe Corp. Steering
Wheel Division
So. Bridge St.
Portland. In. 41371
CODE
78480
78553
79136
79410
79470
80201
80756
80813
80900
81300
82465
82807
86850
87946
90763
NAME AND ADDRESS
Tillotson Mfg. Co.
761-69 Berdan Ave.
Toledo, Ohio 43612
Tinnerman Products Inc.
8700 Brookpark Rd.
Cleveland, Ohio 44129
Waldes Kohinoor Inc.
47-16 Austel Place
Long Island City, N.Y. 11101
Warner Gear Division of
Borg Warner Corp.
1106 E. Seymour St.
Muncie, In. 47305
Weatherhead Co. The
300 E. 131 St.
Cleveland, Ohio 44108
Chicago Rawhide Mfg. Co.
1301 Elston Ave.
Chicago. Ill. 60622
Ramsey Corp.
Manchester, Weidman
St. Louis, Mo. 63108
Dimco Gray Co.
207 E. Sixth St.
Dayton. Ohio 45402
Eaton Corp. Spring Division
9771 French Rd.
Detroit, Mi. 48213
Dayco Corp.
333 W. 1st
Dayton, Ohio 45402
Mac Lean Fogg Lock Nut Co.
1000 Allanson Rd.
Mundelein, Ill. 60060
Milwaukee Resistor Co.
700 W. Virginia
Milwaukee, Wis. 53204
Champion Spark Plug Co.
1006 Fisher Bldg.
Detroit, Mi. 48202
Triangle Mfg. Co.
720 Division St.
Oshkosh, Wis. 54901
United-Carr Inc.
4258 No. Cicero
Chicago, Ill. 60640
TM 10-3930-644-14&P
CODE
NAME AND ADDRESS
CODE
91561
Bruning Co.
P.O. Box 81247
Lincoln, Nb. 68501
Mc Fill Mfg. Co. Inc.
Bearings Division
907 Lafayette
Valparaiso, In. 46383
Anchor Industries Inc.
1725 London Rd.
Cleveland, Ohio 44112
Marvel Engineering Co.
7227 No. Hamlin Ave.
Chicago, Ill. 60645
Orschein Brake Lever Mfg. Co.
1177 No. Morley
Moberly. Mo. 65270
Standard Pressed Steel Co.
National Machine Products
Division Utica Plant
44225 Utica Rd.
Utica, Mi. 48087
Husco Division of Koehring Co.
Pewaukee Rd.
P. O. Box 257
Waukesha, Wis. 53187
Char Lynn Co.
15151 Highway 5
Eden Prairie, Mn. 55343
95878
92563
92850
92863
92867
93608
93784
96151
95879
96152
96867
96906
97286
97577
NAME AND ADDRESS
American Petroleum Institute
1271 Ave. of Americas
New York, N.Y. 10020
Alemite Instrument Division of
Stewart-Warner Corp.
1826 Diversey Parkway
Chicago, Ill. 60614
Marvel-Schebler Division of
Borg-Warner Corp.
2195 So. Elwin Rd.
Decatur, Ill. 62525
Bushings Inc.
4358 Coolidge Hwy.
P. O. Box 189
Royal Oak, Mi. 48068
Military Standards
Logistic Services, DSA
North American Rockwell Corp.
Commercial Products Group
North American Rockwell Bldg.
Pittsburgh, Pa. 15222
Mechanics Division of Borg-Warner
Corp. Memphis Plant
P. O. Box 8366 1248 Warford St.
Memphis, Tx. 38108
TM 10-3930-644-14&P
PART NO.
PAGE
0910007-4
1
0910014-0
77
1
0910140-3
0910325-0
0910510-7
0910941-4
0910965-3
0910978-6
0910995-0
0911062-8
0911100-6
0911317-6
0911421-6
0911982-7
0911987-6
111
19
111
17
17
29
47
77
37
188
0915538-3
42X5
MS24665-130
MS27183-21
0916081-3
0916159-7
0916169-6
MS27183-12
MS27183-10
MS27183-13
30612
0916532-5
0916602-6
0916604-2
0916621-6
105
185
3
87
37
69
96906
30612
96906
95
0913744-9
68
87
87
185
105
3
31
101
96906
27995
96906
96906
96906
96906
96906
02978
30327
95879
96906
96906
96906
30612
96906
96906
96906
95879
79470
79470
79470
0915274-5
0915275-2
0915276-0
0915399-0
185
185
101
111
167
159
31
37
39
PART NO.
X02207
MS35648-10
X02202
117923
MS35048-11
X02236
MS35048-11
49F.12X.312,49X5
MS51967-14
MS35691-33
X00202B
X00202B
X00202B
MS27040-10
0912264-9
0912279-7
0912319-1
0912494-6
0912808-3
0913039-4
0913107-9
0913160-8
0913248-1
0913599-7
0914687-9
VENDOR
PART NO.
02978
96906
02978
79410
96906
02978
96906
79470
96906
96906
02978
02978
02978
96906
30612
79470
96906
96906
96906
96906
96906
30612
96906
96906
30327
0914192-0
0914383-5
0914453-6
0914465-0
69
105
49
VENDOR
CODE
MS16997-80
MS16995-97
201E
MS15003-2
MS15004-1
MS15003-4
MS15003-5
MS15003-6
1613B
3400X2
3400X2
3400X2
111
0915661-3
0915771-0
0915809-8
0915815-5
0915898-1
0915990-6
0916004-5
0916080-5
0916622-4
0916711-5
0916713-1
0916735-4
0916803-0
0916950-9
VENDOR
CODE
VENDOR
PART NO.
3041-B
43
49
70270
95878
70270
96906
79470
79410
96906
79410
30612
30612
96906
30612
30612
16764
96906
96906
78553
96906
96906
163
109
105
57
63
159
165
49
49
49
49
65
65
67
163
165
93
173
179
27
13
99
127
49
51
59
68
101
115
115
117
119
129
96906
96906
96906
16764
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
30612
30612
02978
02978
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
MS35206-281
MS51968-8
MS90726-6
120361
MS35649-202
MS35649-202
MS35649-202
MS35690-404
MS35690-404
MS35690-404
MS35690-404
MS51967-2
MS35690-404
MS51967-2
MS35690-404
MS35960-404
MS16995-63
111
MS35338-41
MS51967-24
MS35650-3392
MS90725-41
MS35691-37
MS35691-34
MS35691-34
MS35691-34
MS51967-2
X05705
201E
1610B
MS15003-1
MS15001-1
MS15001-1
PAGE
69
81
27
81
129
67
99
87
57
159
65
3041-B
400X5
147485
MS90725-32
179816
MS45974-77
274738
MS35206-263
MS35206-279
C7957-5618
MS16562-236
MS16562-236
X12191
X00297A
MS35333-42
MS35333-42
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
A
TM 10-3930-644-14&P
PART NO.
C-2715
C-3552
C-3554
C-604032
C-645977
C-645982
C-645986
C-646036
C-646064
C-646068
C-646069
C-646075
C-646079
C-646246
C-646250
C-648569
C-649055
C-649106
C-7194
PAGE
VENDOR
CODE
190
190
190
191
190
190
190
191
190
190
190
190
190
190
190
190
190
190
190
191
190
190
191
190
191
191
119
77
77
43
43
43
43
43
43
43
43
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
02614
60038
79410
79410
96152
96152
96152
96152
96152
96152
96152
96152
0219997-4
0219998-2
0219999-0
0220000-4
0222045-7
0222069-7
0224949-8
0224967-0
0229611-9
0233770-7
45
43
43
43
43
45
43
43
43
115
141
96152
96152
96152
96152
96152
96152
96152
96152
96152
70485
70485
0234792-9
53
30612
C-7337
C-7912
C2715
C646081
C646340
C648569
0042887-1
0067766-6
0080325-4
0219968-5
0219972-7
0219973-7
0219976-0
0219977-5
0219978-4
0219985-9
0219986-7
VENDOR
PART NO.
26822
8107A
4840F
55-231
15A82
15A91
16-80
24-262
24-340
30-600
32-27
30-600
78-184
16-4
16-449
15-42
15-285
15-409
44-63
15-409
27-573
1800
1800
30612
1965104
PART NO.
PAGE
VENDOR
CODE
0237006-2
0242818-3
0242826-6
0242828-2
0242829-0
0242831-6
53
53
53
53
53
53
16764
16764
16764
16764
16764
16764
0242838-1
0242840-7
0243472-8
0243841-4
0244912-2
0246077-2
0246098-8
0252042-7
0632465-1
0632466-9
0800465-7
0900537-2
53
53
71
57
45
57
57
57
93
93
45
161
16765
16764
30612
16764
96152
16764
16764
16764
60038
60038
96152
96906
0900576-0
161
96906
0900807-9
0900809-5
0900942-4
0901043-0
109
68
96906
96906
0901226-1
0901502-5
57
69
16764
96906
0901504-1
0901651-0
0901652-8
0901653-6
0901677-5
0901826-8
0903625-2
0903626-0
0903641-9
0904204-5
0904208-6
0904205-2
0904206-0
0904230-0
0904709-3
0906827-1
0907859-3
0909055-6
0909367-5
0910005-8
30612
37
136
137
37
85
69
69
96906
96906
96906
96906
96906
96906
96906
69
96906
69
99
37
47
39
57
96906
96906
30612
30612
30612
30612
16764
1
96906
VENDOR
PART NO.
1941978
1964117
19711993
1963139
1959991
1847933
30612
1956975
1846548
1966391
233-609
1941113
1926640
1966923
M88048
M88010
80-171
MS35239-02
30612
MS35206-281
30612
MS2465-355
MS24665-359
MS24665-319
MS15795-918
30612
132255
MS51953-78
30612
MS20913-19
MS20913-6S
MS20913-6S
MS20913-6S
MS51845-7
MS51887-3
MS90725-6
MS90725-32
MS90725-116
MS35338-44
MS35338-48
MS35338-45
MS35338-46
456319
MS35332-40
M835648-8
TM 10-3930-644-14&P
PART NO.
0916951-7
0916952-5
0916954-1
0916956-6
0916960-5
0916964-0
0916965-7
PAGE
129
141
141
141
155
159
169
171
157
157
43
25
33
141
141
141
141
35
49
49
49
49
57
65
65
67
91
105
115
163
165
165
15
23
23
31
33
37
49
51
51
555
59
68
91
99
101
101
105
115
VENDOR
CODE
96906
96906
96906
96906
96906
96906
96906
93906
96906
96906
30612
02978
02978
02978
02978
02978
02978
96906
96906
02978
96906
96906
96906
96906
16764
96906
96906
96906
96906
96906
96906
96906
96906
96906
02978
02978
30612
02978
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
VENDOR
PART NO.
PART NO.
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-8
MS51967-14
MS51967-14
X18067
X18067
X18067
X18067
X18067
X18067
MS27183-14
MS35338-48
X18067
MS35338-33
MS35338-44
MS35338-44
MS35338-44
9421423
MS35338-44
MS35338-44
MS35338-44
MS35338-44
MS35338-44
MS35338-44
MS35338-44
MS35338-44
MS35338-44
X00203
X00203
X00203
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-49
MS35338-46
MS35338-46
MS35338-46
0916966-5
0917023-4
0917032-5
0917146-3
0917258-6
0917356-8
PAGE
115
115
117
119
129
129
136
139
141
141
149
159
167
169
171
173
179
111
129
133
133
139
157
157
189
189
95
1
19
77
33
27
37
37
37
47
51
57
59
63
67
67
68
77
81
85
85
91
91
93
93
105
109
VENDOR
CODE
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
79470
79470
79410
96906
96906
96906
96906
96906
96906
96906
16764
96906
96906
16906
96906
96906
79410
79410
96906
96906
96906
96906
96906
96906
96906
96906
VENDOR
PART NO.
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-40
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-46
MS35338-48
MS35338-48
MS35338-48
MS35338-48
MS35338-48
MS35338-48
MS35338-48
MS35338-48
MS35338-48
MS16556-48
3200X2
3200X2
423595
MS51969-3
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
942124
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
103320
103320
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
TM 10-3930-644-14&P
PART NO.
PAGE
109
0917361-8
0917365-9
0917366-7
0917372-5
0917373-2
0917373-3
0917376-6
109
115
115
131
151
159
161
161
171
173
175
179
179
189
192
192
192
192
111
1
9
37
57
63
159
165
161
161
29
37
47
59
63
67
85
109
109
115
115
131
161
161
171
192
192
192
185
173
179
187
51
VENDOR
CODE
96906
30612
96906
96906
96906
96906
96906
96806
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
16764
96906
96906
96906
96906
96906
02978
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
VENDOR
PART NO.
PART NO.
PAGE
MS35338-45
0917378-2
MS35338-45
MS35338-45
MS35338 45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35338-45
MS35692-922
MS35338-43
MS35338-43
MS35338-43
453435
MS35338-43
MS35338-43
MS35338-43
MS90726-13
MS90726-13
X01801E
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS51967-5
MS35338-50
MS35338-50
MS35338-50
MS35338-50
MS51967-8
0917379-0
0917385-6
0917389-9
0917395-5
0917397-2
0917415-2
0917421-0
0917441-8
0917452-5
0917459-0
0917469-9
0917479-8
0917496-2
0917496-2
0917611-6
0917642-1
0918065-4
0918066-2
0918155-3
0918187-6
115
155
159
157
51
37
1
9
37
87
37
65
135
65
77
93
155
81
79
81
121
0918249-4
167
21
23
171
0918264-3
161
0918265-0
47
51
0918199-1
0918266-8
0918267-6
0918269-2
0918270-0
0918431-8
0918447-4
0918448-2
159
59
136
169
171
87
149
68
101
159
161
173
VENDOR
CODE
30612
96906
96906
96906
96906
96906
96906
96906
30612
96906
96906
96906
96906
96906
96906
96906
11671
96906
79410
79470
96906
30612
30612
79410
79410
79410
30612
96906
95879
96906
96906
02978
96906
30612
9&906
30612
96906
96906
30612
96906
96906
96906
96906
96906
96906
30612
96906
96906
96906
96906
96906
30612
96906
VENDOR
PART NO.
MS15795-415
MS15795-415
MS15795-415
MS27183-18
MS35649-282
MS35338-82
MS35338-43
MS35650-302
MS35650-302
MS35650-302
MS35691-17
MS35206-245
MS35207-263
MS35338-4
62A6-10H
MS35649-262
352X6
352X6
MS35671-62
10-00-183-010
10-00-183-028
10-00-183-028
MS15002-3
MS15002-3
MS35338-47
X00270
MS90725-62
MS27183-10
MS15795-812
MS15795-812
MS15795-812
MS15795-814
MS15795-814
MS15795-814
MS15795-814
MS27183-16
S551968-20
MS27183-17
MS24665-317
MS24665-311
MS24665-491
MS24665-285
TM 10-3930-644-14&P
PART NO.
0918451-6
0918452-4
0918453-0
0918453-2
0918465-6
0918468-0
0918547-1
0918567-9
0918625-5
0918713-9
0918748-5
0918782-4
0918850-9
0918888-9
0918906-9
0918960-6
0919089-3
0919134-7
0919135-4
0919172-7
0919224-6
0919312-9
0919313-7
0919318-6
0919326-9
0919327-7
0919332-7
0910333-5
0919350-9
0919383-0
0919386-3
0919390-5
0919423-4
PAGE
VENDOR
PART NO.
179
87
185
96906
96906
96906
MS24665-285
MS24665-351
MS24665-351
185
185
93
111
121
73
23
91
49
63
111
111
111
99
79
96906
96906
96906
96906
30612
96906
02978
30612
96906
30612
30612
30612
30612
96906
79410
30612
96906
79410
96906
79470
96906
79410
79470
30612
79410
96906
96906
96906
96906
96906
96906
96906
96906
96906
30612
96906
30612
30612
30612
96906
30612
30612
30612
96906
88044
96906
96906
30612
72962
MS24665-353
MS24665-389
MS24665-355
MS24665-355
141
77
69
157
77
129
77
77
117
185
93
59
49
113
149
173
179
87
111
137
192
19
121
111
139
0919426-7
0919430-9
0919441-6
VENDOR
CODE
167
136
MS35425-41
X17089
PART NO.
0919552-0
0919953-0
0919958-9
0920102-1
0920117-9
0920130-2
0920131-0
0920158-3
0920161-7
MS24665-107
0920165-8
0920215-1
0920263-1
179840
MS35340-46
MS24665-281
MS24665-281
MS90725-31
MS15795-812
MS15795-818
MS35338-51
MS35338-51
MS51968-10
MS51968-10
MS15795-816
MS51968-14
AN315-8
MS51967-14
MS35338-52
21NE058
129
23
27
115
121
79
77
79
68
73
173
179
0920321-7
37
37
87
161
161
69
0920328-2
0920329-0
0920380-3
161
69
MS16562-277
10-00-052-004
MS49005-4
10-00-052-006
MS35333-46
3750X2
MS90725-114
10-000-052-009
C5404X6
PAGE
0920415-7
0920426-4
0920427-2
0920428-0
0920435-5
0920437-1
0920438-9
0920439-7
0920571-7
0920572-5
0920587-3
0920648-3
0920655-8
0920743-2
0920779-6
0920787-9
0921013-9
0921118-6
0921138-4
0921159-0
0921160-8
55
129
141
169
171
192
75
185
165
117
121
149
63
35
137
39
149
9
173
179
193
133
19
VENDOR
CODE
79470
02978
02978
88044
96906
79410
79410
79410
30612
96906
96906
96906
96906
96906
30612
96906
96906
96906
96906
24617
30612
96906
72962
96906
30612
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
30612
96906
96906
30612
79470
30612
96906
02978
96906
96906
30612
70434
72962
96906
96906
VENDOR
PART NO.
C5129X6
X06544
X03250
AN545-10-5
MS24665-423
444576
10-00-052-008
10-00-052-008
MS51967-5
MS35691-9
MS35691-9
MS35691-9
MS90725-66
MS35690-524
MS35690-524
MS51968-5
MS51968-5
144577
MS90725-113
29N
MS27183-10
MS90725-62
MS90725-62
MS90725-62
MS90725-62
MS90725-62
MS90725-62
MS35335-34
MS35338-46
MS35335-37
MS35691-1
MS35691-5
MS35691-13
MS35691-69
MS35206-263
MS90725-164
3350X2
MS51887-3
X03236
MS90725-29
MS90725-29
24SK2
4INTE26
MS90725-15
MS90725-41
TM 10-3930-644-14&P
PART NO.
0921176-4
0921203-6
0921205-1
0921206-9
0921210-0
0921210-1
0921212-7
0921221-8
0921227-5
0921237-4
0921273-9
0921279-6
0921297-8
0921332-3
0921333-1
0921342-2
0921348-9
0921349-7
0921351-3
PAGE
133
133
157
131
135
135
141
143
131
141
173
175
175
179
179
179
37
55
68
75
91
129
139
21
109
131
129
189
129
37
47
63
67
85
91
155
192
51
67
77
115
129
189
192
175
179
87
143
189
141
VENDOR
CODE
96906
96906
96906
79470
96906
96906
96906
96906
79470
96906
79470
79470
79470
79470
79470
79470
96906
96906
96906
96906
96906
96906
96906
96906
02978
96906
96906
79470
30612
30612
30612
79470
96906
96906
96906
16906
96906
96906
96906
96906
96906
96906
79410
96906
96906
96906
96906
72962
72962
30612
30612
96906
96906
VENDOR
PART NO.
MS90725-111
MS90725-111
MS90725-111
C5515X12
M528778-10
MS28778-10
MS28778-10
MS28778-10
7629X12
MS28778-12
7629X12
7629X12
7629X12
7629X12
7629X12
7629X12
MS90725-60
MS90725-60
MS90725-60
MS90725-60
MS90725-60
MS90725-60
MS90725-60
X03368
MS90725-64
MS90725-38
C5515X16
C5706X6
MS90725-32
MS90725-32
MS90725-32
MS90725-32
MS90725-32
MS90725-32
MS90725-32
MS90725-32
MS90725-34
MS90725-34
10-00-183-27
MS90725-34
MS90725-34
MS90725-34
MS90725-34
2INTE108
2INTE108
PART NO.
0921355-4
0921409-9
0921464-4
0921672-2
0921705-0
0921728-2
0921874-4
0921876-9
0921883-5
0921885-0
0921912-2
0921958-5
0921965-0
0921965-2
0921965-7
0921966-8
0921967-6
0921969-2
63
151
153
155
189
173
179
185
136
155
175
179
119
21
193
129
129
129
131
131
21
65
91
31
51
99
101
127
49
33
105
136
173
179
49
115
115
115
119
141
155
0921969-5
0921971-8
0921972-6
0921973-4
0921977-5
0921980-9
MS28778-8
MS35239-119
PAGE
0921982-5
77
27
23
99
109
151
85
109
87
VENDOR
CODE
78553
78553
78553
78553
30612
96906
96906
96906
78553
78553
79470
79470
96151
02978
96906
79470
79470
79470
96906
66295
02978
96906
96906
30612
96906
96906
96906
96906
96906
30612
96906
96906
96906
96906
96906
96906
96906
96906
30612
96906
96906
96906
96906
96906
79410
02978
02978
96906
96906
96906
96906
96906
96906
VENDOR
PART NO.
C5711-5618-4
C7511-5618A
C7511-5618A
C7511-5618A
MS51977-52
MS51977-52
MS16997-144
C7935-3816-3B
C7935-3816-3B
C35365-2
C35365-2
194
X03429
MS28778-4
7629X6
7629X6
7629X6
MS28778-6
24
X03938
MS90725-3
MS90725-3
MS90725-58
MS90725-58
MS90725-58
MS90725-58
MS90725-58
MS90725-58
MS90725-59
MS90725-59
MS90725-59
MS90725-59
MS90725-61
MS90725-61
MS90725-64
MS90725-64
MS90725-64
MS90725-64
MS90725-64
MS90725-64
179845
X03776
26XX03259
MS90725-69
MS90725-36
MS90725-36
MS90725-31
MS90725-31
MS90726-36
TM 10-3930-644-14&P
PART NO.
0922002-1
0922026-0
0922037-7
0922047-4
0922062-5
0922089-8
0922121-9
0922130-0
0922153-2
0922186-2
0922198-5
0922198-7
0922212-6
0922295-1
0922431-2
0922471-8
0922519-4
0922522-8
0922523-6
0922571-5
0922586-3
0922660-6
0922664-8
0922751-3
0922800-8
0922845-3
0922887-5
0922918-8
0922921-2
0922946-9
0922967-5
0922974-1
0922981-6
0922996-4
0923045-9
0923087-1
0923092-1
0923093-9
0923114-3
0923124-2
0923151-5
0923163-0
0923272-9
0923290-1
PAGE
127
137
113
149
105
35
23
117
136
31
47
111
141
101
91
129
131
193
129
131
119
19
119
111
51
101
181
131
137
17
109
68
117
129
77
187
131
VENDOR
CODE
VENDOR
PART NO.
PART NO.
96906
30612
96906
96906
30612
30612
30612
30612
02978
96906
96906
96906
30612
96906
96906
96906
30612
96906
96906
30612
30612
79470
79470
79470
96906
66295
66295
30612
96151
30612
30612
95879
96906
96906
30612
30612
30612
MS24665-534
0923293-5
MS35691-57
MS35691-57
0923320-6
70434
96906
02978
96906
30612
96906
96906
96906
79410
96906
79470
30612
128BC
MS16887-80
X22115
MS35810-4
0923325-5
X03939
MS90725-67
MS90725-67
MS27183-14
MS35842-13
MS35842-13
MS15003-6
MS51968-41
MS35961-29
C5515-6
C5515X4
C5515X4
MS90725-56
16
16
21046-1
1720B
MS90725-71
MS90725-71
MS90725-1-10
MS20392-4C31
MS90725-109
X807
MS90725-160
C5315X4
0923325-6
0923341-2
0923351-1
0923360-2
0923362-8
0923376-8
0923414-7
0923423-8
0923462-6
0923500-3
0923464-2
0923548-2
0923559-9
0923572-2
0923578-9
0923582-1
0923649-8
0923690-2
0923703-3
0923781-9
0923805-6
0923810-6
0923816-3
0923826-2
0923841-1
0923858-5
0923861-9
0923870-0
0923894-0
0923903-9
0923912-0
0923938-5
0923989-8
0924009-4
0924044-1
PAGE
139
173
179
189
189
59
115
49
49
67
115
165
35
186
73
113
143
119
123
133
139
139
3
57
35
173
179
186
186
135
135
65
87
129
119
68
159
143
145
147
VENDOR
CODE
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
96906
72962
96906
30612
96906
30612
30612
96906
96906
30612
30612
96906
30612
96906
96906
96906
79470
16764
30612
96906
96906
96906
30612
96906
96906
96906
30612
96906
30612
79470
30612
96906
96906
96906
30612
32705
30612
96906
30612
VENDOR
PART NO.
MS90726-116
MS90726-116
MS90726-116
MS90725-119
MS90725-119
MS90725-33
MS90725-33
MS90725-33
MS90725-6
MS90725-6
MS90725-6
MS90725-6
MS90725-6
21NE101
MS24665-134
MS28775-113
MS35690-1402
MS24665-359
MS28775-011
MS28775-225
MS28775-232
MS28775-218
C3409X2
9427815
MS21044N7
MS21044N7
MS28775-212
MS28775-326
MS29513-014
MS29513-014
MS35206-230
C5715X6
MS27183-18
MS27183-18
MS90725-68
MS90725-7
TM 10-3930-644-14&P
PART NO.
PAGE
0924048-2
0924060-7
0924092-0
135
99
135
0924093-8
181
183
186
109
149
117
0924114-2
0924121-7
*0924234-8
0924293-2
0924344-5
0924346-0
0924353-6
0924356-9
0924359-3
0924360-1
0924607-5
0924958-2
0925205-7
0925295-8
0925311-3
0925344-0
0925369-1
0925387-3
09z5715-5
0925670-2
0925719-7
0925805-4
0925898-9
0926053-0
0926142-1
0926146-2
0926161-1
0926243-7
0926327-8
0926568-7
0926593-5
0926594-3
0926624-8
0926625-5
0926671-9
0926680-0
0926681-8
23
188
165
93
21
13
175
179
129
VENDOR
CODE
96906
30612
96906
11671
96906
96906
96906
30612
30612
96906
96906
02978
96906
30612
30612
96906
30612
02978
02978
96906
96906
79470
30612
96906
151
99
193
193
30612
96906
85757
85757
33
91
30612
30612
30612
96906
96906
30612
96906
30612
30612
30612
96906
96906
96906
79410
79410
79410
30612
96906
96906
173
179
111
165
93
91
91
181
183
139
77
79
79
185
173
179
VENDOR
PART NO.
MS29513-012
MS29513-216
55-216-8309
MS29513-230
MS29513-230
MS29513-224
MS15795-812
MS90725-200
X03363
MS15795-842
MS515795-818
X00203A
X03203
MS90725-31
MS90725-31
C5435X6
MS90725-195
MS24665-360
3901-04544
3901-04544
PART NO.
0926702-2
0926705-5
0926786-5
0926803-8
0926975-4
0927023-2
0927149-5
0927150-3
0927270-9
0927273-3
0927326-9
0927434-1
0927435-8
0927436-6
0927437-4
0927449-9
127
185
193
143
147
131
77
57
57
93
93
68
111
111
111
111
185
0927547-0
0927591-8
143
135
0927814-4
0927849-0
0927932-4
0927933-2
0928010-8
0928075-1
0928135-3
0928197-3
186
186
113
113
131
77
49
141
141
141
143
0928208-8
0928221-1
0928241-9
MS90725-161
MS90725-161
PAGE
135
0928348-2
0928416-7
0928581-8
69
89
135
0928588-3
0928656-8
15
85
129
139
MS15795-910
MS28774-230
MS28774-230
MS28774-232
4776W
4776W
4776W
MS51959-12
MS51959-12
0928720-2
0928898-6
VENDOR
CODE
60038
96906
30612
30612
30612
79470
79410
16764
16764
60038
60038
30612
60038
60038
60038
60038
30612
91561
30612
96906
30613
80756
80756
30612
30612
75272
79410
30612
79136
79136
79136
30612
96906
96906
82458
08108
96906
96906
30612
30612
75272
75272
79136
96906
VENDOR
PART NO.
LM48548L
MS16997-166
C5706X4
3-62A
443527
1967747
LM102949
LM102910
L68111
L68149
LM12711
LM12749
6707-067
MS28775-040
RRT-200
RS-175
CCV2113
10-00-183-010
5133-37
5133-37
5133-37
MS90725-41
MS29513-013
942R
1157
MS90727-32
MS28774-014
C0V1113
C0U1113
144 =- LIFT
MS90725-191
TM 10-3930-644-14&P
PART NO.
0928946-3
0928956-2
0929306-9
0929326-7
0929361-4
0929362-2
0929365-5
0929369-7
0929396-0
0929399-4
0929402-6
'0929489-1
0929499-1
0929501-5
0929522-1
0929530-4
0929531-2
0929533-8
0929543-7
0929544-5
0929585-8
0929589-0
0929590-8
0929591-6
0929592-4
PAGE
131
117
35
149
85
163
25
27
127
47
59
109
173
179
111
173
179
165
165
49
101
49
101
VENDOR
CODE
79470
30612
30612
30612
96906
96906
02978
02978
96906
30612
60038
60038
96906
96906
96906
96906
30612
96906
96906
96906
96906
96906
96906
96906
96906
96906
30612
96906
96906
VENDOR
PART NO.
C5705X4
MS27183-11
MS27183-11
214264
X05916
MS27183-21
JM511910
1511946
MS35842-10
MS90725-27
MS90725-209
MS90725-215
MS90726-114
MS90726-114
MS90726-114
MS90726-162
MS90726-162
MS35239-72
MS35239-86
MS24665-136
MS24665-326
MS20392-1C13
MS20392 6C37
PART NO.
PAGE
VENDOR
CODE
VENDOR
PART NO.
TM 10-3930-644-14&P
PART NO.
0929597-3
0929606-2
0929607-0
0929615-3
0929652-6
0930233-2
0930334-8
0930384-3
0930450-2
0930679-6
0930888-3
0930978-2
0931024-4
0931025-1
0931130-9
0931139-0
0931140-8
0931141-6
0931193-7
0931314-9
0931433-7
0931460-0
0931515-1
0931528-4
0931575-5
0931576-3
0931713-2
0931756-1
1002933-8
1007047-2
1009610-5
1009611-3
1123067-9
1142678-0
1148619-8
1172889-6
1172891-2
1172893-8
1172894-6
1172895-3
1172896-1
1172897-9
1172899-5
1173326-8
1173327-6
1173328-4
PAGE
49
131
127
99
181
183
91
175
179
123
93
79
79
79
131
111
123
149
49
49
117
77
79
53
53
43
53
53
53
53
53
53
53
53
53
53
53
53
53
VENDOR
CODE
30612
30612
30612
30612
03612
30612
30612
30612
96906
60300
96906
96906
30612
30612
22031
60038
60038
30612
79410
79410
79410
30612
30612
30612
30612
96906
96906
30612
77060
77060
22031
30612
79410
79410
16764
16764
96152
16764
16764
16764
16764
16764
30612
16764
16764
16764
16764
16764
16764
16764
16764
VENDOR
PART NO.
PART NO.
1173329-2
1173330-0
3046862-3
3057631-8
3057631-8
MS51967-26
B18160H
MS51968-11
MS51968-11
4601-12
JH307710
JH307749
10-00-183-030
10-00-183-031
10-00-183-029
MS90725-10
MS90725-10
297751
2977510.
4501-5
10-01-671-001
T86-6.5
1971986
1852209
15A296
1970525
908019
1971990
1971528
1116387
1852002
7451931
801824
1846900
800832
453434
1971519
1846864
3057632-6
3108141-7
3108142-5
3108143-3
3108144-1
3108145-1
3108146-6
3108147-4
3108148-9
3108150-8
4042650-4
4042697-5
4044397-0
4045429-6
4045441-5
4046790-8
4046803-9
4046824-5
4047137-7
4050905-1
4051269-1
4051272-5
4051275-8
4051276-6
4051277-4
4051279-0
4051281-6
4051691-6
4052Z71-7
4054551-9
4054758-0
4054799-4
4054848-9
4055871-0
405588i-9
4060192-4
4250052-0
4250061-1
4251645-0
4252197-1
4252647-5
PAGE
53
53
53
47
51
53
51
53
51
57
57
57
43
43
43
45
43
43
45
57
57
57
57
57
57
57
43
45
43
57
53
53
57
57
57
99
68
69
31
85
VENDOR
CODE
1851612
16764
16764
18265
16764
16764
16764
16764
16764
30612
30612
30612
30612
30612
30612
30612
30612
30612
16764
16764
1764
96152
96152
96152
96152
96152
96152
96152
16764
16764
16764
16764
16764
16764
16764
96152
96152
96152
16764
16764
16764
16764
16764
16764
60038
60038
75272
75272
70434
70434
30612
VENDOR
PART NO.
1851612
1970145
P10-1872
1107578
1107578
1107578
1107578
800612
809593
818265
1839345
28-49
55-230
15A206
99-Z7,15A93
29-81
99-4
1931129
1927853
1928966
1906945
1926622
1926618
1928015
15A295
179-11
78-62
1913960
1915172
1869573
1940477
1939970
1960864
14138A
362A
TC79
TC79
6M6UFS
6MAX-6UFS
TM 10-3930-644-14&P
PART NO.
4708304-3
4708310-0
4708313-4
4708318-3
4708319-1
4708362-1
4708603-8
4708605-3
4709114-5
4709816-5
4710053-2
4710092-0
4710442-7
4710809-7
4710934-3
4711590-2
4712841-8
4712905-0
4713023-2
4713374-9
4713963-9
4713969-9
4713970-4
4713971-2
4713972-0
4714616-2
4714624-6
0929597-3
0929606-2
-0929607-0
0929652-6
0930334-8
4715712-8
4716088-2
4716827-3
4716873-7
4717072-5
4718022-9
4718482-5
4719720-7
4720549-7
PAGE
33
101
103
101
101
103
65
85
85
131
115
91
91
33
105
101
33
127
101
103
99
72210
72210
72210
72210
139
192
192
49
131
127
99
181
183
91
173
177
33
91
37
105
107
167
173
179
115
VENDOR
CODE
VENDOR
PART NO.
21995
76110
63477
63477
63477
63477
63477
63477
71400
80434
70434
30612
77915
30612
70270
92850
78189
63477
30612
30612
30612
30612
63477
63477
30612
S3689
S2218
S4664
S5851
30612
30612
30612
30612
30612
30612
30612
30612
30612
96906
30612
30612
30612
30612
30612
79410
63477
63477
30612
30612
30612
30612
70485
PART NO.
PAGE
WA31-30
X175
FC3353
FC673
FC673
FC602
FC603
FC603
4522
6MA-UFS
4MA4UFSX
4721573-6.
67
4722511-5
4724666-5
4724667-3
601
4734450-2
4734887-5
4735714-0
4735718-1
4735947-6
4736044-1
109
68
68
68
69
63
63
69
63
41
101
13100
218
114-05
FC4289
FE3085D
FE3085D
MS51967-26
131-56730
FD20945A
FD20945A
1303
4724728-3
4724733-3
4726629-1
4727352-9
37
49
37
69
VENDOR
CODE
16764
30612
92867
77060
02660
02660
02660
30612
27191
63477
30612
30612
30612
30612
57733
30612
63477
30612
77060
VENDOR
PART NO.
1116781
6110C42-775
278
236
236
236
7118K2
FC7715
0W449
72030
FC3474
277
TM 10-3930-644-14&P
PART NO.
PAGE
4253050-1
4253253-1
4253254-9
4253263-0
4253284-6
4253297-8
4253299-4
4253435-4
4253456-0
4253543-5
4254037-7
4254038-5
4254318-1
4254481-7
99
91
91
111
4254608-5
4254654-9
4254658-0
135
83
77.
77
81
77
81
127
127
91
68
68
75
93
68
4254666-3
4254667-1
4254697-8
4254703-4
4254704-2
4254773-7
4254846-1
4254864-4
4254912-1
4254976-6
4254984-0
4254986-5
4255039-2
4255041-8
4255055-8
4255060-8
4255068-1
4255126-7
4255183-8
4255195-2
4255355-2
4255401-4
4255430-3
4255431-1
4255470-9
4255521-9
4255557-3
4255481-6
4255574-8
91
91
37
31
79
99
99
127
68
63
165
159
192
49
68
68
85
49
71
68
83
109
37
VENDOR
CODE
60038
60038
60038
60380
60038
11314
60038
30612
66295
79410
60038
60038
60038
75272
11671
79136
79410
79410
79410
79410
79410
79410
60038
60038
60038
02660
02660
30612
76680
93608
60038
80201
82465
82465
30612
30612
30612
30612
79136
30612
59730
59730
79136
59730
30612
79410
02660
30612
72962
86579
VENDOR
PART NO.
368
14276D
14139
B16160H
14276
40438
W07
26
B207AG
25580
25520
LM48510
CC051
58A5000-150
N5000-150
4840E
B109A
B109A
T11-107
T11-110
T11-108
LM67048
LM67010
K91507
31184
31184
450085
400D113
26884
504960
29LFHU51618
29LFH43816
PART NO.
4255637-3
4255646-4
4255744-7
4255744-9
4255819-7
4255820-5
4255821-3
4255822-1
4255823-9
4331040-8
4335601-3
4365450-8
4375953-9
4377201-1
4408655-1
4408658-5
4501458-6
4507415-0
4511898-1
4512207-4
4512341-1
4514972-1
4515665-0
4516129-6
4516583-4
4612316-2
4612682-7
4701704-1
4o022-47-0
4704828
4705279
4706891-1
X5133-31
TY24M
TY24M
X5133-37
TY3
4840S
321235
42ND10-054
110-3/16
4707059-4
4707060-2
4707234-3
4707255-8
4707307-7
4707331-7
4707401-8
4707440-6
4707650-0
4707711-0
4707712-8
PAGE
VENDOR
CODE
VENDOR
PART NO.
30612
30612
30612
30612
33544
60038
60038
60038
60038
60038
60038
09367
74400
30612
30612
59730
74400
80201
30612
30612
77260
73370
30612
73370
30612
16764
16764
30612
30612
30612
72625
72625
72625
-77060
30612
71400
71400
30612
30612
30612
30612
30612
30612
63477
91821
30612
30612
30612
79410
79187
79187
CDU1113
2729
2789
1429710
LM297001
6284
129
91
167
93
65
91
109
109
87
19
19
37
59
37
47
173
179
185
69
68
65
65
99
127
99
91
91
105
105
87
101
109
91
79
95
95
4335601-3
41269
RB873
236
200W1610
4070-3
235114
108089
1115065
1115065
C331134
C331134
C331134
285
AGC10
AGC10
FC2305
A5512X12
WA31-31
A5751
TM 10-3930-644-14&P
PART NO.
4737615-7
4737639-7
4739110-7
4741167-3
4741699-5
4742113-6
4744948-3
4745363-4
4747109-9
4747196-6
4747339-2
4747622-1
4747691-6
4747693-2
4749382-0
4749684-9
4749988-4
4750039-2
4750091-3
4750169-7
4750170-5
4750202-6
4750203-4
4751032-6
4751627-3
4751644-8
4751804-8
4751985-5
4752002-8
PAGE
93
68
68
19
192
103
167
91
91
101
93
97
97
37
93
159
85
109
109
109
75
91
91
89
91
75
VENDOR
CODE
30612
08108
30612
84971
30612
63477
30612
30612
78643
30612
63477
30612
30612
30612
30612
02397
49234
30612
30612
30612
76110
30612
30612
92867
92867
30612
30612
30612
30612
30612
30612
30612
VENDOR
PART NO.
5C4-10
FC3163
DS108
FC2672
3719X76
127310
X14
81-000111
81-000111
PART NO.
PAGE
VENDOR
CODE
VENDOR
PART NO.
TM 10-3930-644-14&P
PART NO.
4753681-8
4754948-07
4755380-5
4755381-3
4755785-5
4755930-7
4757678-0
4757912-3
4758547-6
4758727-4
4758875-1
4758888-2
4760149-7
4760327-9
4760448-3
4761006-8
4761032-4
4761270-0
4764130-0
4765164-1
4765192-2
4765514-7
4765753-1
4765796-0
4766588-0
4767130-0
4767411-4
4767762-0
4767763-8
4768993-0
4769239-7
4769247-0
4769248-8
4769566-3
4769567-1
4769711-5
4769720-6
4769721-4
4769885-7
4769886-7
4769887-3
4769888-1
4769892-9
PAGE
143
145
147
75
75
35
99
68
63
127
71
9
85
99
75
49
63
91
105
49
117
173
179
63
37
37
63
111
111
69
85
113
113
125
139
105
105
105
105
105
VENDOR
CODE
07322
07322
07322
76871
71000
75958
76005
30612
77060
71400
96867
30612
30612
73842
70040
70434
30612
30612
30612
7595873134
30612
63477
63477
73809
92850
30612
30612
30612
30612
30612
30612
30612
30612
72210
72210
63477
30612
72210
72210
72210
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
VENDOR
PART NO.
011
011
011
ES2112
XF12K56
F7X90
J8006
5286201
AGC20
1325-3M1
241-6023
1513462
6M4UFS
F7W09
R6-14-8
FC17814
FC17814
D191-4F
3316-S
HX5531
HX5530
FC35111
S5340
S1223
31233
PART NO.
4770449-9
4771148-6
4771179-1
4772761-5
4773420-7
4774455-2
4774533-6
4774537-7
4774640-9
4774925-4
4774989-0
4774993-2
4775866-9
PAGE
69
73
73
63
129
49
68
4775867-7
4775868-5
4775869-3
4775899-0
4776665-4
4776666-2
4781446-2
68
68
68
67
141
141
68
113
125
4783056-7
4783362-9
4784266-1
4784720-7
4785070-6
4786323-8
4786324-6
4786325-3
4786326-1
4786327-9
4786329-5
4786330-3
4786331-1
4787230-4
4787365-8
4787707-1
4788876-3
4789058-7
4789288-0
4789293-0
4790062-6
4790065-9
4791361-1
4793751-1
4794839-3
4795693-3
4795711-3
65
188
101
101
115
115
115
115
115
115
119
119
119
91
47
91
65
37
65
109
99
VENDOR
CODE
30612
90058
90058
30612
30612
30612
30612
30612
30612
73942
73892
30612
30612
08108
80813
30612
30612
30612
93784
93784
72210
72210
72210
30612
30612
30612
87946
30612
73740
73740
77640
77640
77640
77640
96151
96151
96151
30612
30612
30612
30612
18265
30612
30612
30612
30612
30612
78940
92867
30612
30612
VENDOR
PART NO.
310911
3238A
R5515LW
CL49
4411
95
4499-2
4499-4
S5896
S5896
S3896
FBE4086
33050
453077-A1
029037
401081
029031
450029
32390A1
401082
009039
P2348
YT19-1685
TM 10-3930-644-14&P
PART NO.
4795712-1
4795884-8
4795885-5
4796543-9
4797003-3
4797234-4
4797273-2
4798027-1
4798797-9
4799393-7
4801298-3
4801466-6
4801467-4
4801469-0
4801471-6
4801473-2
4801474-0
4803166-0
4803175-1
4803599-2
4804565-2
4804768-2
4804776-5
4804779-9
4805495-1
4806104-8
4806357-2
4806406-7
4806763-1
4806772-2
4806773-0
4806774-8
4806775-5
4806776-3
4806777-1
4806811-8
4807349-8
4807680-6
4807682-2
4807684-8
4808392-7
4808396-8
4808397-6
4808398-44
4808402-4
4808718-2
4809524-4
4809584-8
4810184-4
4810232-1
4810184-3
PAGE
91
67
91
69
71
173
179
47
188
188
188
136
85
105
188
113
113
111
111
111
111
105
139
185
186
185
65
VENDOR
CODE
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
77640
77640
77640
77640
77640
77640
30612
30612
92563
92563
18265
30612
30612
30612
30612
30612
30612
70434
80648
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
91561
91561
30612
30612
30612
30612
VENDOR
PART NO.
PART NO.
4810695-9
4811115-7
4811136-3
4811824-4
4811834-3
4812057-0
4812197-4
4812198-2
4812693-2
4812705-4
4812920-0
453090
450189A1
028370
032389
401323
401322
BR704
BR704
RBX00-2220
4812920-9
4812929-0
4812930-8
4812935-7
4812974-6
4813026-4
4813781-4
6MA6UFS
17SE28-X3
4814056-0
4814108-9
4814109-7
4814133-7
4814134-5
4814170-9
4814171-7
4814172-5
4814173-3
4814174-1
4814175-8
4814364-8
4814702-9
4815921-4
4816113-7
4816184-8
4816185-5
4816375-2
4816376-0
6707-067
6707-067
4816384-4
4816684-7
4816708-4
4816747-2
PAGE
47
85
85
111
121
173
179
185
173
179
185
173
179
185
173
179
173
179
193
173
179
139
139
139
139
93
93
93
93
93
93
1
87
175
179
175
179
69
173
179
181
183
181
VENDOR
CODE
30612
70434
70434
80900
30612
30612
02397
02397
76260
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
73680
30612
96779
30612
30612
30612
30612
30612
30612
30612
70060
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
70026
70026
30612
30612
30612
VENDOR
PART NO.
4MA4UFS
4MAX-4UFS
NAN181
DLM7-79
3719X232X
2416751-9
17149-1117
TP032
5654782
R944-12
R944-12
TM 10-3930-644-14&P
PART NO.
4816748-0
4816749-8
4816820-7
4816843-9
4816888-4
4816947-8
4816991-6
4817011-2
4817087-2
4817171-5
4817768-7
4818260-4
4818261-2
4818262-0
4818263-8
4818534-6
4818809-8
4818812-2
4818813-0
4818848-6
4818849-4
4818850-2
4818851-0
4818852-8
4818915-3
4819212-4
4819491-4
4819590-3
4819814-7
4819871-7
4820955-5
4820972-0
4820980-3
4820995-1
4821003-3
4821743-4
4821902-6
4822178-2
4822341-6
4822613-8
4822760-7
PAGE
183
181
183
139
181
183
183
183
173
183
181
183
181
181
175
179
65
65
65
65
49
93
93
93
93
93
99
19
19
65
129
173
179
161
151
33
121
125
163
149
175
179
175
179
131
85
131
VENDOR
CODE
30612
30612
73680
30612
30612
30612
30612
30612
30612
30612
73680
30612
30612
3Q612
30612
30612
30612
30612
70040
70040
70040
70040
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
3Q612
30612
57733
3061230612
30612
30612
30612
91561
72210
72210
30612
30612
30612
30612
07988
07988
30Q12
30612
30612
30612
VENDOR
PART NO.
17149-1109
17149-1109
6462577
6431382
6489590
6473718
PART NO.
4822811-8
4822814-2
4823201-1
4823231-8
4823283-9
4823285.4
4823287-0
4823333-2
4823391-0
4824223-4
4824226-7
4824293-7
4824315-8
4824370-3
4824664-9
4825041-9
4825413-4
4826029-3
4826079-8
4826143-2
4826244-8
4826276-0
4827196-9
4827515-0
4827755-2
4827968-1
4828091-1
4828179-4
4828474-9
4828568-8
4828800-5
4829288-2
356
7008-169
S230041
4829298-1
4829299-9
4829335-1
4829336-9
4829439-1
4829479-7
4829621-4
4829752-5
4829757-6
PD278B165
PD278B165
4830173-3
4830537-9
4830998-3
4831749-9
4831754-9
4831977-6
PAGE
185
185
93
101
101
37
136
129
85
187
101
139
119
37
131
167
131
115
173
179
161
173
179
173
179
89
139
123
185
173
179
173
179
173
179
67
65
111
33
37
111
VENDOR
CODE
30612
30612
30612
30612
63477
30612
30612
30612
30612
30612
30612
30612
30612
30612
92850
30612
30612
30612
96151
30612
30612
30612
30612
30612
30612
30612
76260
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
21003
30612
30612
76700
30612
30612
VENDOR
PART NO.
FC2678
3032
206-1097-001
25497J
C8388
T12508
TM 10-3930-644-14&P
PART NO.
4831978-4
4832052-7
4832342-2
4832538-5
4832715-9
4832732-4
4832944-5
4833505-3
4833571-5
4833733-1
4834705-8
4835376-7
4835378-3
4836043-2
4836253-7
4838336-8
4838338-4
4838778-1
4839229-1
4839229-4
4839231-0
4839271-6
4839272-4
4839274-0
4839276-5
4839276-6
4839277-3
4839402-7
4839404-3
4839647-7
4839700-4
4839703-8
4839704-6
PAGE
111
131
101
115
117
91
59
65
181
183
131
185
185
136
136
93
91
93
93
129
131
179
183
183
183
181
181
189
190
93
93
93
95
4839705-3
4839751-7
4839752-5
4839752-8
4840790-2
4841221-7
4841556-6
4841879-2
4842455-0
4842513-6
4843026-8
4843300-7
185
185
115
141
47
65
159
161
75
139
VENDOR
CODE
30612
30612
30612
30612
87946
30612
30612
30612
30612
30612
30612
30612
32508
30612
72530
30612
30612
30612
30612
30612
23040
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
02614
02614
30612
23040
79187
79187
27995
30612
30612
30612
30612
30612
30612
30612
18265
30612
30612
30612
30612
30612
VENDOR
PART NO.
FBE4253
80
DX1603Z
C7AW4143A
646050
646050
C8AW4067-4
14-04-000-003
14-04-000-003
14-04-000-004
FWG05-2575
PART NO.
4843301-5
4843526-7
4843535-8
4843874-1
4844078-8
4844327-9
4844559-7
4844619-9
4844690-0
4844691-8
4844692-6
4844885-6
4845319-5
4845597-6
4845598-4
4845678-4
4846106-5
4846107-3
4846108-1
4846111-5
PAGE
139
141
131
115
111
65
189
191
189
159
131
131
131
91
136
141
141
141
VENDOR
CODE
30612
30612
30612
30612
30612
30612
30612
30612
02614
02614
30612
02614
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
32705
4846112-3
141
32705
4846114-9
4846665-0
4846667-6
131
141
141
141
141
30612
306.12
30612
30612
30612
30612
30612
30612
30612
30612
30612
16764
30612
30612
02978
30612
30612
30612
30612
30612
30612
30612
30612
30612
60380
30612
30612
4847435-7
4847462-1
4847561-0
4847694-9
4847837-4
4848483-6
4848486-9
4848758-1
4848884-5
4848885-2
4848948-8
4848955-3
4849712-7
4850688-5
4851222-2
4852461-5
4853745-0
4853828-4
4853849-0
4854976-0
4855026-3
4855349-9
115
117
91
91
63
51
33
37
181
181
47
185
115
173
173
173
111
131
VENDOR
PART NO.
735340
735340
735339
CM11N02R20TDL21
CM11N020TDDL21099
1961291
X01698
EA46743
TM 10-3930-644-14&P
PART NO.
4855547-8
4855689-8
4855690-6
4855988-4
4856248-9
4856433-0
4856321-7
4856552-7
4856600-4
4856601-2
4856611-1
4856612-9
4856615-2
4856618-6
4856620-2
4856621-0
4856623-6
4856658-2
4856670-7
4856671-5
4856680-6
4856682-2
4856684-8
4856689-7
4856695-4
4856781-2
4857049-3
4857050-1
4857059-2
4857171-5
4857172-3
4857173-1
4857180-6
4857193-9
4857195-4
4857198-8
4857222-6
4857225-9
4857230-9
4857245-7
4857249-4
4857258-0
4857358-8
4857708-4
4857829-8
4857840-5
4857878-5
PAGE
91
136
59
91
179
31
27
133
129
27
51
37
111
111
149
37
43
45
149
37
115
101
155
39
35
87
149
101
123
139
59
VENDOR
CODE
30612
30612
30612
82807
30612
30612
30612
30612
30612
30612
77890
30612
30612
81300
30612
30612
30612
30612
30612
96152
96152
30612
30612
30612
30612
76700
30612
30612
30612
30612
30612
30612
92863
30612
30612
30612
30612
30612
74465
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
19728
VENDOR
PART NO.
12M40-50
9508DX
5-9308
GAX2791
GAX2791
T14355
305162R2500
S10M106-911
1BT4701C
PART NO.
4857898-3
4858053-4
4858103-7
4858130-0
4858150-5
4858181-3
4858184-7
4858197-9
4858198-7
4858263-9
4858264-7
4858265-4
4858266-2
4858267-0
4858279-5
4858427-0
4858680-4
4858745-5
4858746-3
4858935-2
4858996-4
4859095-4
4859180-4
PAGE
61
35
59
87
33
31
31
47
47
59
149
149
89
139
39
VENDOR
CODE
VENDOR
PART NO.
19728
30612
30612
30612
30612
30612
30612
30612
24161
24161
30612
30612
30612
30612
73842
30612
30612
30612
30612
30612
30612
76260
30612
30612
1BT4701C
4283-10
4283-13
B6015LWD
50749
TM 10-3930-644-14&P
PART NO.
4859243-0
4859247-1
4859248-9
4859249-7
4859284-5
4859423-8
4859424-6
4859816-3
4860448-2
4860675-0
4860679-2
4860695-8
4860734-5
4860736-0
4861032-3
4861046-3
4861162-8
4861170-1
4861172-7
4861307-9
4861540-5
4861541-3
4861667-6
4862067-8
4861532-1
4863217-8
4863263-2
4863123-8
4863125-3
4863192-3
4863193-1
4863194-9
4863737-5
4863981-9
4864082-5
4864085-8
486A087-4
4864097-3
4864169-0
4864447-0
4864813-3
4864816-6
4866350-4
4866779-4
4866945-1
4867466-7
4867521-9
PAGE
75
59
59
63
65
159
115
115
73
141
129
129
129
179
181
173
181
123
123
123
63
49
49
49
149
153
121
123
139
133
51
165
65
123
VENDOR
CODE
30612
30612
30612
30612
75958
30612
30612
30612
30612
96906
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
16476
30612
VENDOR
PART NO.
S11TC
MS90725-41
PART NO.
4867522-7
4867850-2
4867958-3
4867959-1
4867999-7
4868008-6
4868015-1
4868106-8
4868271-0
4868125-8
4868395-7
4868432-8
4868749-5
4869251-1
4869541-5
4869619-9
4869622-3
4869623-1
4869628-0
4869638-9
4873188-9
4873421-4
4874220-9
PAGE
123
185
179
177
165
49
49
193
87
49
87
171
165
149
VENDOR
CODE
30612
30612
30612
30612
30612
30612
70040
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
VENDOR
PART NO.
5650718
TM 10-3930-644-14&P
PART NO.
4874327-2
4874333-0
4878437-9
4874858-6
4875492-3
4875561-5
4875688-6
4875689-4
4876533-3
4876696-3
4876696-9
4876715-6
4876719-8
4876955-8
4877044-0
4877822-9
4878132-2
4878135-5
4878139-7
4878140-5
4878141-3
4878142-1
4878145-4
4878146-2
4878149-6
4878164-5
4878165-2
4878341-1
4878456-5
4878470-6
4878471-4
4878473-0
4878474-8
4878476-3
4878477-1
4878479-7
4878480-5
4878494-9
4879296-4
4879818-5
4880395-1
4880396-1
4880510-5
4880513-9
4880515-4
4880525-3
4880707-7
PAGE
141
141
141
149
75
77
121
123
117
65
55
57
87
133
135
115
115
131
149
65
129
115
115
165
169
VENDOR
CODE
30612
30612
30612
30612
79410
79410
30612
30612
30612
30612
30612
16764
16764
16764
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
02987
30612
30612
30612
30612
30612
30612
92863
30612
30612
77640
30612
30612
30612
11671
30612
30612
30612
30612
30612
30612
VENDOR
PART NO.
10-01-000-058
10-01-000-058
1115836
1109053
1109053
F163-08283
PART NO.
4880716-8
4880718-4
4881483-4
4881588-0
4881589-8
4881591-4
4881592-2
4881593-0
4881716-7
4881730-8
4881900-7
4881901-5
4882022-9
4882025-2
4882027-8
4882030-2
4882031-0
4882032-8
4882037-7
4882038-5
4882056-7
4882061-7
4882349-6
4882401-5
4882421-3
4905003-2
4905098-2
4905637-1
4905659-1
4905789-6
4905790-4
4905792-0
4905793-8
4905843-1
4905864-7
265162C2500
450160
PVP2-115A
4905876-1
4905877-9
4905883-7
4905897-7
4906025-4
4906026-2
4906099-1
4906099-9
4906100-5
4906113-8
4906135-1
4906136-9
PAGE
171
171
35
63
63
129
151
131
177
179
173
173
63
165
165
169
159
63
129
129
65
157
65
136
47
135
57
77
77
77
77
173
179
186
186
119
119
83
37
119
119
181
181
183
186
105
VENDOR
CODE
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
30612
11671
76260
16764
02397
79410
79410
79410
79410
70026
70026
91561
91561
96151
96151
79410
70040
96151
96151
30612
30612
30612
30612
30612
14892
14892
VENDOR
PART NO.
20901-3
42-16751-9
1967968 '
4-3722T202
3-61
4671H
T126-25
AT12G106
NR375-12
NR375-12
50051-307
50051-307
5512
5126
AT12-16A
6428516
5389-1
5663-3
25831
314606
TM 10-3930-644-14&P
PART NO.
4906137-7
4906179-9
4906332-4
4906387-8
4906401-7
4906402-5
4906403-3
PAGE
186
139
139
135
95
95
4906404-1
4906406-6
4906408-2
95
95
161
4906409-0
4906418-1
4906618-6
4906800-0
4907244-0
4907245-7
4907320-8
4907382-8
4907383-6
4907398-4
4907399-2
4907400-8
4907476-8
77
57
161
186
4907477-6
4907479-2
4907549-2
4907552-6
4907555-9
4907559-1
4907581-5
'4907583-1
4907586-4
4907588-8
4907589-8
4907590-5
4907607-8
4907649-0
4907650-8
4907651-6
4907656-5
4907711-0
4907794-3
4908201-9
137
186
43
43
43
43
43
43
43
77
45
45
31
161
4908202-7
95
136
161
161
119
119
119
161
161
77
47
143
145
147
143
145
147
VENDOR
CODE
VENDOR
PART NO.
14892
91561
30612
30612
11671
79187
27995
79187
27995
79187
79187
79187
30612
79410
16764
30612
91561
30612
30612
30612
30612
30612
96151
96151
30612
09704
30612
92863
91561
96152
96152
96152
96152
96152
96152
96152
79410
96152
96J52
67049
30612
30612
30612
79410
27955
18265
32705
32705
32705
32705
32705
32705
49798
39028-102
PART NO.
4908203-5
14-04-056-001
WA31A
WA31A
4908222-5
141
4908223-3
147
141
141
32705
32705
32705
4908205-0
4908206-8
4908207-6
4908208-4
10-01-156-001
1952410
4908209-2
39005-222
4908210-0
4908211-8
15048
5723-1
4908212-6
4908213-4
7-283
4908214-2
576366-5110
50067-406
13-1528
15-392
26-357
43-159
44-39
47-731
55-243
4806B
81-145
80-167
A262742
3-4A60C
WA31-3
P12-2510
282027
282027
282027
284155
284155
284155
4908215-9
4908216-7
4908217-5
4908219-0
4908221-7
143
145
147
143
145
147
143
145
147
143
VENDOR
CODE
32705
32705
32705
32705
32705
32705
32705
32705
32705
32705
30612
32705
32705
32705
32705
32705
'32705
32705
32705
32705
32705
32705
32705
32705
32705
-32705
32705
32705
32705
32705
32705
32705
32705
32705
32705
32705
32705
30612
32705
4908204-3
11803
14-04-033-001
WA31-3
14-04-032-001
PAGE
143
143
145
147
143
145
147
143
147
143
147
143
147
143
147
143
145
143
145
143
145
143
145
141
141
143
4908224-1
143
145
147
4908325-6
4908501-2
4908502-0
79
13
13
30612
32705
32705
32705
30612
79410
02978
02978
VENDOR
PART NO.
246632
246632
246632
284156
28415
284156
284155
284154
284155
259871
232799
283856
283856
283856
286669
286669
286669
226161
226161
237736
237736
307198
307198
223489
223489
222640
222640
117717
117717
223388
223388
1656
1656
223153
CM11N02R0T-099
CM11N02R0T-099
CM11N02DL-21066
CM11N02D21
CM11N02D21
CM11N02DL-21066
922906
922906
922906
10-011-039-0
Y400G00232
Y400G00231
TM 10-3930-644-14&P
PART NO.
4909136-6
4909137-4
4909138-2
4909139-0
4909140-8
4909142-5
4909161-4
4909162-2
4909289-2
4909316-4
4909493-0
4909738-9
4909739-7
4909760-3
4909761-1
4909763-7
4909764-5
4909765-2
4909766-0
4909767-8
4909769-4
4909770-2
4909771-0
4909772-8
4909773-6
4909774-4
4909776-9
4909777-7
4909778-5
4909779-3
4909780-1
4909781-9
4909782-7
4909783-5
4909785-0
4909786-2
4909788-4
4909793-7
4909794-2
4909795-9
4909797-5
4909818-9
4909819-7
4909820-5
4909821-3
4909822-1
PAGE
81
81
81
81
81
81
81
135
77
135
45
27
13
5
5
5
23
23
27
21
23
5
5
23
23
23
23
27
27
27
15
15
13
9
7
7
7
21
15
23
27
27
29
27
23
29
23
VENDOR
CODE
79410
79410
79410
79410
79410
79410
79410
30612
30612
11671
79410
11671
30162
30612
30612
02978
02978
02978
02978
02978
02978
30612
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
30612
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
VENDOR
PART NO.
10-01-736-001
10-01-156-002
10-01-237-001
10-01-040-001
10-01-156-003
10-01-237-002
10-00-043-005
21980
10-01-107-008
10665
F124H001401
D600H003000
F162X00210
F209C00203
F401B00503
F4U02013
F4U02013
F401C04100
F244H00202
F244H00308
F162H00311
F209B00329
F209K02260
F209K000330
F209B00208
F600K04521
F401K00342
F6T01011
F6T02002
F600L04132
F400100343
F401A03691
F226D04002
F601F03001
F400T00352
F401B00403
D600H00220
F209B00413
F400K00340
F401K00317
F400K00380
X02443
X03942
X04102
F600K00266
PART NO.
4909823-9
4909824-7
4909825-4
4909827-0
4909828-8
4909832-0
4909834-7
4909840-3
4909841-1
4909863-5
4909868-4
4909869-2
4909906-2
4909907-0
4909908-8
4909909-6
4909910-4
4909911-2
4909912-0
4909913-8
4909914-6
4909915-3
4909917-9
4909981-5
4901030-8
4901032-4
4910070-4
4910074-6
4910075-3
4910078-7
4910086-0
4910088-6
4910105-8
4910341-9
4912200-5
4912201-3
4912238-5
PAGE
23
1
23
1
23
23
13
21
185
43
43
89
75
79
81
83
43
43
43
43
43
43
43
43
43
45
77
39
4912255-9
4912314-4
4912342-5
4912343-3
1
23
21
15
83
123
59
79
17
17
77
83
77
57
83
83
4912344-5
4912345-8
83
83
VENDOR
CODE
02978
02978
02978
02978
02978
02978
02978
02978
30612
96152
96152
76260
13445
30612
30612
30612
96152
96152
96152
96152
96152
96152
96152
96152
96152
96152
30162
79410
74465
02978
02978
02978
02978
02978
02978
30612
30612
02978
79410
02978
02978
79410
79410
30612
16764
79410
79410
30612
79410
79410
VENDOR
PART NO.
X01800C
D600B00203
D600B00203
X06962
X06962
X00546
F400M00279
X02949
49A31
24-328
50750
9224-07
10-5141
12-903
14-379
24A324
25-322
25-684
29122
29-536
46-A133
227-2047
10-01-534-002
H200-481
F400H00357
F400H00418
X04038
26XX05793
X06541
X18387
10-00-016-011
SP201S00016RD
10-01-410-012
F400B00282
X14583
10-01-689-021
10-01-689-021
1114458
10-11-666-004
10-01-125-005
10-01-625-003
10-11-666-005
TM 10-3930-644-14&P
PART NO.
4912346-6
4912350-8
4912407-5
4912409-2
4912505-7
4912510-7
4912557-3
4912558-6
4912559-4
4912560-2
4912561-0
4912566-9
4912745-9
4912746-7
4912747-5
4912748-3
4912868-9
4912928-5
4912929-9
4912930-7
4912931-5
4912933-1
4912934-9
4912935-6
4912936-4
4912937-2
4912938-0
4912939-8
4912940-6
4912941-4
4912942-2
4912964-6
4916169-6
4965162-5
4980048-5
4981084-9
4981104-5
4981105-2
4981106-0
4981107-8
4981108-6
4981109-4
4981110-2
4981289-4
4981290-2
4981291-0
4981292-8
4981769-5
4981815-6
4981978-1
4981979-0
4981980-8
PAGE
83
83
77
135
135
17
135
137
137
137
137
137
137
1
1
7
7
135
135
135
135
135
135
135
135
135
105
105
103
41
41
41
41
41
41
41
107
107
107
107
107
125
VENDOR
CODE
79410
79410
30612
11671
11671
02978
30612
92863
92863
92863
92863
92863
92863
02978
02978
02978
02978
11671
11671
11671
11671
11671
11671
11671
11671
11671
96151
96151
96151
96151
96151
96151
30612
30612
63477
76260
30612
63477
78480
78480
78480
78480
78480
78480
78480
63477
63477
63477
63477
63477
72210
72210
72210
72210
VENDOR
PART NO.
10-01-124-003
10-01-124-003
24994
32822
F401B04200
265000C2500-2
25000-3
909420-20
265162-16DC
265000-15
265000-1
F400A612619R
F400A612746S
F163A04081E
X07011
64BC6-104
11817
11944
13714
12713
12862
12847
11974
11794
5389-10
56634-4
6901-3
866
15048
5796
FC23880A
BK37863
FC6019
0W355
0W352
06096
06137
0W462
0W446
0W432
FD470
FC724
FC725
FC723
FC11596
S3589
S1679
S2137
S2139
PART NO.
4981981-6
4984141-4
4984142-4
4984152-9
4984153-9
4984155-4
4984156-2
4984157-0
4984158-8
4984159-6
4984201-6
4984504-3
4987572-7
4987574-3
4987575-0
4987578-4
4987579-2
4987584-4
4987585-9
4987586-7
4987588-3
4987589-1
4987590-9
4987593-3
4987595-8
4987596-6
4987597-4
4987600-6
4987603-0
4987609-7
4987611-3
4987630-2
4987634-5
4987635-2
4987644-479
4987673-3
4987702-0
4987703-8
4987758-2
4987791-3
4987792-1
4988062-8
4991217-3
4991740-7
4991741-2
4991747-9
4992358-4
4992361-8
4992396-4
4992397-2
PAGE
103
103
103
103
103
103
103
103
103
103
89
89
97
97
97
97
97
77
77
77
79
79
79
77
79
79
79
77
83
83
83
81
81
81
81
77
79
107
107
81
37
77
77
81
111
111
VENDOR
CODE
VENDOR
PART NO.
72210
63477
63477
63477
63477
63477
63477
63477
63477
63477
63477
30612
97577
97577
02397
02397
02397
97286
02397
30612
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
79410
72210
63477
63477
30612
79410
49234
79410
79410
79410
72210
30612
72210
72210
72210
44-034
FD14422
FC11476
FC2108
FC11143
FC14297B
FC2927E
FC10901C
FC11065C
FC12103
FC11301
114-2116A
114-2116A
A3736V333
372C133
177P94
19366
2758W23
T12-7
T12-146
T12-35
4717C
T11-147
T12-7
T11-116
T12-150
T12-147
4806F
4622C
4823B
T11-97
T11-244
4868A
T11-230
AT11-195
T11-223
4824
4743B
S10003
FC4637
FC5353
T1-215
01273-10-36
4863A
4868B
T11-288A
S14953
D16095
S15081
S10534
TM 10-3930-644-14&P
PART NO.
4993479-7
4993759-2
4993823-6
4993825-1
4994900-1
4994901-9
4994903-5
4994904-3
4994906-8
4994907-6
4994908-4
4994910-0
4994912-6
4994913-4
4994915-9
4994916-7
4995266-6
4995371-4
4995372-2
4995378-9
4995379-7
4995380-5
4995381-3
4995382-1
4995383-9
4995592-5
4995594-1
4995595-8
4995626-1
4995627-9
4996250-9
4996251-7
4996252-5
4996254-1
4996255-8
4996438-0
4996464-6
.4997175-7
4997176-5
4997180-7
4997181-5
4997568-3
4997587-3
4997977-6
4997977-9
4998176-4
4998178-0
4998179-9
4998258-0
4998320-8
4998612-8
4998673-0
PAGE
135
135
135
119
119
119
119
119
119
119
119'
119
119
119
119
119
119
119
119
119
119
119
119
77
77
77
77
77
47
47
47
47
47
83
47
57
57
57
57
79
135
186
186
57
119
119
186
83
VENDOR
CODE
VENDOR
PART NO.
76260
11671
11671
60380
96151
96151
96151
96151
96151
96151
96151
96151
96151
96151
96151
96151
72210
96151
96151
96151
96151
96151
96151
96151
96151
79410
79410
79410
79410
79410
18265
18265
18265
18265
18265
79410
18265
16764
16764
16764
16764
30612
79410
11617
11671
91561
91561
16764
96151
96151
91561
79410
114-4110
20858-7
10566
16AS2116
15
370
843
846
1857
1859
20599
21124
14092
21146
5029
5244
D-17119
5244
844
21149
21151
21173
21142
21144
21141
48060
T11-17A
T11-6B
4745F
B210AF6
P10-2144
P10-1093
P10-3008
P10-2523
P10-3007
4737Y
P2904
1932197
1958679
1928021
1928022
T11-33
57-087-150-1
57-087-150-102
39003-102
39004-201
455106
5214
5415
50011-326
9409011
PART NO.
4998682-1
4998849-6
4998851-7
4999280-3
4999281-1
4999354-6
4999355-3
4999539-2
4999620-0
4999621-8
4999827-1
7909762-9
9931831-3
PAGE
186
57
57
83
188
77
77
83
186
186
135
5
VENDOR
CODE
VENDOR
PART NO.
91561
16764
16764
79410
30612
79410
79410
79410
91561
91561
11671
02978
30612
50059-012
1928023
1951567
AT11-67A
T11-98
T11-99
T12-48
6707-067TA
6707-070-1213
10835
F401H00200
TM 10-3930-644-14&P
PART NO.
PAGE
4908746-3
4908747-1
4908748-9
4908749-7
4908750-5
4908751-3
4908753-9
4908754-7
4908756-2
4908757-0
4908759-6
4908760-4
15
15
15
15
15
15
27
27
27
27
27
53
4908780-2
4908781-0
4908782-8
4908783-6
4908786-9
4908789-3
4908790-0
4908941-0
4908941-9
4908988-1
4908991-4
4908992-3
4908993-1
4908995-6
4908996-4
4908997-2
4909056-6
4909057-4
4909100-3
4909101-0
4909102-8
4909103-6
4909104-4
4909105-1
4909106-9
4909107-8
4909108-5
4909109-3
4909110-2
4909111-9
4909112-7
4909113-5
4909114-3
4909118-4
4909119-2
4909121-8
4909124-2
4909125-9
4909126-7
1
9
27
27
25
37
95
37
37
57
57
57
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
77
83
79
81
81
81
VENDOR
CODE
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
02978
16764
30612
02978
02978
02978
02978
02978
70040
11671
79187
27995
92863
74465
74465
74465
16764
16764
16764
74465
74465
19728
19728
19728
19728
19728
19728
19728
19728
19728
19728
19728
19728
19728
19728
19728
79410
79410
79410
79410
79410
79410
VENDOR
PART NO.
VENDOR
PART NO.
VENDOR
PAGE CODE PART NO.
F600L0413
X17095
C400L00231
F400L02511
17EL00300
17EL00204
F226K00223
0A200K03040
F400K00392
F400K00391
K600K00220
1846523
4909127-5
4909128-3
4909129-1
4909130-9
4909131-7
4909132-6
4909133-4
4909134-1
4909135-8
81
81
81
81
81
81
81
81
79
X00334
X00101B
X07096
X03794
F400E00303
6416448
21776
14-04-410-001
14-04-410-001
1529206-5110
H722A
H732-6
H789
1938178
1938171
1958465
H732H
H732D
1BP2040LA
1BB2042SS1
1BT1111
1GP1016D
1BT2004LAS
1BT14A
1BT1078LB
1BT2113A
1GB399GS
1BT10S
P90-423
P90-392
1BT1035
8X1590
1BT1007CS
10-01-045-004
10-00-016-002
10-01-565-013
10-01-237-003
T11-247
T22-213
79410
79410
79410
79410
79410
79410
79410
79410
79410
10-01-040-002
10-01-239-002
10-01-045-003
10-01-036-001
10-01-236-002
10-01-239-001
10-01-236-001
10-01-156-004
10-01-236-001
TM 10-3930-644-14&P
1A
TM 10-3930-644-14&P
CYLINDER BLOCK
ITEM
PART NO.
DESCRIPTION
QTY.
1
2
3
4
4908517-8
4908700-0
4908613-5
4908701-8
4912745-9
CAP-OIL FILLER
OIL FILLER-CRANKCASE
ROD-OIL GAUGE
SUPPORT-ROD
BLOCK ASSY-SHORT
1
1
1
1
1
SEE NOTE A
4912746-7
ENGINE ASSY-SERVICE
1
SEE NOTE B
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
23
24
25
26
27
28
29
30
31
32
4909824-7
4909825-4
4908560-8
4908536-8
4908618-4
4908640-8
4908626-7
4908507-9
4908537-6
4908600-2
4908538-4
4908610-1
4908780-2
4908580-6
4910070-4
4908612-7
4908611-9
4908539-2
4908524-4
4908525-1
4908526-9
4908578-0
4908519-4
0910014-0
0910005-8
0910007-4
4814364-8
0917365-9
0917415-2
0917032-5
DOWEL-RING
DOWEL-RING
PLUG
DOWEL
CAP-FRONT BEARING
BOLT-PLACE-.50" -13 X 2.5"
CAP-CENTER BEARING
DOWEL
BOLT-PLACE
CAP-REAR BEARING
* GASKET-COVER
COVER-VALVE CHAMBER
* GASKET-COPPER
NUT
STUD-.25" -20 X 1.50"
BAFFLE-REAR
BAFFLE-FRONT
PLUG-SOCKET-.13"
PLUG-RELIEF VALVE
GASKET-COPPER
SPRING-RELIEF VALVE
WASHER-PLAIN-.25"
PLUNGER-RELIEF VALVE
PLUG-EXPANSION-.5" PT
PLUG-EXPANSION-1.12"
PLUG-EXPANSION-1.38"
SENDER-OIL PRESSURE.
LOCKWASHER-#10
NUT-#10 -32
ADAPTOR- .12"
1
1
3
2
1
2
1
4
4
1
1
1
2
2
2
1
1
1
1
1
1
*
1
1
1
2
1
1
1
1
USE AS REQUIRED
74113
TM 10-3930-644-14&P
TM 10-3930-644-14&P
CYLINDER BLOCK (CONTINUED)
ITEM
PART NO.
DESCRIPTION
QTY.
32
0904230-0
4908595-4
0914383-5
ELBOW-450
STUD
SCREW SOCKET HD
1
3
2
35
0914453-6
COCK-DRAIN- .12 PT
1
NOT ILLUSTRATED
*INCLUDED IN KIT 4908685-3
NOTE A
SHORT BLOCK ASSY INCLUDES: CYLINDER BLOCKCONNECTING RODS-CAMSHAFT-BUSHINGS-BEARING
CAPS-VALVE TRAIN-TAPPETS-CAMSHAFT-MAIN AND
ROD BEARINGS-CRANKSHAFT-PISTONS-PISTON PINSPISTON RINGS-FRONT END PLATE-THRUST PLATE-CAM
GEAR-CRANKSHAFT GEAR-OIL GAUGE ROD SUPPORTOIL GAUGE ROD-HOLE COVER, FUEL PUMP-OIL
GUARD, REAR BEARING AND SERVICE GASKET SET.
NOTE B
SERVICE ENGINE ASSY INCLUDES: CYLINDER AND
CRANKCASE-BEARINGS-CAPS-GUIDES-INSERTS-COMPLETE
VALVE MECHANISM-SUPPORTS-PISTONS AND RINGSCONNECTING RODS-CRANKSHAFT-CAMSHAFT-FRONT END
PLATE-GEARS-FILLER BLOCKS-CYLINDER HEAD-GASKETSGEAR COVER-OIL PUMP-OIL PAN-STUDS-NUTS-SCREWSWASHERS-PINS AND PLUGS.
74113
TM 10-3930-644-14&P
TM 10-3930-644-14&P
CRANKSHAFT
ITEM
1
2
3
PART NO.
4908641-6
4908642-4
4908643-2
4907644-0
4908645-7
4908646-5
4908628-3
4908563-2
4910030-8
DESCRIPTION
*BEARING-FRONT MAIN-UPPER & LOWER
**BEARING-FRONT MAIN-UPPER & LOWER
#BEARING-FRONT MAIN-UPPER & LOWER
##BEARING-FRONT MAIN-UPPER & LOWER
@BEARING-FRONT MAIN-UPPER & LOWER
@@BEARING-FRONT MAIN-UPPER & LOWER
CRANKSHAFT
KEY-CRANKSHAFT GEAR
GEAR-CRANKSHAFT
QTY.
1
1
1
1
1
1
1
1
STANDARD
-.002"
-.010"
-.020"
-.030"
-.040"
1
4
5
6
4908647-3
4908648-1
4908649-9
4908650-7
4908651-5
4908652-3
4908653-1
4908654-9
4908655-6
4908656-4
4908657-2
4908658-0
*BEARING-CENTER MAIN-UPPER & LOWER
**BEARING-CENTER MAIN-UPPER & LOWER
#BEARING-CENTER MAIN-UPPER & LOWER
##BEARING-CENTER MAIN-UPPER & LOWER
@BEARING-CENTER MAIN-UPPER & LOWER
@@BEARING-CENTER MAIN-UPPER & LOWER
*BEARING-REAR MAIN-UPPER & LOWER
**BEARING-REAR MAIN-UPPER & LOWER
#BEARING-REAR MAIN-UPPER & LOWER
##BEARING-REAR MAIN-UPPER & LOWER
@BEARING-REAR MAIN-UPPER & LOWER
@@BEARING-REAR MAIN-UPPER & LOWER
1
1
1
1
1
1
1
1
1
1
1
1
STANDARD
-.002"
-.010"
-.020"
-.030"
-.040"
STANDARD
-.002"
-.010"
-.020"
-.030"
-.040"
*INCLUDED IN KIT 4908666-3
**INCLUDED IN KIT 49036674#INCLUDED IN KIT 4908668-9
##INCLUDED IN KIT 4908669-7
@INCLUDED IN KIT 4908670-5
@@INCLUDED IN KIT 4908671-3
7
8
9
10
11
4909770-2
4909763-7
4909771-0
4909764-5
7909762-9
GEAR HYDRAULIC PUMP
RETAINING RING
SLEEVE
SCREW
COUPLING
1
2
1
1
1
74115
TM 10-3930-644-14&P
TM 10-3930-644-14&P
PISTON AND CONNECTING ROD
ITEM
1
2
3
4
5
6
7
8
9
PART NO.
4909800-7
4909801-5
4909802-3
4909803-1
4912747-5
4912774-9
4912775-6
4912776-4
4912777-2
4908565-7
4908677-0
4908678-8
4908679-6
4912748-3
4909783-5
4908505-3
4908564-0
4908504-6
4909786-8
4909808-0
4909809-8
4909811-4
DESCRIPTION
RING SET-STANDARD
RING SET-.020" OS
RING SET-.030" OS
RING SET-.040" OS
PISTON-STANDARD
PISTON-.O10" OS
PISTON-.020" OS
PISTON-.030" OS
PISTON-.040" OS
PIN-PISTON-STANDARD
PIN-PISTON-.003" OS
PIN-PISTON-. 005" OS
PIN-PIS TON-.010" OS
RING-RETAINER
ROD ASSY-CONNECTING
BUSHING-CONN ROD
O8LT-CONN ROD
NUT-CONN ROD BOLT
BRG KIT-CONN ROD-STANDARD
BRG KIT-CONN ROD-.010" US
BRG KIT-CONN ROD-.020" US
BRG KIT-CONN ROD-.040" US
QTY.
1
1
1
1
4
4
4
4
4
4
4
4
8
4
4
8
8
1
1
1
1
RING SET SERVICES
ONE ENGINE
INCL ITEM 3 & 4
INCL ITEM 6-7 & 8
74114
TM 10-3930-644-14&P
TM 10-3930-644-14&P
CYLINDER HEAD
ITEM
PART NO.
1
2
3
4
5
4909782-7
4908585-5
4908605-1
4908604-4
4760149-7
0917365-9
0917415-2
4908781-0
4908594-7
0920787-9
4908592-1
4908593-9
4908595-4
6
7
8
9
10
11
DESCRIPTION
HEAD-CYLINDER
*GASKET-CYLINDER HEAD
SCREW- .44" -14 X 2.75"
SCREW- .44" -14 X 2.75"
SENDER-WATER TEMP
LOCKWASHER- #10
NUT- #10 -32
PLUG-LEFT SIDE- .5" - 14 PT
WASHER-PLAIN
SCREW- .31" -18 X .5"
SCREW- .38" -16
WASHER-PLAIN- .38"
STUD
QTY.
1
1
4
11
1
1
1
2
2
2
1
1
I
*INCLUDED IN KIT 4908685-3
74116
TM 10-3930-644-14&P
TM 10-3930-644-14&P
CRANKCASE VENTILATION
ITEM
PART NO.
1
2
3
4
4908520-2
4908523-6
4908521-0
4908522-8
DESCRIPTION
HOSE
VALVE-PCV
HOSE
ELBOW- 90°
QTY.
1
1
1
1
74117
TM 10-3930-644-14&P
TM 10-3930-644-14&P
VALVE MECHANISM
ITEM
PART NO.
DESCRIPTION
QTY.
1
4908609-3
VALVE-EXHAUST
4
2
3
4
5
6
4908514-5
4908513-7
4908512-9
4908562-4
4908574-9
4908515-2
4908732-3
4908733-1
4908734-9
4908735-6
4908736-4
4908737-2
4908607-7
4908575-6
4909781-9
4908569-9
4908566-5
0916803-0
0925205-7
INSERT-VALVE SEAT-EXHAUST
GUIDE-VALVE STEM
SPRING-VALVE
ROTOCOIL-EXHAUST
LOCK-VALVE SPRING RTNR
TAPPET-VALVE-STANDARD
TAPPET-VALVE- .001" OS
TAPPET-VALVE- .003" OS
TAPPET-VALVE- .005" OS
TAPPET-VALVE- .010" OS
TAPPET-VALVE- .015" OS
TAPPET-VALVE- .020" OS
VALVE-INTAKE
RETAINER-VALVE SPRING-INTAKE
CAMSHAFT-STEEL
KEY-CAMGEAR TO CAMSHAFT
PLATE-CAMSHAFT THRUST
LOCKWASHER- .31"
CAPSCREW- .31" -18 X .63"
4
8
8
4
16
8
8
8
8
8
8
8
4
4
1
1
1
2
2
13
4909760-3
GEAR-CAMSHAFT-
1
14
15
16
17
18
4908590-5
4908568-1
4908502-0
4908501-2
4909828-8
NUT-CAMGEAR TO CAMSHAFT
*BUSHING-CAMSHAFT-FRONT
*BUSHING-CAMSHAFT-CENTER
*BUSHING-CAMSHAFT-REAR
SHAFT DISTRIBUTOR DRIVE
*INCLUDED IN KIT 4908690-3
1
1
1
1
1
7
8
9
10
11
12
74118
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
OIL PUMP
ITEM
PART NO.
R -4909780-1
PUMP ASSY-OIL
1
2
3
4
5
6
7
8
9
10
11
12
13
14
4908511-1
4909793-7
4908747-1
4908746-3
4908510-2
4908699-4
4908745-5
4908742-2
4908741-4
4908744-8
4908748-9
4908749-7
4908751-3
4908750-5
15
16
R 17
R 18
0928588-3
4908712-5
4908703-4
4910078-7
DESCRIPTION
BUSHING
*GEAR-OIL PUMP DRIVE
*PIN-DRIVE GEAR
BODY-OIL PUMP
SHAFT-DRIVE
STUD-IDLER GEAR
*KEY
*GEAR-DRIVER
*GEAR-IDLER
*RING-RETAINER
'GASKET-COVER
COVER
*GASKET-FRAME
FRAME-STRAINER
NOT USED
SCREW AND LOCKWASHER-.25"-20 X .62"
SCREEN-STRAINER
STUD
NUT
*INCLUDED IN KIT 4909779-3
QTY.
1
INCL ITEMS 2 THRU 16
1
1
1
1
1
1
1
1
1
1
1
1
1
1
6
1
1
1
74119
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
OIL PAN
ITEM
1
2
3
4
5
7
8
9
10
11
12
13
14
15
16
PART NO.
4908567-3
4912505-7
4912201-3
4912200-5
0923045-9
4908601-0
4908714-1
0910941-4
4908581-4
4908714-1
4908596-2
0910941-4
4908619-2
4908715-8
4908602-8
DESCRIPTION
*GASKET-OIL PAN
PAN-OIL
*WASHER-DRAIN PLUG
PLUG-OIL DRAIN
CAPSCREW W/LOCKWASHER
BLOCK-FILLER-FRONT
*GASKET-FILLER BLOCK
LOCKWASHER- .31"
SCREW- .31" -18 X .88"
*GASKET-FILLER BLOCK
SCREW- .31" -18 X 2.63"
LOCKWASHER- .31"
BLOCK-FILLER-REAR
SEAL-OIL
GUARD-OIL SEAL
*INCLUDED IN KIT 4908686-1
QTY.
2
1
1
1
14
1
1
2
2
1
2
2
1
2
1
PRIOR TO ENGINE SPEC NOS. F 163-8501 R F 163-8502
74120
TM 10-3930-644-14&P
TM 10-3930-644-14&P
OIL PAN
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
PART NO.
4914117-9
4913997-5
4912201-3
4912200-5
0918793-1
4914115-3
4908714-1
0910941-4
4908581-4
4908714-1
4908596-2
0910941-4
4914116-1
4908715-8
4908602-8
DESCRIPTION
*GASKET-OIL PAN
PAN-OIL
*WASHER-DRAIN PLUG
PLUG-OIL DRAIN
CAPSCREW W/LOCKWASHER
BLOCK-FILLER-FRONT
*GASKET-FILLER BLOCK
LOCKWASHER- .31"
SCREW- .31" -18 X .88"
*GASKET-FILLER BLOCK
SCREW- .31" -18 X 2.63"
LOCKWASHER- .31"
BLOCK-FILLER-REAR .
SEAL-OIL
GUARD-OIL SEAL
*INCLUDED IN KIT 4914282-1
EFFECTIVE WITH ENGINE SPEC NOS. F 163-8501 & F 163-8502
QTY.
2
1
1
1
14
1
1
2
2
1
2
2
1
2
1
INCL ITEMS 3 AND 4
TM 10-3930-644-14&P
TM 10-3930-644-14&P
OIL FILTER
ITEM
PART NO.
1
2
4512207-4
4512341-1
0919390-5
0921138-4
4822341-6
0925715-5
0920158-3
0919326-9
0917356-8
0917372-5
0910140-3
0915399-0
4878729-5
4819212-4
0920655-8
0911317-6
0922967-5
4819211-6
4819212-4
3
4
5
6
7
8
9
10
DESCRIPTION
FILTER
BASE1
WASHER-.78" X 1.25"
NUT-.75"-16
BRACKET
SCREW-.31"-18 X 1.00"
WASHER-.41" X 1.00"
WASHER-.34" X .75"
LOCKWASHER-.31"
NUT-.31"-18
ELBOW-90°-.12"TT-.50"-20 STR THD
ELBOW-90°-STREET-.12"-27 TT
HOSE
HOSE
ELBOW-45S-STREET-.12"TT
CONNECTOR-.25"TT-.50"-20 STR THD
ELBOW-45°-STREET-.25"TT
HOSE
HOSE
QTY.
1
1
1
1
2
2
2
2
2
1
1
1
1
1
1
1
1
1
GROUP A
GROUP B
GROUP A
GROUP B
TM 10-3930-644-14&P
TM 10-3930-644-14&P
FLYWHEEL AND HOUSING
POWER SHIFT
ITEM
PART NO.
1
4908615-0
0921958-5
0924958-2
4909788-4
0921212-7
0921876-9
4908576-4
4909767-8
4908614-3
4910075-3
4908509-5
4909832-0
2
3
4
5
6
7
8
DESCRIPTION
COVER-TIMING HOLE
CAPSCREW-.25"-20 X .5"
LOCKWASHER-.25"
HOUSING-FLYWHEEL
CAPSCREW-.44"-14 X 1.5"
CAPSCREW-.44"-14 X 1.12"
DOWEL-RING
FLYWHEEL ASSY
GEAR-RING
BOLT-.38"-24 X 1.19"
SCREW-TIMING POINTER
SCREW-TOP TIMING HOLE
QTY.
1
2
2
1
2
3
2
1
1
6
1
1
INCL ITEM 5
750353-74122-1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
GEAR COVER
ITEM
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 NO.
4909794-2
4909765-2
0918199-1
0924346-0
0917264-4
4909820-5
0917264-4
0919953-0
0922130-0
0916965-7
4910074-6
0916965-7
4909771-0
4909772-8
4910031-6
4909774-4
4909823-9
4909822-1
4909827-0
4909773-6
0918547-1
4909824-7
4909825-4
4908593-9
0921973-4
DESCRIPTION
*GASKET COVER
COVER-GEAR
WASHER-LOCK
SCREW- .38" -16 X 1.25"
WASHER-PLAIN- .38"
SCREW- .38" -16 X 1"
WASHER-PLAIN- .44"
SCREW- .38" -16 X 3.12"
SCREW- .38" -16 X 2"
LOCKWASHER- .38"
SCREW
LOCKWASHER- .38"
ADAPTER-FAN DRIVE
SHAFT W/BEARING
GEAR-FAN DRIVE
*GASKET-ADAPTER
NUT-WATER PUMP
SCREW-WATER PUMP
KEY-SHAFT
PULLEY FAN BELT
PIN SPRING
PIN DOWEL
PIN DOWEL
WASHER-COPPER- .38"
SCREW- .38" -16 X 1.25"
*INCLUDED IN KIT 4909766-0
QTY.
1
1
1
1
1
1
2
2
2
3
2
2
1
1
1
1
1
1
2
1
1
1
1
2
2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
INTAKE & EXHAUST MANIFOLD
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
PART NO.
4908621-8
4908528-5
4909817-1
4908586-3
4908518-6
4908527-7
0916954-1
4908560-8
4908786-9
4908518-6
4908586-3
0916954-1
DESCRIPTION
MANIFOLD-INT & EXH
SCREW-.38"-16 X 4.50"
CLAMP-MANIFOLD
WASHER-.38"
STUD-.38"-16 X 1.75"
WASHER-.41"
NUT-.38"-16
PLUG-.25" PT
*GASKET
STUD- .38" -16 X 1.75"
WASHER-.38"
NUT-.38"-16
QTY.
1
1
1
2
6
4
6
2
1
2
2
2
*INCL IN KIT 4908685-3
750323-750322-1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
WATER PUMP AND FAN
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
PART NO.
4909776-9
0921972-6
0916965-7
0919958-9
0916965-7
4908593-9
4909819-7
0928017-3
4908530-1
0916735-4
4909777-7
--------------4908753-9
4908782-8
4908759-6
4908754-7
4909797-5
4909833-8
4909834-6
4909795-9
4908783-6
4908781-0
4856601-2
0915809-8
0917356-8
4856615-2
DESCRIPTION
PUMP ASSY-WATER
CAPSCREW-.38"-16 X 2.50"
LOCKWASHER-.38"
CAPSCREW-.38"-16 X 1.88"
LOCKWASHER- .38"
WASHER-.38"
HOSE-BY-PASS
CLAMP-HOSE
NIPPLE
ELBOW-900-.38"
PULLEY-DRIVE
BODY-PUMP
*BEARING AND SHAFT
*RING-RETAINING
*GASKET-SEAL
*SEAL
*IMPELLER
*GASKET-PLATE TO BODY
PLATE-BACK
#*GASKET-PUMP TO CRANKCASE
SCREW
PLUG-PIPE-.38"
FAN 1
CAPSCREW-.31"-18 X .75"'
LOCKWASHER-.31"
BELT-FAN
QTY.
1
2
2
2
1
1
1
2
2
2
1
1
1
2
1
1
1
1
1
1
4
1
INCL ITEMS 11 THRU 21
SEE NOTE
ORDER ASSY
4
4
1
*INCL IN KIT 4909778-5
#INCL IN KIT 4909766-0
NOTE
INSTALLATION INSTRUCTIONS
PACKAGED WITH SERVICE PUMP
MUST BE FOLLOWED WHEN ASSEMBLING PULLEY TO PUMP
770844-74126-1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
THERMOSTAT & HOUSING
ITEM
PART NO.
1
2
3
4
5
6
7
8
4909818-9
0917372-5
0910941-4
4908710-9
4908625-9
4908588-9
4909821-3
4908534-3
DESCRIPTION
ELBOW-WATER OUTLET
NUT-.31"-18
LOCKWASHER-.31"
THERMOSTAT-180°
RING-THERMOSTAT ADAPTER
*GASKET
STUD-.31"-18 x 2.25"
CAPSULE-COOLANT CONDITIONER
QTY.
1
2
2
1
1
1
2
2
*INCL IN KIT 4908685-3
751224-751223-1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
RADIATOR-POWER SHIFT
ITEM
PART NO.
1
4856600-4
0921965-0
0916965-7
0922153-2
4907607-8
RADIATOR
CAPSCREW- .375-16 x .750
LOCKWASHER- .38"
WASHER- .38"
CAP- RADIATOR
1
2
2
4
1
0915399-0
0914453-6
4858197-9
4253456-0
4858198-7
4252197-1
4760327-9
ELBOW- PIPE- BRASS STREET- .12"
COCK- DRAIN-PIPE- BRASS- .12"
HOSE- RADIATOR
CLAMP- HOSE
HOSE- RADIATOR
ADAPTOR
ADAPTOR
1
1
1
4
1
1
1
3
4
5
6
7
8
9
DESCRIPTION
QTY.
INCL ITEM 2
7#
73408
TM 10-3930-644-14&P
TM 10-3930-644-14&P
EXHAUST GROUP (PRT)
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
PART NO.
4856684-8
4710442-7
4711590-2
0921971-8
0916950-9
0916965-7
0916956-6
4848758-1
4856689-7
0917258-6
4750091-3
4856682-2
0921965-0
0916965-7
0929362-2
DESCRIPTION
MUFFLER W/DIFFUSER
GROMMET
WASHER
CAPSCREW .375 -16 X 1.75
NUT .375-16
LOCKWASHER
WASHER
GASKET
EXHAUST PIPE
NUT
CLAMP
STRAP
CAPSCREW
LOCKWASHER
WASHER
QTY.
1
1
1
1
1
1
1
1
1
2
1
2
2
2
1
TM 10-3930-644-14&P
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
EXHAUST SYSTEM -(SRT)
ITEM
PART NO.
1
2
3
4
4831749-9
4710442-7
4711590-2
0926053-0
5
6
7
8
9
11
R 12
R 13
R 14
R 15
DESCRIPTION
QTY.
1
2
2
0916954-1
4848758-1
4858184-7
0917258-6
4708304-3
MUFFLER
GROMMET
WASHER
SCREW- TRUSS HO- PLATED.38" -16 X 1.75"
NUT- PLATED- .38" -16
GASKET
PIPE- EXHAUST
NUT 2
CLAMP
4820972-0
0921912-2
4716088-2
0921965-7
0916965-7
PIPE- TAIL
CLAMP
CLAMP
CAPSCREW- .38" -16 X 1.75"
LOCKWASHER-38"
1
1
1
1
1
2
2
1
1
1
71140
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
TM 10-3930-644-14&P
ENGINE MOUNTING
ITEM
PART NO.
1
4857898-3
0919089-3
09169866-5
4755785-5
0920587-3
4857245-7
0929306-9
0923351-1
4878341-1
2
3
4
5
6
7
DESCRIPTION
BRACKET-ENGINE SUPPORT
CAPSCREW- .50" -13 X 1.75
LOCKWASHER
MOUNT-ENGINE
CAPSCREW- .625-11 x 3.5
STUD
WASHER- .688 X 2.50 X 12
NUT-LOCK- .625-11
ENGINE ASSEMBLY
QTY.
2
4
4
3
2
1
7
3
1
74133
TM 10-3930-644-14&P
TM 10-3930-644-14&P
FUEL SYSTEM (PRT)
ITEM
PART 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
R 36
R 38
R 39
4856680-6
0921210-1
0922130-0
0918266-8
0916965-7
4749382-0
4991217-3
4905897-7
4735714-0
0922121-9
0917365-9
0917415-2
4757678-0
4845678-4
4847837-4
4749988-4
4848884-5
4848885-2
0921332-3
0917356-8
0910140-3
4875689-4
0931713-2
0931835-3
4868015-1
4856670-7
0920263-1
4908991-4
4908993-1
0917356-8
0901651-0
4875688-6
4859180-4
4857198-8
4909981-5
DESCRIPTION
TANK FUEL
CAPSCREW .375 -16 X .750
CAPSCREW .375 -16 X 2.25"
WASHER
LOCKWASHER
CAP TANK
SCREEN
SENDER FUEL
GASKET
SCREW #10 -32 X .375
LOCKWASHER
NUT
BOOT
WASHER
PLUG
HOSE - FUEL
PUMP FUEL
GASKET
CAPSCREW
LOCKWASHER
ELBOW
HOSE
ELBOW
CLAMP
FILTER FUEL
NOT USED
CARBURETOR ASSY
NUT
GASKET
STUD
LOCKWASHER
PLUG
HOSE
SPACER
GOVERNOR ASSY
WIRE LOCK
SEAL
KIT-SEAL
QTY.
1
2
2
4
4
1
1
1
1
5
6
1
1
1
1
1
1
1
2
2
2
1
2
4
1
1
2
2
2
2
1
1
1
1
1
1
1
SEE PAGE 39
ORDER ITEM 29
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
FUEL SYSTEM (SRT)
PART NO.
1
2
4831754-9
0921210-1
0916965-7
TANK-FUEL
CAPSCREW- .38" -16 X 1"
LOCKWASHER- .38"
1
4
4
3
4
5
6
7
8
9
10
11
12
13
14
15
17
18
19
20
21
22
23
24
4991217-3
4905897-7
4735714-0
0917452-5
0917365-9
4255574-8
0917415-2
4749382-0
0901652-8
4716873-7
4856620-2
0910995-0
4823287-0
0904709-3
0901677-5
4790065-9
4767130-0
0917372-5
0917356-8
4767130-0
0917397-2
0917356-8
0917372-5
0910995-0
4826143-2
0915399-0
4730551-1
0920215-1
4848885-2
4908789-3
0921332-3
0917356-8
0910140-3
4856781-2
4253435-4
0913039-4
4856670-7
0920263-1
4908991-4
4908993-1
0917356-8
0916950-9
4516583-4
4736044-1
4514972-1
SCREEN
SENDER
GASKET
SCREW- RD HO- -10 -32 X .5"
LOCKWASHER- 10
WASHER - DYNASEAL
NUT- t10- 32
CAP- FILLER
PLUG- PIPE- SO H0- .25"
VALVE- SHUT- OFF
TUBE ASSY
UNION- .31" TUBE X .5" -20
NOT USED
NIPPLE- PIPE- .25" X 1.75"
ELBOW- 900 PIPE- .25"
WIRE ASSY
CLAMP
NUT- .31" -18
LOCKWASHE R- .31"
NOT USED
NOT USED
NOT USED
NOT USED
NOT USED
HOSE- FUEL
ELBOW- 900 STREET- .12" -27
FILTER- FUEL
NIPPLE- BRASS PIPE- .12" -27
GASKET- PUMP
PUMP- FUEL
CAPSCREW- .31" -18 X .75
LOCKWASHER
ELBOW- 90u BRASS- .44" -24
HOSE
NOT USED
NOT USED
CARBURETOR
NUT
GASKET- CARBURETOR
STUD
LOCKWASHER- .38"
NOT USED
NOT USED
NOT USED
NOT USED
1
1
1
5
6
5
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
1
1
1
1
1
1
1
2
2
1
1
1
1
1
2
2
2
2
2
1
1
1
25
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
DESCRIPTION
QTY.
INCL ITEM 3
R
SEE PAGE 41
INCL ITEM 30
SEE PAGE 43
R
72367
ITEM
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
FUEL SYSTEM (SRT)
ITEM
PART NO.
47
48
49
50
51
52
53
R 54
R 55
R 56
R 57
0901480-4
0901677-5
0907859-3
0915399-0
0920655-S
4857198-8
4859180-4
4909981-5
DESCRIPTION
NOT USED
NOT USED
NOT USED
ELBOW
ELBOW
GOVERNOR
SPACER
WIRE LOCK
SEAL
SEAL
KIT-SEAL
QTY.
1
1
1
I
1
1
1
1
1
1
ORDER ITEM 57
72367
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
TM 10-3930-644-14&P
FUEL STRAINER - 4730551-1
ITEM
PART NO.
1
2
3
4
5
6
7
4981110-2
4981104-5
4981105-2
4981106-0
4981107-8
4981108-6
4981109-4
DESCRIPTION
SHUT-OFF
COVER
SCREEN
GASKET
BOWL-METAL
NUT-CUP
WIRE ASSEMBLY-CLAMP
QTY.
1
1
1
1
1
1
1
INCL STUD
18367
TM 10-3930-644-14&P
TM 10-3930-644-14&P
CARBURETOR- 4856670-7
ITEM
PART NO.
DESCRIPTION
QTY.
1
2
3
4
5
6
R7
8
9
10
11
12
13
14
15
R16
17
18
19
20
21
22
4909906-2
4909907-0
4907549-2
4909908-8
0220000-4
0219972-7
0219973-5
4046824-5
4046790-8
0222045-7
4051691-6
1123067-9
4907552-6
0224967-0
0219998-2
0219976-8
0219999-0
0219977-5
4909909-6
0219978-4
4909910-4
4909911-2
BODY
LEVER ASSY-THROTTLE
*SHAFT ASSY-THROTTLE
PLATE-THROTTLE
SCREW-THROTTLE STOP
SCREW-THROTTLE BODY TO BOWL
*SCREW-CHOKE PLATE
SCREW-CHOKE BRACKET
SCREW-THROTTLE BODY TO BOWL
SCREW-CHOKE SWIVEL
SCREW-CHOKE CLIP
SCREW-CLAMP
SCREW-DRILL PLUG
SCREW-NOZZLE HOLE
*GASKET-FLOAT VALVE SEAT
*GASKET-BODY TO BOWL
*GASKET-NOZZLE
SPRING-THROTTLE
SPRING-CHOKE RETURN
*SPRING-IDLE NEEDLE
LEVER-CHOKE
LEVER ASSY-CHOKE
1
1
1
1
1
3
4
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
23
24
25
26
27
28
29
R 30
31
32
33
34
35
36
37
38
39
40
41
42
4907555-9
0229611-9
4045429-6
4047137-7
4909912-0
4909913-8
0219985-9
0219986-7
4907559-1
4907581-5
0224949-8
4909914-6
4907583-1
4909840-3
4909841-1
4045441-5
0219968-5
4907586-4
0916169-6
4054551-9
SHAFT-CHOKE
PLATE ASSY-CHOKE
SWIVEL-CHOKE
CLIP-CHOKE BRACKET
BRACKET
BRACKET ASSY-CHOKE
FLOAT
*SHAFT-FLOAT
*NEEDLE-IDLE ADJUSTING
*PACKING-CHOKE SHAFT
*PACKING-THROTTLE SHAFT
VENTURI
NOZZLE
*JET-IDLE RESTRICTION
*JET-POWER
*CUP-THROTTLE SHAFT
*RETAINER-PACKING
*RETAINER-PACKING
PIN-THROTTLE STOP
WASHER-CHOKE SHAFT
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
INCL 12
INCL 5 AND 18
INCL 10, 19, 21,25-,
42, 43, 46, & 47
INCL 26 & 27
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
CARBURETOR - 4856670-7
ITEM
PART NO.
43
44
45
46
47
48
49
R 50
R 51
52
0219997-4
4907590-5
0800465-7
4907589-8
0222069-7
4050905-1
4046803-9
4052271-6
0244912-2
4909915-3
DESCRIPTION
WASHER-CHOKE LEVER
PLUG-CHOKE SHAFT
PLUG-IDLE DRILLING
NUT-CHOKE SHAFT
PIN -COTTER-SWIVEL
PLUG-FUEL INLET
PLUG-BOWL DRAIN
*PLUG-EXPANSION
*VALVE ASSY-FLOAT
BODY ASSY-THROTTLE
QTY.
1
1
1
1
1
1
1
1
1
1
*INCLUDED IN KIT 4909738-9
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
AIR CLEANER (PRT)
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
PART NO.
4793751-1
0916952-5
4860736-0
0925758-5
0922198-7
4849712-7
4255557-3
4255355-2
4860732-0
0922034-4
0917356-8
0917373-5
4773420-7
4997568-3
0921880-1
0921319-0
4860734-5
4863981-9
4804565-2
DESCRIPTION
CLEANER ASSY-AIR
NUT-WING- .25" - 20
HOSE
CLAMP-HOSE
CLAMP-HOSE
HOSE - 32"
CLAMP-HOSE
TY-RAP
NOT USED
NOT USED
NOT USED
NOT USED
WASHER-RUBBER
ELEMENT
LOCKWASHER EXT .25
WASHER
TUBE ASSY
HOSE
INDICATOR
PRIOR TO SERIAL NO 113217
QTY.
1
1
1
1
3
1
2
1
1
2
2
2
1
1
1
1
1
1
1
INCL ITEM 16
TO CYLINDER BLOCK
TM 10-3930-644-14&P
TM 10-3930-644-14&P
AIR CLEANER*
ITEM
PART NO.
1
2
4847465-4
4789058-7
0921332-3
0917372-5
0917356-8
4884602-6
0927150-3
0922198-7
4386635-9
4884598-6
4884601-8
4804565-2
4996255-8
4996464-6
4996254-1
4996250-9
3046862-3
4907794-3
4996251-7
4847468-8
4849712-7
4255557-3
4884595-2
0925758-5
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
DESCRIPTION
CLEANER ASSY-AIR
CLAMP-MOUNTING
CAPSCREW
NUT
LOCKWASHER
CAP-CLEANER
SCREW
CLAMP
HOSE
TUBE
HOSE
INDICATOR
CUP ASSY
CLAMP
BAFFLE
THUMBSCREW
GASKET
ELEMENT
DECAL-INFORMATION
BODY ASSY
HOSE
CLAMP
HOSE
CLAMP
QTY.
1
2
4
4
4
1
1
4
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
2
*EFFECTIVE WITH Model PRT SERIAL NO 113217
INCL ITEMS 9 THRU 16
TM 10-3930-644-14&P
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
AIR CLEANER (SRT)
ITEM
PART NO.
1
2
4841879-2
4789058-7
0906827-1
0910965-3
0921332-3
0917356-8
0918265-0
4858427-0
4612316-2
0922198-5
4849712-7
0929402-6
4810695-9
0922198-5
4804565-2
4996255-8
4996464-6
4996254-1
4996250-9
3046862-3
4907794-3
4996251-7
4996252-5
4882421-3
4882420-5
0917372-5
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
R 18
R
DESCRIPTION
CLEANER ASSY-AIR
CLAMP-MOUNTING
SCREW-BRASS
NUT-SQUARE
CAPSCREW
LOCKWASHER
WASHER
SUPPORT
HOSE
CLAMP-HOSE
HOSE
CLAMP-HOSE
HOSE
CLAMP-HOSE
INDICATOR
CUP ASSY
CLAMP
BAFFLE
THUMBSCREW
GASKET
ELEMENT
DECAL-INFORMATION
BODY ASSY
SLEEVE-CARBURETOR
TUBE ASSY
NUT
QTY.
1
2
2
2
4
4
4
1
1
2
1
2
1
2
1
1
1
1
1
1
1
1
1
1
1
4
INCL ITEMS 9 THRU 16
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
TM 10-3930-644-14&P
ACCELERATOR
ITEM
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
PART NO.
4818809-8
4859254-7
4818813-0
0916169-6
4806104-8
0924009-4
4758547-6
0925146-3
0916964-0
0916622-4
0929591-6
0918625-5
4818833-8
0925341-0
0923272-9
4818834-6
0923360-2
0920437-1
4858180-5
0916964-0
0921958-5
4861667-6
4375953-9
4754948-0
0929615-3
4816185-5
4255401-4
4761270-0
0921967-6
0911987-6
0916965-7
0917421-0
4765514-7
4735718-1
4774640-9
4255183-8
0923341-2
0924359-3
0921273-9
0921880-1
0920435-5
DESCRIPTION
BRACKET-PEDAL
SHAFT
LEVER
PIN-SPRING- .19" X .75"
SPRING
CAPSCREW- .25" -20 X .88"
BEARING-SHAFT MOUNTING
CAPSCREW- .25" -20 X 1.25"
LOCKWASHER- .25"
NUT- .25" -20
PIN-YOKEPIN-COTTER- .05" X 1"
CABLE-ACCELERATOR
PIN
YOKE- .25"
CLIP
PIN-COTTERNUT-JAM- .25" -28
BRACKET-CABLE
LOCKWASHER
CAPSCREW .250-20 X .500
BRACKET-CABLE
CLIP
SCREW
CLAMP- .38"
SPRING
E-RING
BEARING
CAPSCREW- .38" -16 X 1.12"
WASHER-PLAIN- .38" X .56"
LOCKWASHER- .38"
NUT-JAM- .38" -16
PEDAL
BRACKET
PIN
E-RING
CAPSCREW- .25" -20 X .75"
WASHER-PLAIN- .531 X 1.00 X 20
CAPSCREW
LOCKWASHER
NUT
QTY.
1
1
1
1
1
1
2
1
5
8
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
1
2
1
1
1
1
1
2
2
2
4
4
4
TM 10-3930-644-14&P
TM 10-3930-644-14&P
ACCELERATOR PEDAL & CABLE
ITEM
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
PART NO.
4864082-5
4864085-8
0931515-1
0916964-0
0916622-4
4818813-0
4868125-8
0916169-6
0919327-7
0929585-8
0931515-1
0916622-4
0911987-6
4761270-0
0921967-6
0916965-7
0916950-9
4868749-5
0929591-6
0918625-5
4255401-4
0928135-3
4864087-4
NOT USED
NOT USED
0923341-2
0916964-0
0916622-4
4735718-1
0923341-2
0916964-0
0916622-4
4765514-7
4774640-9
4255183-8
4868008-6
0916964-0
0914192-0
0929597-3
DESCRIPTION
QTY.
BRACKET
SUPPORT
CAPSCREW-.25-20X 1.25
LOCKWASHER-.25
NUT-.25-20
LEVER
SHAFT-ACCELERATOR
PIN-SPRING-.19" X .75"
WASHER-.53"
PIN-COTTER-.06" X 1"
CAPSCREW-.25"-20 X 1.25"
NUT-.25"-20
WASHER-.38"
BEARING
CAPSCREW-.38"-16 X 1.13"
LOCKWASHER-.38"
NUT-.38"-16
CABLE-ACCELERATOR
PIN-YOKE-.19" X .58"
PIN-.05" X 1"
RING-SNAP
CLAMP
SUPPORT-ACCELERATOR CABLE
1
1
2
2
2
1
1
1
2
1
1
2
2
1
1
1
1
1
1
1
1
1
1
CAPSCREW-.25"-20 X .75"
LOCKWASHER-.25"
NUT-.25" -20
BRACKET
CAPSCREW-.25"-20 X .75"
LOCKWASHER-.25"
NUT-.25"-20
PEDAL
PIN
E-RING
BALL
LOCKWASHER
NUT
CLIP
1
1
1
1
2
2
2
1
1
2
1
1
1
1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
ALTERNATOR
ITEM
PART NO.
1
3057631-8
4883374-3
3057632-6
4848486-9
4866350-4
0922918-8
0916965-7
0917378-2
0916950-9
4856618-6
0921333-1
0917356-8
0918265-0
0917376-6
0917389-9
2
3
4
5
6
7
DESCRIPTION
*ALTERNATOR ASSY
**ALTERNATOR ASSY
FAN
PULLEY
BRACKET ASSY
CAPSCREW- .38" -16 X 3.25"
LOCKWASHER- .38"
WASHER
NUT- .38" -16
STRAP-ADJUSTING
CAPSCREW- .31" -18 X 1"
LOCKWASHER- .31"
WASHER- .31"
NUT- #12-24
LOCKWASHER- #12
*GROUP A
**GROUP B
QTY.
1
1
1
1
1
1
3
2
3
1
1
1
1
1
1
SEE PAGE 49
SEE PAGE 49
TM 10-3930-644-14&P
TM 10-3930-644-14&P
ALTERNATOR ASSY-3057631-8
ITEM
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
PART NO.
4908760-4
1172889-6
1009610-5
1142678-0
1172893-8
1172891-2
1009611-3
1172894-6
0242818-3
1172895-3
1148619-8
1172896-1
4054848-9
1172897-9
0242826-6
0242828-2
0242829-0
1172899-5
0242838-1
0242831-6
0237006-2
1173326-8
4054799-4
0234792-9
1173327-6
1173328-4
1173329-2
1173329-2
1173330-0
0242840-7
DESCRIPTION
FRAME
ROTOR ASSY
STATOR ASSY
FRAME-DRIVE END
REGULATOR
DIODE TRIO
RECTIFIER BRIDGE
BRUSH HOLDER AND BRUSH ASSY
SPRING-BRUSH
BEARING-ROLLER
BEARING-BALL
CAPACITOR
BRACKET-CAPACITOR
TERMINAL PACKAGE-BATTERY
PLATE-RETAINER
COLLAR-SHAFT-INSIDE
COLLAR-SHAFT-OUTSIDE
WASHER-GREASE SLINGER
THRU BOLT
WASHER
LOCKWASHER
NUT-RECTIFIER BRIDGE
NUT-SHAFT
SCREW-RETAINER PLATE
SCREW
SCREW-BRUSH HOLDER
SCREW-CAPACITOR BRACKET
SCREW-CAPACITOR LEAD
SCREW-RECTIFIER BRIDGE
CLIP-STATOR LEAD TERMINAL
QTY.
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
4
1
1
3
1
3
1
2
1
1
1
3
74142
TM 10-3930-644-14&P
TM 10-3930-644-14&P
ALTERNATOR ASSY-4883374-3
(GROUP B)
ITEM
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 NO.
DESCRIPTION
4913144-4
1174683-1
4913145-1
1142678-0
1172893-8
1172891-2
4912740-0
0262167-0
1142670-7
1148619-8
1172896-1
4054848-9
0262170-4
1172897-9
1142677-2
0242826-6
0242829-0
1172899-5
0242838-1
0237006-2
0917385-7
4054799-4
0234792-0
026268-8
4908768-7
1173329-2
1013727-1
0262169-6
FRAME
ROTOR ASSY
STATOR ASSY
FRAME-DRIVE END
REGULATOR
DIODE TRIO
BRIDGE-RECTIFIER
BRUSH HOLDER & ASSY
BEARING-ROLLER
BEARING-BALL-DRIVE END
CAPACITOR
BRACKET-CAPACITOR
TERMINAL PKG-RELAY
TERMINAL PKG-BATTERY
SEAL-OIL
PLATE-RETAINER
COLLAR-SHAFT-OUTER
WASHER-GREASE
BOLT-THRU
LOCKWASHER-SHAFT
NUT-RECTIFIER BRIDGE
NUT-SHAFT-DRIVE END
SCREW-RETAINER PLATE
SCREW-BRUSH HOLDER-GND
SCREW-BRUSH HOLER-INS
SCREW-CAPACITOR BRACKET & LEAD
SCREW-RECTIFIER BRIDGE
SCREW-BRUSH HOLDER
QTY.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
4
1
3
1
3
1
2
2
1
1
INCL ITEMS 9 & 15
780119-741351-2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
STARTER
ITEM
PART NO.
DESCRIPTION
1
4876696-8
0920415-7
0916965-7
0921210-1
STARTER ASSY
CAPSCREW-.38" -16 X 1.25"
LOCKWASHER-.38"
CAPSCREW-.38 -16 X 1.00"
PRIOR TO SERIAL NO 113217
QTY.
1
2
3
1
SEE PAGE 53
TM 10-3930-644-14&P
TM 10-3930-644-14&P
STARTER ASSY-4876696-9
ITEM
PART NO.
DESCRIPTION
1
2
3
4055881-0
4051275-8
0916621-6
0917365-9
0252042-7
0916080-5
BOLT - THRU
2
FRAME-COMMUTATOR END
1
NUT-SUPPORT ATTACHING SCREW-#10-24
LOCKWASHER- #10
4
PIN-SUPPORT ATTACHING
2
SCREW-SUPPORT ATTACHING- #10
-24 X .5"
4
SUPPORT-BRUSH HOLDER PACKAGE
2
HOLDER-BRUSH-INSULATED
2
BRUSH
4
SCREW-BRUSH ATTACHING- #8
-24 X .62"
2
SCREW-BRUSH ATTACHING-GROUND
#8 32 X .62"
2
HOLDER-BRUSH GROUND
2
SPRING-BRUSH
4
LEAD-BRUSH GROUND
2
GROMMET
1
FRAME- FIELD
1
SCREW-POLE SHOE
4
INSULATION
4
SHOE-POLE
4
COIL-FIELD
1
WASHER -BRAKE
1
ARMATURE
1
STUD-SHIFT LEVER
1
LEER-SHIFT
1
PIN-PLUNGER
1
PLUNGER
1
SPRING-PLUNGER RETURN
1
SWITCH-SOLENOID
1
SCREW- .25" -20 X .5"
2
LOCKWASHER- .25"
2
LOCKWASHER- #10
1
SCREW- #10 -32 X .5"
1
SPRING-ASSY
1
DRIVE ASSY
1
COLLAR-PINION STOP
1
RING-PINION STOP RETAINER
1
WASHER-THRUST
1
PIN
BUSHING
1
HOUSING-DRIVE END
1
NUT-PLATED-SHIFT LEVER STUD-.31"-18 1
LOCKWASHER- .31"
1
4
5
6
7
8
4051281-6
4051279-0
4051276-6
0927150-3
9
0927149-5
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
4055871-0
4051277-4
4060192-4
0243841-4
-------4054758-0
4051272-5
4051269-1
4905637-1
4042697-5
4908995-6
4997175-7
4998851-7
4998179-9
0246077-2
4997176-5
4912314-4
0901225-1
0916964-0
090905b-6
0923703-3
4908996-4
4936418-1
4997180-6
4997181-5
4998849-6
4042650-4
4044397-0
4908997-2
0246098-8
0917356-8
27
28
29
30
31
32
33
34
35
36
37
QTY.
4
INCL ITEMS 3-4-5-6
IN FIELD FRAME
ORDER 4876696-9
FOUR COILS
TO SHIFT LEVER
1
ORDER 4848888-6
74144
TM 10-3930-644-14&P
TM 10-3930-644-14&P
STARTER ASSY-4885883-1
ITEM
PART NO.
DESCRIPTION
1
2
3
0231321-1
4913371-3
0916080-5
0917365-9
0916621-6
0252042-7
4051281-6
4051279-0
0927150-3
4051276-6
4055871-0
0927149-5
4051277-4
4060192-4
4913376-2
-------------4054758-0
4051272-5
4051269-1
4913372-1
4042697-5
4908995-5
4997175-7
4998851-2
4913304-4
0246077-2
4997176-5
4912314-4
0901228-7
4906418-1
4997180-7
4997181-5
0243855-4
4042650-4
4044397-0
4908997-2
0246098-8
0917356-8
4913373-9
4997184-9
BOLT-THRU
FRAME-COMMUTATOR END
SCREW-SUPPORT-#10-24 X .50"
LOCKWASHER-#10
NUT-#10-24 X .50"
PIN-SUPPORT ATTACHING
SUPPORT-BRUSH HOLDER PKG
HOLDER-BRUSH-INS
SCREW-#8-24 X .62"
BRUSH
HOLDER-BRUSH-GND
SCREW-#8-32- .62
SPRING-BRUSH
LEAD-BRUSH-GND
GROMMET
FRAME-FIELD
SCREW-POLE SHOE
INSULATION-FIELD COIL
SHOE-POLE
COIL-FIELD
WASHER-BRAKE
ARMATURE
STUD-SHIFT LEVER
LEVER-SHIFT
PIN-PLUNGER
PLUNGER
SPRING-PLUNGER RETURN
SWITCH-SOLENOID
SCREW-.25"-20 X .75"
DRIVE ASSY
COLLAR-PINION STOP
RING-PINION STOP RETAINER
WASHER-THRUST
PIN-DOWEL
BUSHING
HOUSING-DRIVE END
NUT-SHIFT LEVER STUD
LOCKWASHER-.31"
BOOT-PLUNGER
SCREW-FIELD LEAD TO SW
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
QTY.
2
1
4
4
4
2
1
2
2
4
2
2
4
2
1
1
4
4
4
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
INCL 3-4-10
IN FIELD FRAME
ORDER 4885883-1
FOUR COILS
TO SHIFT, LEVER
770943-55001-2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
DISTRIBUTOR
ITEM
PART NO.
DESCRIPTION
1
2
4857878-5
4858103-7
0918266-8
0916965-7
0916950-9
4910105-8
4859424-6
4515665-0
4889580-9
0923325-5
0919326-9
0917356-8
4855690-6
4867125-9
4833505-3
4859423-8
4858680-4
0929489-3
0917356-8
0917326-1
4909828-8
DISTRIBUTOR
CLAMP-ARM
WASHER- .41"
WASHER- .38"
NUT- .38" -16
PLUG-SPARK
WIRE-IGNITION
COIL
COIL
CAPSCREW- .31" -18 X .75"
WASHER-PLAIN- .34"
LOCKWASHER- .31"
RESISTOR
SLEEVE-INSULATING
WIRE ASSY
WIRE-IGNITION
BRACKET
CAPSCREW
LOCKWASHER
WASHER-PLAIN- .34"
SHAFT-DISTRIBUTOR DRIVE
3
4
5
6
7
8
9
10
QTY.
1
1
1
1
1
4
4
1
1
2
2
2
1
2
1
1
1
1
1
1
1
SEE PAGE 57
GROUP B
GROUP A
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TM 10-3930-644-14&P
DISTRIBUTOR ASSY-4857878-5
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
PART NO.
4909102-8
4909103-6
4909100-2
4909101-0
4909104-4
-------------4909110-1
4909113-5
4913140-2
4909112-7
4909114-3
4909105-1
4913284-8
4913252-5
DESCRIPTION
CAP
* ROTOR
* CONTACT SET
* CONDENSER
PLATE ASSY-BREAKER
HOUSING
COUPLING PKG
FITTING-LUBE-90°
BEARING PKG
PLATE ASSY-SEAL
HINGE PKG-CLAMP
LEAD-PRIMARY
CLIP & INSULATOR PKG
SHAFT-GOV & CAM ASSY
QTY.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
INCL ITEMS 3 & 4
ORDER DIST. ASSY
* INCL IN KIT 4910178-5
780226-750244-2
TM 10-3930-644-14&P
INSTRUMENT PANEL & CONNECTIONS
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
PART NO.
DESCRIPTION
QTY.
------4868271-0
0921355-4
0926765-9
0920787-9
4767130-0
4767130-0
4767130-0
4863737-5
4766588-0
0920572-5
0917365-9
0916621-6
4848483-6
4507415-0
4819491-4
4724733-3
4727352-9
4724728-3
4757912-3
0916964-0
0916622-4
0925205-7
0917356-8
4859816-3
0918906-9
0925205-7
0917356-8
0917372-5
0915898-1
0931576-3
PANEL ASSEMBLY-INSTRUMENT
1
HARNESS-FRAME
1
NUT-SPEED- .31"-18
2
SCREW
4
CAPSCREW - .31"-18 X .5"
2
CLAMP-HORN BRACKET & CORNER POST2
CLAMP-FRAME
2
CLAMP-COIL BRACKET
1
CONTROL-CHOKE
1
ADAPTOR
1
SCREW-#10-24 X .5"
2
LOCKWASHER-#10
2
NUT-#10-24
2
SWITCH-IGNITION
1
CLAMP
2
GAUGE-TRANSMISSION TEMPERATURE 1
SWITCH-LIGHT
1
PLATE-SWITCH
1
CABLE W/FUSE HOLDER
1
FUSE
1
LOCKWASHER
4
NUT
4
CAPSCREW- .31-18 X .62
2
LOCKWASHER
2
PLATE SWITCH
1
LOCKWASHER-IT-.625"
2
CAPSCREW-.31" -18 X .62"
2
LOCKWASHER-.31"
2
NUT-.31" -18
2
LOCKWASHER - SPECIAL
6
CONNECTOR
1
INCL ITEM 20
NOT ILLUSTRATED
TM 10-3930-644-14&P
TM 10-3930-644-14&P
INSTRUMENT PANEL ASSEMBLY
ITEM
PART NO.
DESCRIPTION
1
4878471-4
0931575-5
HARNESS - PANEL
CONNECTOR
NOT USED
GAUGE - ENGINE TEMP
HOURMETER
TERMINAL
GAUGE - OIL PRESSURE
AMMETER
GAUGE - FUEL
WIRE ASSY
HOLDER - FUSE
SCREW
LOCKWASHER
NUT
FUSE -10 AMP
FUSE -10 AMP
PANEL - INSTRUMENT
BRACKET
WIRE ASSY
WIRE ASSY
WIRE ASSY
WASHER - INSULATING
RELAY - STARTER
CAPSCREW
LOCKWASHER
NUT
SWITCH - HOURMETER
WIRE ASSY - GROUND
TEE - PIPE
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
18
19
20
4818262-0
4867466-7
4408658-5
4818260-4
4818263-8
4818261-2
4878473-0
4708362-1
0923861-9
0917459-0
0917479-8
4705279-0
4705279-0
4878470-6
4832538-5
4798797-9
4830537-9
4878474-8
4860448-2
4876533-3
0918155-3
0909367-5
0916622-4
4365450-8
4787707-1
0918960-6
QTY.
1
1
1
1
1
1
1
1
1
1
2
2
2
1
1
1
1
1
1
1
2
1
2
2
2
1
1
1
INCL CONNECTOR
TM 10-3930-644-14&P
TM 10-3930-644-14&P
HORN GROUP
ITEM
1
2
3
4
5
PART NO.
DESCRIPTION
4830173-3
0921333-1
0917356-8
0917372-5
4721573-6
0923341-2
0916964-0
0916622-4
4775899-0
NOT USED
NOT USED
HORN
CAPSCREW
LOCKWASHER
NUT
RELAY
CAPSCREW
LOCKWASHER
NUT
WIRE ASSY
QTY.
1
1
1
1
1
1
1
1
1
TM 10-3930-644-14&P
HEADLIGHT & CONNECTIONS
NOTE: FOR DUAL HEADLIGHTS, DOUBLE QUANTITIES
ITEM
R1
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
PART NO.
4775866/9
4715037-0
4715032/1
4254846/1
4724667/3
4775868/5
4775869/3
4781446/2
4775867/7
0913744/9
0918431/8
0901043/0
4254976/6
0923092-1
0927326/9
4254976/6
4757678/0
4254481/7
4255195/2
0923912-3
0917356/8
0920161/7
4255431/1
4715027/1
-------4724666/5
4724667/3
4254846/1
4251645/0
0921210-0
0916965/7
0916950/9
4255355-2
R33
4905822-5
DSA700-76-C-8540 REV-1
TM-00-1271
DESCRIPTION
HEADLAMP ASSY
LOOM - FLEXIBLE
WIRE-16 GA. -96"
TERMINAL
TERMINAL - TIP
BRACKET
BRACKET
SPRING
KNOB
NUT-JAM - .5"-13
WASHER-.5"
WASHER-BRASS-.53"
NUT-LOCK
CAPSCREW-.5"-13 X 1.12"
WASHER-.78"
NUT-LOCK
BOOT-RUBBER
CLAMP
STUD
WASHER
LOCKWASHER-.31"
NUT-JAM-.31"-18
STUD
WIRE-16 GA-30"
LOOM-FLEXIBLE-.25" X 34"
CONNECTOR-WIRE
TERMINAL-TIP
TERMINAL
CLIP
CAPSCREW-.38"-16 X 1"
LOCKWASHER-.38"
NUT-.38"-16
TIE-CABLE
LAMP-SEALED BEAM-#4411
QTY.
1
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
4
4
8
4
4
1
1
1
1
1
1
1
1
1
1
2
1
INCL ITEM 33
BLACK
ON MAST
WELDED TO MAST
WELDED TO MAST
BLACK
NOT ILLUSTRATED
TM 10-3930-644-14&P
STOP & TAIL LIGHT
ITEM
PART NO.
DESCRIPTION
1
4770449-9
0928348-2
4715037-0
4736044-1
4724667-3
4816384-4
0903625-2
0920380-3
0904204-5
0901502-5
0913107-9
0920321-7
4251645-0
0903626-0
0911421-6
4715026-3
LAMP-STOP & TAIL
LAMP (12V)
LOOM
CONNECTOR-2WIRE
TERMINAL TIP
BRACKET
CAPSCREW-1/4"NC X 3/4"
WASHER-PLATED-1/4" X 7/8"
LOCKWASHER-1/4"
NIPPLE-PIPE
LOCKWASHER-EXTERNAL 7/8"
NUT-LOCK 1/2"
CLAMP
CAPSCREW-.31-18 X .75
WASHER
WIRE-144"-14 GAUGE
NOT USED
FITTING
NOT USED
SWITCH-STOP LIGHT
CONNECTOR
WIRE-29"-16 GAUGE
WIRE-180"-14 GAUGE
NIPPLE
TERMINAL
SLEEVE
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
4735947-6
4726629-1
4702247-0
4798027-1
4715028-9
0901504-1
4702247-0
4734887-5
QTY.
1
1
2
2
4
1
2
2
2
1
2
2
7
1
1
1
INCL LAMP
1
1
2
1
1
1
4
1
NOT ILLUSTRATED
TM 10-3930-644-14&P
TM 10-3930-644-14&P
BATTERY
ITEM
PART NO.
DESCRIPTION
1
2
3
4
0243472-8
4801298-3
4758875-1
4810232-1
0920787-9
0917356-8
0917372-5
BATTERY
CABLE-BATTERY
CABLE-BATTERY
CLAMP
CAPSCREW
LOCKWASHER
NUT
QTY.
1
1
1
1
1
1
1
DRY
NEGATIVE
POSITIVE
TM 10-3930-644-14&P
TM 10-3930-644-14&P
BATTERY TRAY
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
6
7
8
4860679-2
4771179-1
4771148-6
0928221-1
0920161-7
0918468-0
TRAY ASSY
HOLDDOWN
CLIP
CAPSCREW-.31" -18 X 2.25"
NUT-JAM-.31" -18
NUT-WING-.31" -18
NOT USED
NOT USED
QTY.
1
1
2
2
2
2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TRANSMISSION - POWER SHIFT
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
6
7
8
4752002-8
4755381-3
4761032-4
4755380-5
4254864-4
4843026-8
4859284-5
4874437-9
0921210-1
0920427-2
4751032-6
4909868/4
BOLT-PLATE TO CONVERTER
PLATE-REINFORCING
PLATE-DRIVE
LOCKWASHER
BOLT
SHIM
CONVERTER-TORQUE
TRANSMISSION
CAPSCREW-.38" -16 X 1"
LOCKWASHER- .38"
WIRE
SWITCH START
9
10
QTY.
6
1
1
6
6
*
1
1
12
12
2
1
*USE AS REQUIRED
SEE PAGE 73
TM 10-3930-644-14&P
TM 10-3930-644-14&P
04.02.17.00.1
TRANSMISSION ASSY-4874437-9
PART NO.
DESCRIPTION
1
4907656-5
0929543-7
0923124-2
0927023-2
4912255-9
4905789-6
4991740-7
4991741-2
4906409-0
0917146-3
4909316-4
0919134-7
0920131-0
0919224-6
0921971-8
0919312-9
4909118-4
4905790-4
4905792-0
0067766-6
4905793-8
0921333-1
0917356-8
4987600-6
4907588-8
4912238-5
4995592-5
4995595-8
0928075-1
987585-9
0926671-9
4987586-7
4254667-1
4254658-0
1002933-3
0910007-4
4987584-4
4254658-0
4912350-8
4909917-9
0917496-2
0910978-6
4999354-6
4999365-3
09i83888-9
0U80325-4
4987702-0
4995594-1
4995626-1
4995627-9
4987593-3
PUMP ASSY
SCREW-.25"-20 X 1.00"
CAPSCREW-.31"-18 X 2.00"
SEAL-OIL
BUSHING-SUPPORT
GASKET-PUMP
SEAT-SPRING
WASHER-SPRING SEAT
SPRING-POP VALVE
BALL-CHROME STEEL-.44"
HOUSING-CONVERTER
PLUG-PIPE-.13"
PLUG-PIPE-.38"
CAPSCREW-.38"-16 X 1.13"
CAPSCREW-.38"-16 X 1.75"
LOCKWASHER-.38"
GASKET-TRANS CASE
RING-SNAP
SPACER-BEARING
BEARING
RETAINER & PLUG ASSY
CAPSCREW-.31"-18 X 1.00"
LOCKWASHER-.31"
RING-SEALING
RING-SEALING
CLUTCH ASSY-FWD & REV
RING-SEALING
RETAINER-BEARING
CAPSCREW-.31"-18 X 1.25"
RETAINER-BEARING
CAPSCREW-.31"-18 X .88"
GASKET-BEARING RETAINER
SEAL-OIL
BEARING-BALL
SHAFT-OUTPUT
PLUG-EXPANSION-1.38"
GEAR-COUNTERSHAFT
BEARING-BALL
PLUG-DRAIN
TUBE ASSY
ELBOW-45°-.38"
ELBOW-90°-.38"
SCREEN-OIL
SPRING-OIL SCREEN
PLUG-RETAINING-1.00"
BEARING-NEEDLE
RING- SNAP
SHAFT-DRIVE-REVERSE
RING-SNAP
BEARING-BALL
GEAR-LOW & REVERSE
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
05/76
*
*
*
*
*
*
*
QTY.
CONTINUED
1
1
4
1
1
1
1
1
1
1
1
3
1
5
3
8
1
1
1
1
1
6
6
2
1
1
2
1
5
1
6
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
4
1
1
1
2
INCL ITEMS 2-3
GR 8
SEE PAGE 79
INCL LKW
OUTPUT SHAFT
NYLON COAT
INCL EXP PLUG
INCL GASKET
VALVE TO CONV
VALVE END
CONV END
760497-72232-2
ITEM
TM 10-3930-644-14&P
TM 10-3930-644-14&P
04.02.17.00.2
TRANSMISSION ASSY-4874437-9 (CONTINUED)
ITEM
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
PART NO.
4987595-8
4909121-8
0918850-9
0920130-2
0920131-0
4707650-0
4253543-5
1007047-2
4987596-6
4987703-8
4987597-4
0926671-9
4908325-6
0926671-9
4987589-1
4987590-9
4997587-3
4910341-9
4987588-3
4909135-8
0931139-0
0918066-2
0931140-8
0931141-6
4987644-4
DESCRIPTION
SHAFT-DRIVE-FORWARD
CASE ASSY-TRANSMISSION
PLUG-HEX SOC-.25"
PLUG-SQ HD-.25"
PLUG-SQ HD-.38"
PLUG-DRAIN-MAGNETIC
BEARING-BALL
RING-SNAP-BEARING
* GASKET-RETAINER
RING-SNAP
RETAINER-BEARING
CAPSCREW-.31"-18 X .88"
RETAINER-IDLER SHAFT
CAPSCREW-.31"-18 X .88"
PIN-RETAINING
* GASKET-RETAINER
WASHER-THRUST
GEAR KIT-IDLER
SHAFT-IDLER GEAR
VALVE ASSY-TRANS
CAPSCREW-.31"-18 X 1.13"
CAPSCREW-.31"-18 X 1.50"
CAPSCREW-.31"-18 X 2.00'
CAPSCREW-.31"-18 X 2.50"
DIPSTICK
QTY.
1
1
2
1
2
1
1
1
1
1
1
4
1
4
1
1
2
1
1
1
1
3
3
5
1
INCL PLUGS & ITEM 25
NYLON COAT
NYLON COAT
INCL NEEDLE BEARINGS
SEE PAGE 77
INCL LKW
*INCL IN KIT 4909869-2
760497-72232-2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
04.03.04.00.1
TRANSMISSION VALVE ASSY-4909135-8
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
4909124-2
4987631-1
4987634-5
4987635-2
0920026-2
0917356-8
4988062-8
4909126-7
4991747-9
4909127-5
4909128-3
4254697-8
4909129-1
4910352-6
4987630-3
4987673-3
0918065-4
4909131-7
0915771-0
4909132-5
4254666-3
4912280-7
4912281-5
4909138-2
4909139-0
4909140-8
4909142-4
4909134-1
4909133-3
0919134-7
1002963-5
4912284-9
4912285-6
4912282-3
4912283-1
VALVE-REGULATOR
SPRING-REGULATOR VALVE
GASKET
SCREW-VALVE RETAINER
CAPSCREW-.31"-18 X .56"
LOCKWASHER-.31"
SPRING
VALVE-INCHING
SPRING-INCHING VALVE-INNER
STOP-INCHING VALVE PLUNGER
PLUNGER-INCHING VALVE
SEAL-OIL
GASKET-VALVE BODY
PLATE-VALVE BODY
VALVE-REGULATOR
SPRING
CAPSCREW-.31"-18 X 1.25"
COVER-VALVE BODY
BALL-CHROME STEEL-.25"
VALVE-SELECTOR
SEAL-OIL
SPRING
VALVE-CONV REG
PLATE-VALVE STOP
SPRING
VALVE-LUBE REG
PIN-INTERLOCK
SPRING
BODY-VALVE
PLUG-.12" PT
SPRING-INCHING VALVE-OUTER
GASKET-SEPERATOR PLATE
SCREW
PLUG-VALVE RETAINER
PLUG-CONV REG
INCL IN KIT 4909869-2
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
*
*
*
*
*
*
1
1
3
2
2
2
1
1
1
1
1
1
1
1
1
1
6
1
1
1
1
1
1
1
1
1
1
1
1
INCL LKW
1
1
1
1
1
760328-741328-1
03
04/76
QTY.
TM 10-3930-644-14&P
TM 10-3930-644-14&P
04.05.12.00.1
CLUTCH ASSY-FWD & REV-4912238-5
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
PART NO.
4987609-7
4912343-3
4909119-2
4998673-0
4905883-7
4254654-9
4910086-0
4999280-3
4987603-0
4912342-5
4912346-6
4987611-3
4912345-8
4912346-6
4912344-5
4255470-9
4996438-0
4999539-2
DESCRIPTION
RING-SNAP
CYLINDER-FRONT CLUTCH
* RING-SEALING
BOLT-PLACE
SHAFT ASSY-INPUT
BEARING-NEEDLE
RING-SEALING
PLATE ASSY-PRESSURE
PIN-DRIVE-PRESSURE PLATE
PLATE ASSY-FWD CLUTCH
PISTON-CLUTCH
SPRING-CLUTCH RETRACTOR
PLATE ASSY-REV CLUTCH
PISTON-CLUTCH
CYLINDER-REAR CLUTCH
BEARING-NEEDLE
SCREW
PLATE-LOCK-SNAP RING
QTY.
2
1
2
8
1
1
2
1
4
1
1
24
1
1
1
1
2
2
INCL ITEM 6
INCL ITEM 9
* INCL IN KIT 4909869-2
760327-72347-2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TRANSMISSION FILTER
ITEM
1
2
3
4
5
6
7
8
9
10
11
14
15
16
17
18
19
20
21
22
PART NO.
4878421/9
4824293/7
0921980-9
0917356/8
4822341/6
0925715/5
0917356-8
0920158/3
0917372-5
4811115/7
4708605/3
4708603-8
4769239/7
4750169-7
4255355-2
4760327-9
0920779-6
4767411-4
4252647-5
4252197-1
0919326-9
DESCRIPTION
FILTER
BASE-FILTER
CAPSCREW- .31"-24 X .62"
LOCKWASHER- .31"
BRACKET
CAPSCREW- .31"-18 X .75"
LOCKWASHER- .31"
WASHER- .31" X .62"
NUT- .31"-18
FITTING-SHORT
ELBOW-LONG
FITTING
HOSE- .51"
HOSE- 44 LG
TYWRAP
NOT USED
FITTING
BUSHING-PIPE
HOSE-25 LG
FITTING 450
FITTING STR
WASHER
QTY.
1
1
2
2
1
2
2
2
2
1
1
1
1
1
2
1
1
1
1
1
2
) TO RADIATOR
)
TM 10-3930-644-14&P
TM 10-3930-644-14&P
INCHING CONTROL (PRT)
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
PART NO.
DESCRIPTION
4857249-4
0920165-8
0917421-0
0912808-3
4869251/1
4803166-0
4511898-1
0920438-9
4860675-0
0928221-1
0917356-8
4859243-0
0917356-8
4745363-4
1
2
2
1
1
1
1
2
1
1
1
1
1
1
4707331-7
0920263-1
0919350-9
0916004-5
0920165-8
0913744-9
0923870-0
0916004-5
PEDAL ASSY
CAPSCREW'
NUT
FITTING- LUBEPAD
SPRING
SCREW
NUT- .31" -24
ANCHOR
CAPSCREW
LOCKWASHER
ROD-INCHING
LOCKWASHER- .31"
JOINT-BALL
NOT USED
SPRING
WASHER- .34"
NOT USED
NOT USED
BUSHING
NUT
SCREW
PIN-SPRING
CAPSCREW
NUT
WASHER
PIN
0921333-1
0917356-8
0917372-5
CAPSCREW
LOCKWASHER
NUT
2
2
2
4803175-1
0919326-9
QTY.
INCL ITEM 13
1
1
2
1
1
1
1
1
1
1
R
R
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
INCHING CONTROL (SRT)
ITEM
PART NO.
DESCRIPTION
1
4857249-4
0921348-9
0917421-0
0912808-3
4869251-1
4868432-8
4511898-1
0920263-1
4858181-3
4814702-9
0918267-6
4707331-7
0913744-9
0919350-9
0916004-5
0921982-5
0913744-9
0923870-0
4876715-6
0918451-6
PEDAL ASSY
CAPSCREW
NUT
FITTING- LUBEPAD
SPRING
SCREW
NUT- .31"-24
BRACKET
SPRING
WASHER .44
BUSHING
NUT
SCREW
PIN-SPRING
CAPSCREW
NUT
WASHER
PIN-DRILLED
PIN-COTTER
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
QTY.
1
1
1
1
1
1
1
2
1
1
1
2
1
1
1
1
1
1
1
1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
UNIVERSAL JOINT - P/S
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
6
4812693-2
4828091-1
4993479-7
4829298-1
4905098-2
4993479-7
4980048-5
JOINT-UNIVERSAL
FLANGE
CROSS ASSY
CAPSCREW-NYLOC
TUBE-COUPLING
CROSS ASSY
CAPSCREW
QTY.
1
1
1
8
1
1
8
INCL ITEMS 2-4-5 & 6
INCL BEARINGS
INCL BEARINGS
TM 10-3930-644-14&P
TM 10-3930-644-14&P
DRIVE AXLE
ITEM
PART NO.
DESCRIPTION
1
4769711-5
0929501-5
0929499-2
0925150-5
0922519-4
0917378-2
4816184-8
0923462-6
4847837-4
4710092-0
4855689-8
4747109-9
4747339-2
4858263-9
4858264-7
4868106-8
0921332-3
0917356-8
4765164-1
4863217-8
0921958-5
0916964-0
4797003-3
HOUSING, AXLE
CAPSCREW, 7/8" NC X 3-1/2", Gr.5
CAPSCREW, 7/8" NC X 2", Gr.5
CAPSCREW, 7/8" NC X 3-3/4"
CAPSCREW, 12 PT.
WASHER, 3/8"
WASHER
NUT, 7/8" NC
PLUG, 3/4"
BREATHER
PLUG, DRAIN (MAGNETIC)
LOCKNUT
WASHER
SPINDLE (DUAL DRIVE) R.H.
SPINDLE (DUAL DRIVE) L.H.
PLATE, BRAKE BACKING
CAPSCREW, 5/16" NC X 3/4"
LOCKWASHER, 5/16"
PLUG, RUBBER
SHIELD, DUST (SINGLE DRIVE)
CAPSCREW, 1/4" NC X 1/2"
LOCKWASHER, 1/4"
SHAFT ASSY., PINION (INCL. ITEMS
9, 10 & 12 THRU 16)
CAP, AXLE
CAPSCREW, 3/8" NC X 1"
LOCKWASHER, 3/8"
SHAFT, AXLE
SEAL, OIL
LOCKNUT
LOCKWASHER
WASHER, TONGUED
CAP, BEARING
CONE, BEARING
SEAL, OIL
WASHER NYLON
PIN SHEAR
BOLT, CARRIER
STUD
LOCKNUT
GASKET, CARRIER
ANCHOR
NUT
WASHER
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
4797234-4
0921210-0
0916965-7
4795885-5
4501458-6
4331040-8
4253299-4
4254773-7
4253253-1
4253254-9
4253297-8
4845678-4
4832944-5
4751644-8
4751985-5
4751627-3
4707440-6
4857230-9
4747109-9
4747339-2
QTY.
1
1
2
3
2
1
12
4
1
1
1
2
2
1
1
2
8
8
4
2
4
4
2
4
4
2
2
2
2
2
2
4
2
2
2
8
2
2
1
1
2
2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
DIFFERENTIAL CARRIER
ITEM
PART NO.
1
4827515-0
0917611-6
4839705-3
0931130-9
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
4818848-6
4818849-4
4818850-2
4818851-0
4818852-8
0632465-1
0632466-9
4839703-8
0927270-9
0927273-3
4839700-4
0925205-7
4737615-7
4838778-1
0919318-6
0917356-8
0916711-5
0917356-8
4814170-9
4814171-7
4814172-5
4814173-3
4814174-1
4814175-8
4254912-1
4812057-0
0926568-7
0918453-0
4812197-4
0916711-5
0917356-8
0632465-1
DESCRIPTION
CARRIER ASSY
GEAR SET
PIN-GROOVED .38" X .75"
DIFFERENTIAL
CAPSCREW
NOT USED
SHIM-0.002"
SHIM-0.003"
SHIM-0.005"
SHIM-0.010"
SHIM-0.020"
CONE-BEARING
CUP-BEARING
ADJUSTER-BEARING
CONE-BEARING
CUP-BEARING
HOUSING ASSY
CAPSCREW
LOCKWIRE
LOCK-ADJUSTER
CAPSCREW-.31" -18 X .62"
LOCKWASHER-.31"
CAPSCREW-GRADE 8-HEX
SOC-.31" -18 X .62"
LOCKWASHER-.31"
SPACER
SHIM-0.002"
SHIM-0.003"
SHIM-0.005"
SHIM-0.010"
SHIM-0.020"
SEAL
FLANGE
NUT-I" -14
PIN-COTTER-.12" X 1.25"
BRAKE-PARKING
CAPSCREW-.38"-24 X .63
WASHER-.38"
CONE
QTY.
1
1
2
1
10
*
*
*
*
*
1
2
2
2
2
1
4
2
2
2
2
4
4
1
*
*
*
*
*
1
1
1
1
1
4
4
1
INCLUDES ITEMS 1 THRU 22
SEE PAGE 90
USE AS REQUIRED
INCL CAP & ITEM 12
USE AS REQUIRED
SEE PAGE 91
73704
TM 10-3930-644-14&P
DIFFERENTIAL ASSY-4839705-3
ITEM
R 1
2
3
4
5
6
7
PART NO.
DESCRIPTION
QTY.
4908941-0
0913599-7
4707712-8
4906401-7
4907711-0
4906403-3
4906402-5
4906404-1
CASE KIT
CAPSCREW
WASHER-SIDE
GEAR-SIDE
SPACER
GEAR-PINION
SPIDER
CLIP
1
8
2
2
4
4
1
1
*
*
*
*
*
* INCLUDED IN KIT-4907244-0
DSA700-76-C-8540 REV-1
TM-00-1271
INCL TWO HALVES
AND CAPSCREWS
TM 10-3930-644-14&P
TM 10-3930-644-14&P
05.03.04.00.1
33.04.03.00.1
DIFFERENTIAL ASSY- 4839704-6
ITEM
PART NO.
DESCRIPTION
1
4908941-0
CASE-DIFFERENTIAL
1
2
3
4
5
6
7
8
9
4707712-8
4906401-7
0917023-4
4707711-0
4906403-3
4906406-6
0913599-7
4906404-1
SPACER-SIDE GEAR
GEAR-SIDE
PIN-DOWEL-.25" X 1"
SPACER-PINION GEAR
GEAR-PINION
PIN-CROSS
CAPSCREW-.31"-18 X 2.5"
CLIP-RETAINING
2
2
1
2
2
1
8
4
*
*
*
*
*
*
QTY.
SERVICED ONLY AS A
COMPLETE UNIT
* INCLUDED IN KIT 4907245-7
71369
TM 10-3930-644-14&P
PARKING BRAKE ASSY - 4812197-4
ITEM
1
2
3
4
5
6
PART NO.
4987572-7
4987575-0
4987574-3
4905659-1
4987579-2
4812198-2
DESCRIPTION
PLATE-BACKING
ROLLER
LEVER
SHOE & LINING ASSY
SPRING
DRUM
QTY.
1
2
1
2
2
1
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
DRIVE WHEEL
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
R 19
20
21
R 22
R 23
PART NO.
DESCRIPTION
4856433-0
4795693-3
4858265-4
0929399-4
0929396-0
0926146-2
WHEEL ASSY
GEAR, BULL
SHIELD, GREASE
CONE, BEARING (INNER)
CUP, BEARING (INNER)
PIN, ROLL 7/16" X 2-3/4"
NOT USED
CAPSCREW, GR. 5, 3/8" NC X 2"
WASHER
STRIP, FELT
(72" BULK - CUT TO LENGTH)
HUB, WHEEL
NOT USED
CONE, BEARING (OUTER)
WASHER
CUP, BEARING (OUTER)
NUT, BEARING ADJUSTING, 1-1/4"NF
PIN, COTTER, 3/16" X 2-1/2"
CAP, HUB
LOCKWASHER
CAPSCREW, 3/8" NC X 3/4"
RIM, BASE
DISC, FLAP (VALVE STEM HOLE)
FLAP, 7:00 X 15" (OBTAIN LOCALLY)
TUBE, 7:00 X 15" (OBTAIN LOCALLY)
TIRE 7:00 X 15 - 12 PLY
RING, SIDE
CLAMP, RIM
CAPSCREW 625-11 X 2
656 X 1.38 X 18
SETSCREW
NUT-JAM
0929019/8
0929156-8
4787230-4
4869638-9
0931025-1
4858266-2
0931024-4
0930888-3
0929589-0
4706891-1
0916803-0
0921965-0
4858267-0
4758882-7
4769721-4
4769720-6
4795711-3
4774925-4
4774989-0
0922664-8
0929365-5
0931756-1
0913744-9
DSA700-76-C-8540 REV-1
TM-00-1271
QTY.
2
2
2
2
2
6
6
6
1
2
2
2
2
2
2
2
6
6
2
2
2
2
12
12
12
6
6
INCL ITEMS 17 & 18
TM 10-3930-644-14&P
TM 10-3930-644-14&P
DRIVE WHEEL
ITEM
PART NO.
DESCRIPTION
1
4713963-9
4818915-3
4795693-3
0918782-4
0921973-4
0915990-6
0916965-7
0904206-0
4707059-4
4253050-1
4250061-1
4761006-8
0924060-7
TIRE 18X8X12.13
TIRE 18X9X12.13
GEAR
PIN-ROLL
CAPSCREW
CAPSCREW
LOCKWASHER
LOCKWASHER
SHIELD
CONE-INNER
CUP-INNER
WHEEL-DRIVE
PIN-STRAIGHT
.44" X .25" LONG
CUP-OUTER
CAP-HUB
CAPSCREW-.38"-15 X .75"
LOCKWASHER-INT-.381"
NUT-SLOTTED-JAM 1.25"-12
PIN-COTTER-.25" X 2.25"
WASHER
CONE-OUTER
2
3
4
5
6
7
8
9
10
11
4254038-5
4706891-1
0921S65-0
0916803-0
0929607-0
0925719-7
1755930-7
A254037-7
QTY.
2
2
2
6
6
6
6
6
2
2
2
2
6
2
2
6
6
2
2
2
2
144" LIFT
180" LIFT
144"
180"
144"
180"
LIFT
LIFT
LIFT
LIFT
TM 10-3930-644-14&P
TM 10-3930-644-14&P
BRAKE PEDAL
ITEM
PART NO.
DESCRIPTION
1
2
3
4
4857358-8
4707331-7
0915274-5
4824664-9
0917356-8
0920438-9
4832715-9
0914465-0
0922586-3
0916965-7
4832342-2
0921969-2
0916965-7
4737295-8
PEDAL ASSY
BUSHING NOT USED
FITTING- LUBE- NOT USED
PAD
LOCKWASHER - .31" NOT USED
NUT- .31" -24 NOT USED
BEARING- SELF- ALIGNING
FITTING- LUBE- STRAIGHT.12" PT
CAPSCREW- .38" -16 X -.75"
LOCKWASHER- .38"
SHAFT NOT USED
CAPSCREW- .38" -16 X 1.5" NOT USED
LOCKWASHER- .38" NOT USED
SPRING- PEDAL RETURN
0929592-4
0918447-4
4784720-7
0922471-8
4713374-9
0922918-8
0916965-7
4862532-1
4710934-3
4774533-6
4708310-0
4708319-i
4708313-3
4708313-4
4774537-7
0930233-2
PIN- YOKE- .44" X 1.19"
PIN- COTTER- .09" X .75"
YOKE
NUT- .44" -20
CYLINDER- MASTER
CAPSCREW- .38" -16 X 4.50"
LOCKWASHER- .38"
LINE-CYLINDER TO TEE
TEE
LINE- L H
FITTING
GASKET- FITTING
GASKET- BOLT
BOLT- FITTING
LINE- R H
CLAMP
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
QTY.
1
2
1
1
1
1
2
2
4
4
1
1
1
1
1
1
1
1
1
1
2
2
1
1
1
2
2
2
2
1
1
INCL ITEM 2
INCL FITTING
SEE PAGE 97
R
72942
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
BRAKE MASTER CYLINDER - 4713374-9
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
PART NO.
DESCRIPTION
4708313-4
4708319-1
4741699-5
4708318-3
NSS
4984159-6
4981084-9
4984141-4
4984142-2
4984152-9
4984153-9
4984155-4
4984156-2
4984157-0
4984158-8
4984201-6
BOLT - FITTING
GASKET - BOLT
FITTING-OUTLET
GASKET - FITTING
BODY - CYLINDER
CAP - FILLER
GASKET - CAP
VALVE ASSY
SPRING ASSY - PISTON
CUP - PISTON
PISTON ASSY
PLATE - STOP
LOCK
BOOT
ROD - PISTON
KIT - REPAIR
SERVICED ONLY WITH ITEM 16
*
*
*
*
*
*
*
QTY.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
ORDER ASSY 4713374-9
INCL SEAL
INCL RETAINER
INCL ITEMS MARKED *
71385
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
DRIVE WHEEL BRAKES
ITEM
PART NO.
DESCRIPTION
1
4808402-4
0933281-8
4873421-4
4719642-3
4769886-5
0912264-9
0917356-8
4769885-7
4769887-3
0916169-6
4707307-7
4717072-5
0921966-8
0916965-7
4765162-5
4906137-7
4906136-9
4906135-1
0920380-3
PLATE-WEAR
SCREW-BTN HD-.25"-20 X .63"
SHOE & LINING ASSY
SPRING
BRACKET
CAPSCREW-.31"-18 X 1.00"
LOCKWASHER-.31"
SPRING
SLIDE ASSY
PIN-SPRING-19" X .75"
LINK
CYLINDER ASSY-WHEEL
CAPSCREW-.38"-16 X .88"
LOCKWASHER-.38"
CUP-RETAINER
SPRING-HOLDDOWN
CUP-SPRING
PIN-HOLDDOWN
WASHER-.28" X 1.50"
2
3
4
5
6
7
8
R
9
R 10
R 11
R 12
4
8
4
2
2
2
2
4
2
4
4
2
4
4
4
4
4
4
4
SEE PAGE 101
770890-760046-1
DSA700-76-C-8540 REV-1
TM-00-1271
QTY.
TM 10-3930-644-14&P
TM 10-3930-644-14&P
DRIVE WHEEL BRAKES
ITEM
PART NO.
DESCRIPTION
1
4808402-4
0922062-5
WEAR PLATE
SCREW- TWELVE PT- .25"
-20 X .62"
LOCKWASHER
SHOE & LINING ASSY
SPRING
BRACKET
CAPSCREW- HEX SOC - .31"
18 X 1”
LOCKWASHER - .31"
SPRING
SLIDE ASSY
PIN- SPRING - .19" X .75"
LINK
CYLINDER ASSY- WHEEL
CAPSCREW- .38" -16 X .88"
LOCKWASHER - .38"
CAPSCREW
NUT
LOCKWASHER
WASHER
PLUG
2
3
4
5
6
7
8
4710809-7
4807349-8
4707255-8
4769886-7
0912264-9
0917356-8
4769885-7
4769887-3
4906135-1
4707307-7
4717307-5
0921966-8
09169555-7
0916604-2
0914192-0
0916964-0
0911982-7
4765164-6
QTY.
4
8
8
4
2
2
2
2
4
2
4
4
2
4
4
2
2
2
2
2
SEE PAGE 101
71141
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
TM 10-3930-644-14&P
WHEEL CYLINDER - 4717072-5
ITEM
PART NO.
1
2
3
4
5
6
4981769-5
4981289-4
4981290-2
4981291-0
4981292-8
4987791-3
DESCRIPTION
BLEEDER
BODY
SPRING
* CUP-PISTON
PISTON
* BOOT
QTY.
1
1
1
2
2
2
* INCLUDED IN KIT 4987792-1
53725
TM 10-3930-644-14&P
TM 10-3930-644-14&P
PARKING BRAKE LEVER
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
PART NO.
DESCRIPTION
4722511-5
4707401-8
0921332-3
0917356-8
4255481-6
4861162-8
0916602-6
0924121-7
0923087-1
0900942-4
4507415-0
4750202-6
4750203-4
0921221-8
0917356-8
0917372-5
0921160-8
0920426-4
0917372-5
4709110-3
4750202-6
0921221-8
0917356-8
0917372-5
4507415-0
LEVER
SPACER-NOT USED
CAPSCREW- .312-18 X .75
LOCKWASHER- .31"
NUT-SPLINE .31"-18
CABLE-BRAKE
NUT- .38"-24
YOKE- .38"
PIN-YOKE- .38"
PIN-COTTER- .06" X 1"
PLATE
CLAMP
SPACER
CAPSCREW- .31"-18 X 1.5"
LOCKWASHER- .31"
NUT- .31"-18
CAPSCREW
LOCKWASHER
NUT
SPACER
CLAMP
CAPSCREW- .31"-18 X 1.25"
LOCKWASHER- .31"
NUT- .31"-18
CLAMP
QTY.
1
2
1
1
2
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
1
2
2
2
1
NOT ILLUSTRATED
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
STEER AXLE
ITEM
PART NO.
DESCRIPTION
-
4805495-1
1
2
4806774-8
4806776-3
AXLE ASSY., (INCL ITEMS 1 & 2,
7 THRU 30)
SPINDLE, L.H.
ROD, TIE, L.H. (INCL ITEMS 23,
24,25,27,28,29 & 30)
WASHER, 5/8"
FITTING, LUBE, 65°, 1/4"-28NS
PIN, COTTER, 1/8" X 1-3/4"
PIN, COTTER, 1/8" X 1-1/2"
FITTING, LUBE, STRAIGHT, 1/4" PT
BUSHING, SELF-ALIGNING BALL
SPACER
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
0911100-6
0915538-3
0900809-5
0900807-9
0914465-0
4806763-1
4839231-0
NOT USED
4841556-6
0925387-3
0919332-7
0922212-6
0913160-8
4817768-7
4255823-9
4255821-3
4255822-1
0922047-4
4806772-2
0930384-3
4806773-0
0926243-7
4844327-9
4806775-5
0922887-5
0910014-0
0919350-9
0910510-7
4255819-7
4255820-5
4806811-8
0915276-0
4992358-4
4995266-6
4992361-8
0918270-0
4987758-2
4806777-1
0911100-6
0915538-3
0914465-0
0900809-5
0900807-9
HOUSING, AXLE MOUNTING
CAPSCREW, 3/4" NC X 4"
LOCKWASHER, 3/4"
FITTING, LUBE, 900 -1/8" PT
NUT, 3/4" NC
AXLE ASSY., STEER
RING, SNAP
CUP, LOWER BEARING
CONE, LOWER BEARING
WASHER
NUT, PIVOT ARM RETAINING
BEARING, NEEDLE
SPINDLE, R.H.
PIN, ROLL
BEARING, THRUST
PIN, KING
FITTING, LUBE, STRAIGHT, 1/8" PT
PLUG, EXPANSION, 1-1/2"
SETSCREW, LIMIT STOP, HEX SOC.
OVAL POINT, 1/2" NC X 2"
NUT, 1/2" NC
CUP, UPPER BEARING
CONE, UPPER BEARING
ARM ASSY., PIVOT (INCL BALL STUDS)
FITTING, LUBE, 900 -1/8" PT
COVER
SOCKET, BALL, L.H.
SOCKET, BALL, R.H.
NUT, 5/8" NF
NUT
ROD, TIE, R.H. (INCL ITEMS 23,24
25,27,28,29 & 30)
WASHER, 5/8"
FITTING, LUBE, 650 -1/4"-28NS
FITTING, LUBE, STRAIGHT, 1/4" PT
PIN, COTTER, 1/8" X 1-3/4"
PIN, COTTER 1/8" X 1-1/2"
QTY.
1
1
1
1
1
1
1
1
2
1
1
4
4
2
4
1
1
1
1'
1
1
4
1
2
4
2
4
2
2
1
1
1
1
2
1
1
2
2
1
1
1
1
1
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
STEER AXLE (CONTINUED)
ITEM
27
28
29
30
31
32
PART NO.
DESCRIPTION
0918748-5
0915538-3
0918748-5
WASHER, 5/8"
FITTING, LUBE, 65° -1/4"-28NS
PIN, COTTER,
NOT USED
SPRING
SEAT, BALL
PLUG, ADJUSTING
STUD, BALL (DRAG LINK)
STUD, BALL (STEER LINK)
SCREW .75-10 X 3.00
LOCKWASHER .75-10
NUT JAM .75-10
SEAL UPPER
SEAL LOWER
4781446-2
4769247-0
4769248-8
4807684-8
4807682-2
0923464-2
0919332-7
0922037-7
0927933-2
0927932-4
QTY.
1
1
1
2
2
2
1
2
1
1
1
1
1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
STEER AXLE
ITEM
PART NO.
DESCRIPTION
-
4831978-4
1
2
4808397-6
4767762-0
AXLE ASSY., (INCL ITEMS 1 & 2,
7 THRU 30)
SPINDLE, L.H.
ROD, TIE, L.H. (INCL ITEMS 23,
24,25,27,29,29 & 30)
WASHER, 5/8"
FITTING, LUBE, 65S, 1/4"-28NS
PIN, COTTER,
BUSHING, SELF-ALIGNING BALL
SPACER
3
4
5
6
7
8
9
R10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
0918748-5
0915538-3
0918453-2
4854976-0
4856523-6
NOT USED
4856621-0
0929531-2
0916966-5
0922212-6
0919423-4
4830998-3
48118240927436-6
0927437-4
0931314-9
4803392-7
4253263-0
4808396-8
0926243-7
844'078-8
4808398-4
0922887-5
0910014-0
0919350-9
0910510-7
0927-34-1
0927435-8
4831977-6
0915275-2
4992397-2
4992395-4
0917361-8
4767763-8
HOUSING, AXLE MOUNTING
CAPSCREW, .50-20 X 3.00
LOCKWASHER, .50
FITTING, LUBE, 90° - 1/8" PT
NUT, .50-20
AXLE ASSY., STEER
RING, SNAP
CUP, LOWER BEARING
CONE, LOWER BEARING
WASHER
NUT, PIVOT ARM RETAINING
BEARING, .NEEDLE
SPINDLE, R.H.
PIN, ROLL
BEARING, THRUST
PIN, KING
FITTING, LUBE, STRAIGHT, 1/8" PT
PLUG, EXPANSION, 1-1/2"
SETSCREW, LIMIT STOP, HEX SOC.
OVAL POINT, 1/2" NC X 2"
NUT, 1/2" NC
CUP, UPPER BEARING
CONE, UPPER BEARING
ARM ASSY., PIVOT (INCL BALL STUDS)
FITTING, LUBE, 90° -1/8" PT
COVER
SOCKET, BALL,
NUT, 5/8" NF
NOT USED
ROD, TIE, R.H. (INCL ITEMS 23,24
25,27,28,29 & 30)
QTY.
1
1
1
1
1
1
2
1
1
2
2
2
2
1
1
1
1
1
4
1
2
4
2
5
1
2
2
1
1
1
2
2
2
2
1
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
TM 10-3930-644-14&P
STEER AXLE (CONTINUED)
ITEM
27
28
29
30
31
32
R 33
R 34
PART NO.
DESCRIPTION
4981980-8
4981979-0
4981981-6
4981978-1
4807684-8
4807682-2
4254986-5
0924344-5
0922037-7
PLUG, SAFETY
SPRING
SEAT, BALL
PLUG, ADJUSTING
STUD, BALL (DRAG LINK)
STUD, BALL (STEER LINK)
SEAL GREASE
CAPSCREW-.75"-10 X 4.5"
NUT-JAM-.75"-10
QTY.
2
2
4
2
1
2
2
1
1
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
SHIFTING ASSY - POWER SHIFT
ITEM
PART NO.
DESCRIPTION
1
4861046-3
4847462-1
2
4827968-1
0923341-2
0916964-0
4861170-1
0233770-7
4840790-2
4851222-2
4857173-1
0923903-9
0916965-7
4832715-9
0923325-5
0917356-8
0917372-5
4709816-5
4785070-6
0919426-7
BRACKET ASSY- UPPER
BUSHING- 1.12" ID X 1.38"
OD X .75"
CLAMP- STEER COLUMN
CAPSCREW- .25" -20 X .75"
LOCKWASHER- .25"
LEVER- SHIFTING
KNOB
COLLAR- SHIFTING
LEVER
BRACKET
CAPSCREW- .375-16 X 1.5
LOCKWASHERBEARING- FLANGE
CAPSCREW- .31" -18 X .88"
LOCKWASHER- .31"
NUT- .31" -18
WHEEL- STEERING
NUT
LOCKWASHER- .88"
NOT USED
PLATE
SCREW- WOOD- #10 X .62"
CUP
SPRING
DISK
BUTTON
LOCKWIRE
STOP- BRAKE PEDAL
CAPSCREW- .31" -18 X .75"
LOCKWASHER- .31"
GROMMET
SUPPORT ASSY
CAPSCREW- .38" -16 X 2.25"
LOCKWASHER- .38"
NUT- .38" -24
SPACER
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
4801466-6
0920102-1
4801469-0
4801473-2
4801471-6
4801467-4
4786328-7
4857059-2
0921333-1
0917356-8
4720549-7
4857180-6
0922130-0
0916965-7
0916950-9
4861032-3
QTY.
CONTINUED
1
1
1
2
2
1
1
1
1
1
2
2
1
2
2
2
1
1
1
1
3
1
1
1
1
1
1
4
4
2
1
2
2
2
2
INCL BUSHING
INCL CLAMPING SCREW
INCL CLAMPING SCREW
TM 10-3930-644-14&P
TM 10-3930-644-14&P
SHIFTING ASSY - POWER SHIFT (CONTINUED)
ITEM
21
22
23
24
25
PART NO.
DESCRIPTION
4878146-2
0931528-4
4255041-8
4765753-1
0922130-0
0916965-7
0916950-9
0931528-4
4858053-4
0924293-2
0919313-7
0920438-9
4847561-0
0923093-9
4857840-5
4255521-9
4830537-9
4408655-1
SHIM
CAPSCREW
NUT - FLANGE
CLIP
CAPSCREW
LOCKWASHER
NUT
CAPSCREW
ROD- SHIFT
WASHER- .34" X .75"
PIN- COTTER- .09" X .5"
NUT- .31" -24
YOKE
PIN, YOKE
STOP INCH PEDAL
CONNECTOR
WIRE ASSEMBLY
TERMINAL
QTY.
1
2
2
1
1
3
3
2
1
1
1
1
1
1
1
1
2
1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
07.04.01.00.1
STEER UNIT - 4880395-1
PRIOR TO SERIAL NO. 113217
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
6
7
R8
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
4786329-5
4786330-3
4786331-1
4995371-4
4994912-6
4994913-4
4994915-9
4995381-3
4995378-9
4995379-7
4994916-7
4995380-5
4995383-9
4995372-2
4994903-5
4994908-4
4912940-6
4912941-4
4912942-2
4994900-1
4994901-9
0923559-9
4994910-0
4994907-6
0921874-4
4994906-8
34
35
36
4995382-1
4912937-2
0922751-3
INSULATOR
SPRING
WASHER
RETAINER
RING
BEARING
SHAFT
WIRE ASSY
RING
INSULATOR RING
TUBE & FLANGE
CONNECTOR
BRUSH ASSY
SEAL
PLATE
SEAL
BUSHING
SEAL
CONTROL PARTS
PIN- CENTERING
SPRING
SEAL
PLUG
SEAL
BALL- GRACE 25 -.25"
SPRING
NOT USED
DRIVE
PLATE
GEROTER SET
CAP
SPACER
CAPSCREW- TWELVE PT.31" -18 x .63"
SCREW
CAPSCREW
CAPSCREW- TWELVE PT.38" -16 x .75"
4905877-9
4998258-0
4912938-0
4998320-8
4912939-8
0922751-3
*
*
*
*
QTY.
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
6
1
1
1
1
1
2
1
1
1
1
1
INCL ITEMS 20 THRU 26
4
4
7
2
*INCLUDED IN KIT 4912964-6
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
STEER UNIT-4886865-7
EFFECTIVE WITH SERIAL NO. 113217
ITEM
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
PART NO.
DESCRIPTION
4914197-1
4914151-8
4995383-9
4995382-1
4995380-5
0923335-4
4914153-4
4995372-2
4912468-8
4912469-6
4912470-4
0239191-0
4914167-4
4912473-8
4914160-9
4994900-1
4994901-9
4912968-7
4914166-6
4914163-3
4914162-5
4914161-7
0923559-9
1132770-7
4912459-5
4914158-3
4914156-7
4913435-6
4914155-9
1164202-2
COLUMN ASSY-STEERING
CAP-OUTER TUBE
BRUSH ASSY-HORN
SCREW
CONNECTOR
CAPSCREW-.38"-16 X .75"
CONTROL UNIT-STEERING
SEAL
RING-SNAP
BUSHING-SEAL GLAND
SEAL-O-RING
SEAL-QUAD RING
RACE-THRUST
BEARING-NEEDLE
CONTROL PARTS
PIN-CENTERING
SPRING-CENTERING
SEAL-O-RING
SETSCREW
SEAT-CHECK BALL
BALL-CHECK
RETAINER-CHECK BALL
O-RING-#-011
DRIVE
O-RING
PLATE-SPACER
GEROTOR SET
SPACER
CAP-END
CAPSCREW
*
*
*
#
#
*
*
*
QTY.
1
1
1
2
1
2
1
1
1
1
1
1
2
1
1
1
6
1
1
1
1
1
1
1
3
1
1
1
1
7
INCL ITEMS 2 THRU 6
12 PT
INCL ITEMS 7 THRU 29
INCL ITEMS 15 & 16
* INCL IN KIT 4914283-9
# INCL IN KIT 4912471-2
780407-780228-2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
POWER STEERING LINKAGE
ITEM
PART NO.
DESCRIPTION
1
2
4880515-4
4812705-4
0919390-5
0920117-9
4869628-0
4869623-1
4869622-3
4713972-0
4713971-2
4713970-4
4713969-6
0922186-2
0923500-3
0922431-2
0912494-6
4869619-9
4829439-1
0915274-5
CYLINDER ASSY-POWER STEER
PIN-ANCHOR
WASHER- .78"
PIN-COTTER- .16" x .150"
SPACER
LINK ASSY-DRAG
LINK-DRAG
PLUG-ADJUSTING
SEAT-BALL
SPRING
PLUG-SAFETY
NUT-LOCK- 1.06" -12
PIN-COTTER- .12" x 1.75"
NUT
FITTING-LUBE-STRAIGHT- .12" -27
ANCHOR-PIVOT ASSY
BALL-BUSHING-SELF-ALIGNING
FITTING-LUBE-450- .12" PT-SHORT
3
4
5
6
7
8
9
10
11
12
13
14
15
16
QTY.
1
1
2
2
1
1
1
1
2
1
1
2
1
1
1
1
1
1
SEE PAGE 117
INCL ITEMS 5 THRU 9
INCL ITEMS 15 & 16
TM 10-3930-644-14&P
TM 10-3930-644-14&P
POWER STEERING LINKAGE
ITEM
1
2
3
4
5
6
7
8
9
10
PART NO.
DESCRIPTION
4864447-0
4812705-4
0920117-9
0919390-5
CYLINDER ASSY
PIN ANCHOR
PIN COTTER .156 X 1.5
WASHER
4874858-6
4820980-3
0920439-7
0918465-6
0918187-6
SPACER
LINK ASSY
NUT- .88" -14
PIN- COTTER- .12" X 1.5"
FITTING- LUBE 45° -.25 PT
QTY.
1
1
2
2
1
1
1
2
1
2
SEE PAGE 123
SEE PAGE 125
71141
TM 10-3930-644-14&P
TM 10-3930-644-14&P
POWER STEER CYLINDER-4880515-4
ITEM
1
2
3
4
5
6
7
8
9
10
PART NO.
4880513-9
4814109-7
4814133-7
4880510-5
4857829-8
4814108-9
0923582-1
0926625-5
4816749-8
4814134-5
DESCRIPTION
TUBE ASSY-CYLINDER
* BEARING
* T-RING
PLUNGER ASSY
* RING-WIPER
* ROD-PACKING
* O-RING-#-226
* RING-BACK-UP
PELLET-NYLON
NUT-GLAND
* INCLUDED IN KIT 4906332-4
QTY.
1
1
1
1
1
1
1
1
2
1
TM 10-3930-644-14&P
POWER STEERING CYLINDER 4864447-0 R
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
PART NO.
DESCRIPTION
4867521-9
4829439-1
4863192-3
4863193-1
4867522-7
4857708-4
0923572-2
0931433-7
4875"92-3
4816749-8
4863194-9
0930679-6
TUBE ASSEMBLY
BUSHING
BEARING
T-RING
PLUNGER ASSEMBLY
GLAND-PACKING
O-RING
RING-BACK-UP
PACKING-ROD
PELLET-NYLON
RING-WIPER
FlTTING LUBE
*
*
*
*
*
*
*
QTY.
1
1
1
1
1
1
1
1
1
2
1
*INCLUDED IN KIT 4910088-6
117a
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
117b
TM 10-3930-644-14&P
YOKE ASSY - 4820980-3
ITEM
PART NO.
DESCRIPTION
1
2
3
4
-------------4769248-8
4981815-6
4781446-2
SOCKET
PLUG-ADJUSTING
SEAT-BALL
SPRING
QTY.
1
1
1
1
ORDER ASSY
R
55216
117c
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
117d
TM 10-3930-644-14&P
STEER WHEEL
ITEM
PART NO.
1
2
3
4
5
6
7
8
4713023-2
0926702-2
4254318-1
4758727-4
4254704-2
4254703-4
0929369-7
0929606-2
9
0922002-1
4706891-1
0921965-0
0916803-0
DESCRIPTION
TIRE- 16.25 X 5 X 11-1/4
CONE- INNER
CUP- INNER
WHEEL- STEER
CUP- OUTER
CONE- OUTER
WASHER- 1.16" X 2"
NUT- JAM- SLOTTED1.12" -12
PIN- COTTER- .19' X 2"
CAP- HUB
CAPSCREW.38" -16 X .75" .38"
LOCKWASHER- INT- .38"
QTY.
2
2
1
2
2
2
2
CUSHION
2
2
2
6
6
55787
TM 10-3930-644-14&P
TM 10-3930-644-14&P
STEER WHEEL
ITEM
PART NO.
1
4255646-4
0916966-5
0919423-4
4254984-0
0042887-1
4799393-7
4253284-6
4250052-0
4737517-5
4712905-0
4737421-0
4795712-1
4765192-2
4789293-0
4255637-3
0904208-6
0913248-1
4718022-9
0923414-7
0925719-7
4747622-1
0921958-5
0916964-0
2
3
4
5
6
7
8
9
10
11
12
13
14
15
DESCRIPTION
BOLT-RIB-NECK
LOCKWASHER- .5"
NUT- .5"-20
CONE-INNER BEARING
CUP-INNER BEARING
HUB
CUP-OUTER BEARING
CONE-OUTER BEARING
DISC-INNER
FLAP
TUBE
TIRE UNIT-6.50 X 10 - 10 PLY
DISC-OUTER
RING-STIFFENER
BOLT-RIB NECK .5"-20
LOCKWASHER- .5
NUT-PLATED GR 5- .38"-24
NUT-BEARING ADJUSTING
WASHER-1.06"
PIN-COTTER-.12" X 2"
CAP-HUB
CAPSCREW .250-20 X .500
LOCKWASHER
QTY.
12
12
12
2
2
2
2
2
2
2
2
2
2
2
12
12
12
2
2
2
2
6
6
OBTAIN LOCALLY
OBTAIN LOCALLY
INCLUDE ITEMS 8 AND 9
R
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
STEERING HYDRAULICS
ITEM
PART NO.
1
4839229-1
0921885-0
4856248-9
0922523-6
0921885-0
0925295-8
0921885-0
4836043-2
4878476-3
0921333-1
0917356-8
0917642-1
0917372-5
0919172-7
4857172-3
0930978-2
4878477-1
0923114-3
0916966-5
4810405-3
0922660-6
0930233-2
0922522-8
0922921-2
0921297-8
NOT USED
NOT USED
NOT USED
NOT USED
4861541-3
0928046-2
0915815-5
0921333-1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
DESCRIPTION
QTY.
VALVE-.CHECK
O-RING #906-.47ID
HOSE
ELBOW-SHORT .56"-18
O-RING #906-.471D
ELBOW-LONG .5"-18
O-RING #906-.47ID
HOSE-ASSEMBLY 22.0L
BRACKET-FILTER
CAPSCREW
LOCKWASHER
WASHER
NUT-.38-16
CONNECTOR-. 38P-.562-18
ELBOW-DRILLED
ELBOW-90°-1.0 BARB
FILTER-OIL
CAPSCREW- .5"-13 X 1
LOCKWASHER- .5"
HOSE-1.O ID
CLAMP
CLAMP
CONNECTOR
ELBOW
TEE-90°
1
1
1
4
4
3
3
2
1
2
2
2
2
1
1
2
1
2
2
1
2
2
1
1
1
HOSE
CLAMP
WASHER
CAPSCREW
1
1
2
1
SEE PAGE 130
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
MAIN HYDRAULICS
ITEM
PART NO.
1
4811834-3
4822178-2
0921912-2
4814056-0
0921203-6
0921206-9
0921728-2
4810405-3
0929259-0
0922660-6
0922571-5
4859248-9
4859249-7
4859247-1
4855349-9
4827755-2
0922974-1
4862067-8
4855547-8
4839229-4
0921885-0
NOT USED
0924044-1
0923163-0
0922571-5
NOT USED
0921013-9
0929279-8
0921333-1
0917356-8
0917372-5
0923325-6
4612682-7
0928010-8
0915815-5
0921333-1
0917356-8
0917372-5
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
DESCRIPTION
QTY.
HOSE SUCTION
SCREEN
CLAMP HOSE SAE SIZE 32
HOSE ASSY
ELBOW
O-RING #912 - .92"
ELBOW 45°
HOSE 1.0 ID
ELBOW 90° BARB 1.0
CLAMP - HOSE
ELBOW - 90°
TUBE - VALVE
TUBE - VALVE
TUBE CROSSOVER
HOSE - TILT CYLINDER - 24.0 L
HOSE TILT CYLINDER - 20.0 L
ELBOW - 45° W/O RING
HOSE - LIFT
HOSE - TILT RETURN 12.0 L
VALVE - CHECK
O-RING #906 - .47 ID
1
1
2
1
1
1
1
1
1
2
4
1
1
1
2
2
1
1
1
1
1
ELBOW 90°
ADAPTER - HOSE
ELBOW - 90°
1
1
1
ELBOW 90°
CLAMP
CAPSCREW .31 -18 X 1.25
LOCKWASHER .31
NUT .31 -18
CAPSCREW .31 -18 X .88
WASHER
CLAMP
WASHER
CAPSCREW
LOCKWASHER
NUT
1
2
2
4
2
2
2
2
2
1
1
1
123
TM 10-3930-644-14&P
TM 10-3930-644-14&P
139
HYDRAULIC PUMP
ITEM
PART NO.
1
2
3
4
5
6
7
8
9
4880396-9
0921176-4
0916966-5
4856611-1
0921118-6
0923578-9
0921176-4
0916966-5
4864816-6
DESCRIPTION
PUMP
CAPSCREW-.500-13 X 1.5
LOCKWASHER .5
TUBE
FLANGE-SPLIT-1.5"
O-RING-#-225-1.9" ID CLASS 1A
CAPSCREW-.5"-13 X 1.25"
LOCKWASHER-.5"
SEAL 1
QTY.
1
2
2
1
2
1
4
4
SEE PAGE 127
71395
TM 10-3930-644-14&P
TM 10-3930-644-14&P
HYDRAULIC PUMP- 4880396-9
ITEM
PART NO.
1
R2
3
4
5
6
7
8
9
10
11
12
13
14
0917469-9
4997977-5
4912409-2
0927591-8
4999827-1
0924092-0
4912407-5
4993823-6
0924048-2
4912935-6
0928581-8
4912936-4
4912934-9
4912931-5
0921205-1
0923841-1
4912868-9
4912933-1
4912929-9
0928241-9
4912928-1
4912930-7
0923841-1
4906387-8
0921205-1
4909493-0
4908790-0
4993825-1
4993759-2
4909289-2
4254608-5
15
16
17
R
18
19
20
21
22
23
24
25
26
27
DESCRIPTION
CAPSCREW
*SEAL
FLANGE-MOUNTING
*O-RING-BODY
*RING-BACKUP
*O-RING-BUSHING
BUSHING
DOWEL-BUSHING
*O-RING-DRAIN
SPOOL
*RING-BACKUP
SPRING
CONE
PLUG
*O-RING-PLUG
*O-RING-PLUG
SETSCREW
SPRING
NUT-LOCK
*O-RING
NUT-CAP
PLUG
*O-RING
PLUG
*O-RING-PLUG
SPRING
SPOOL-PRIORITY
DOWEL-BODY
GEAR-IDLER
GEAR-DRIVE
RING
QTY.
8
1
1
1
4
4
4
2
2
1
4
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
2
1
1
1
*INCL IN KIT 4912510-7
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
RESERVOIR
ITEM
PART NO.
DESCRIPTION
QTY.
1
4856695-4
RESERVOIR-HYDRAULIC OIL
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0916950-9
0922130-0
0921210-1
0916965-7
0917378-2
4835378-3
4828800-5
4855689-8
4909162-2
4909161-4
0923362-8
4845678-4
4847435-7
4806357-2
NUT 2
CAPSCREW .375-16 X 2.25"
CAPSCREW-.38"-16 X 1"
LOCKWASHER- .38"
WASHER- .38"
FILTER-AIR
DIPSTICK
PLUG-MAGNETIC
GASKET
COVER
NUT-LOCK-.31"-18
WASHER NYLON
DIFFUSE R
SCREEN
2
2
4
4
1
1
I
1
1
8
1
1
1
INCL ITEMS 10-1112 AND 14
NOT ILLUSTRATED
TM 10-3930-644-14&P
RESERVOIR
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
PART NO.
4836253-7
0921705-0
0922130-0
0921966-8
0916965-7
0918266-8
4835378-3
4882401-5
4855689-8
4823391-0
4907320-8
0919441-6
4806357-2
0901653-6
4845578-4
DESCRIPTION
RESERVOIR-HYDRAULIC OIL
NUT-RETA INER-.38"-16
CAPSCREW-.38"-16 X 2.25"
CAPSCREW-.38"-15 X .38"
LOCKWASHER-.38"
WASHER-.41" X .31"
FILTER-AIR
DIPSTICK
PLUG-DRAIN
GASKET
COVER
NUT-LOCK-.31"-18
SCREEN-FILLER
PLUG-PIPE-SQ HD-.38"
WASHER-NYLON
QTY.
1
2
2
2
4
2
1
1
1
1
1
6
1
1
1
TM 10-3930-644-14&P
TM 10-3930-644-14&P
HYDRAULIC FILTER - 4878477-1
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
6
7
8
4912566-9
4912557-3
4907477-6
4912558-6
0901653-6
0920648-3
0919383-0
4912559-4
0922026-0
4912560-2
0922996-4
4912561-0
HOUSING
HEAD
ELEMENT
SEAL-HOUSING
PLUG
CAPSCREW
WASHER
INDICATOR
SCREW
ADAPTER
CAPSCREW
SEAL-ADAPTER
9
10
11
QTY.
1
1
1
1
1
4
4
1
2
2
8
2
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TILT CYLINDER AND CONNECTIONS
ITEM
1
PART NO.
DESCRIPTION
QTY.
4827196-9
CYLINDER ASSEMBLY
2
4810184-4
0914687-9
2
2
3
4
5
6
7
8
9
10
11
12
13
14
15
4829336-9
4814109-7
4814133-7
4769567-1
4822760-7
0923649-8
4814134-5
4816749-8
0923582-1
0926625-5
4814108-9
4857829-8
0923293-5
0916966-5
0919423-4
TUBE-CYLINDER
FITTING-.25"-28 TAPER THREAD
NOT USED
FREE DIAMETER
ROD & PLUNGER ASSEMBLY
# BEARING
# PACKING-PISTON
SPACER
SPACER-W/O-RING GROOVE
O-RING-#-218-1.23"ID CLASS 1A
GLAND
# PELLET-NYLON
# O-RING-#-229-2.36"ID-CLASS 1A
# RING-BACK UP-#232-2.75" ID
# PACKING-GLAND
# WIPER-ROD
CAPSCREW-.5"-20 X 2"
LOCKWASHER-.5"
NUT-.5"-20
16
17
18
19
4712841-8
4774993-2
4859095-4
0921210-1
0916965-7
YOKE
SHAFT-CYLINDER MOUNT
PIN COTTER
CAPSCREW-.38"-16 X 1"
LOCKWASHER-.38"
2
# INCLUDED IN KIT 4906332-4
2
2
2
2
4
2
*
2
4
2
2
2
2
2
2
2
2
2
2
2
2
2
INCL ITEMS 1
THRU 14
USED W/ITEM 7 ONLY
TM 10-3930-644-14&P
TM 10-3930-644-14&P
CONTROL VALVE
ITEM
PART NO.
1
4846112-3
0921969-5
0916965-7
0916950-9
4908223-3
4908221-7
4908219-0
0916950-9
4846665-0
0921206-9
2
3
4
5
6
7
0918850-9
4843526-7
0921205-1
8
9
10
4776665-4
4776666-2
4857050-1
0921967-6
0916954-1
4846667-6
0928197-3
4857049-3
0921967-6
0916954-1
4846667-6
0928197-3
4841221-7
0921973-4
0916954-1
0233770-7
4878479-7
0920328-2
0923290-1
0916966-5
0916951-7
4908222-5
4857048-5
0921967-6
0916954-1
4846667-6
0928197-3
11
12
13
14
15
16
17
DESCRIPTION
VALVE ASSY-2 PLUNGER
CAPSCREW-.38" -16 X 1.25"
LOCKWASHER
NUT-.38"-16
PLUNGER SECTION ASSY-SIDE SHIFT
PLUNGER SECTION ASSY-LIFT
STUD
NUT-.38"-16
PLUG
O-RING-#-912-.924" ID-SAETYPE 1
PLUG-PIPE-.25"
ADAPTOR-TILT
O-RING-#-910-.755"ID-SAETYPE 1
POPPET-BLUE
POPPET
HANDLE ASSY-LIFT
CAPSCREW-.375"-16X1.12"
NUT-LOCK-.38"-16
PIN-YOKE-LOWER
RING-E-SIZE 37
HANDLE ASSY-TILT
CAPSCREW-.375"-16X1.12"
NUT-LOCK-.38"
PIN-YOKE-LOWER
RING-E-SIZE 37
LINK
CAPSCREW-.38"-16X2.75"
NUT-LOCK-.38"-16
KNOB-BLACK RUBBER
SUPPORT ASSY-VALVE
CAPSCREWWASHER
LOCKWASHERNUT
PLUNGER SECTION ASSY-TILT
HANDLE ASSEMBLY, SIDE SHIFT
CAPSCREW
NUT - LOCK
PIN - YOKE
RING - E
QTY.
1
3
3
3
1
1
4
8
1
INCL ITEMS 2, 3, 4 AND 16
SEE PAGE 139
SEE PAGE 137
1
1
2
2
1
1
1
1
1
1
2
1
1
1
1
2
6
1
1
3
1
2
2
2
2
1
1
1
1
1
2
SEE PAGE 141
TM 10-3930-644-14&P
TM 10-3930-644-14&P
PLUNGER SECTION ASSY - LIFT-4908221-7
ITEM
PART NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
4908201-9
4908202-7
0923989-8
4753681-8
4908203-5
4908204-3
4908205-0
4908208-4
4908209-2
4908214-2
4908215-9
0923548-2
4908216-7
4908217-5
4908213-4
4908210-0
4908211-8
4908212-6
0926803-8
20
21
22
23
24
25
26
27
4908206-8
0927547-0
0921349-7
4908207-6
0928208-8
0921205-1
---------------------------
DESCRIPTION
CAPSCREW
SLEEVE
*0-RING-#-024- 1.11" ID-CLASS 1A
*O-RING
SPRING
C-WASHER
RETAINER
*O-RING
*RING-BACKUP
PLUG
*RING-BACKUP
*O-RING-#-111- .42" ID-CLASS 1A
SPRING
BALL
*SEAL
*SEAL
RETAINER
SHIM
*SEAL-SQUARE CUT-#-118.86" ID-70 DURO
SPRING
PLUG-SAE STD-.75" -16
*0-RING-#-908- .64" ID-SAE-TYPE 1
VALVE-RELIEF
PLUG-SAE STD- .88" -14
*O-RING-#-910- .76" ID-SAE-TYPE 1
SPOOL
HOUSING
*INCL IN KIT 4908224-1
QTY.
2
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
4
1
1
1
1
1
1
1
1
1
ORDER 4908221-7 ASSY
ORDER 4908221-7 ASSY
TM 10-3930-644-14&P
TM 10-3930-644-14&P
PLUNGER SECT ASSY-TILT/ACC-4908223-3
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
PART NO.
4908201-9
4908202-7
0923989-8
4753681-8
4908203-5
4908204-3
4908205-0
4908208-4
4908209-2
4908214-2
4908215-9
0923548-2
4908216-7
4908217-5
---------------------------
DESCRIPTION
CAPSCREW
SLEEVE
*O-RING-#-024- 1.11" ID-CLASS 1A
*O-RING
SPRING
C-WASHER
RETAINER
*O-RING
*RING-BACKUP
PLUG
*RING-BACKUP
*O-RING-#-111- .42" ID-CLASS 1A
SPRING
BALL
HOUSING
SPOOL
QTY.
2
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
ORDER 4908223-3 ASSY
ORDER 4908223-3 ASSY
*INCL IN KIT 4908224-1
73922
TM 10-3930-644-14&P
TM 10-3930-644-14&P
PLUNGER SECTION ASSY - SIDE SHIFT-4908222-5
ITEM
PART NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
4908201-9
4908202-7
0923989-8
4753681-8
4908203-5
4908204-3
4908205-0
4908208-4
4908209-2
4908213-4
4908210-0
4908211-8
4908212-6
0926803-8
15
16
-----------------------------
DESCRIPTION
CAPSCREW
SLEEVE
*O-RING-#-024- 1.11" ID-CLASS 1A
*O-RING
SPRING
C-WASHER
RETAINER
*O-RING
*RING-BACKUP
*SEAL
*SEAL
RETAINER
SHIM
*SEAL-SQUARE CUT-#-118- .86"
ID-70 DURO
SPOOL
HOUSING
*INCL IN KIT 4908224-1
QTY.
2
1
1
1
1
2
1
1
1
1
1
1
4
1
1
1
ORDER 4908222-5 ASSY
ORDER 4908222-5 ASSY
TM 10-3930-644-14&P
TM 10-3930-644-14&P
COUNTERWEIGHT
ITEM
1
2
3
4
5
6
7
8
9
10
11
PART NO.
4856658-2
4864097-3
4857258-0
0931460-0
0916965-7
0925311-3
4857225-9
4857222-6
4878165-2
0929326-7
0920571-7
0918269-2
0919332-7
0922037-7
0928898-6
DESCRIPTION
GRILL.
ROD
SPACER
NUT-.38"-16
WASHER-LOCK
WASHERCOUNTERWEIGHT ASSY
STUD-TOWING
SHIM
WASHER-1.44" X 2.75"
SHACKLE-.62"
WASHER
LOCKWASHER
NUT
CAPSCREW
QTY.
1
4
4
8
4
4
1
1
2
1
1
2
2
2
2
TM 10-3930-644-14&P
TM 10-3930-644-14&P
09.03.01.00.1
COWL
ITEM
PART NO.
1
2
3
4
5
6
4881592-2
4820955-5
0921977-5
0917356-8
0925670-2
0921355-4
DESCRIPTION
COWL-RIGHT HAND
COWL-LEFT HAND
CAPSCREW- .31"-18 X 1.25"
LOCKWASHER- .31"
SCREW-TR HD- .31"-18 X 1"
NUT-SPEED- .31"-18
QTY.
1
1
6
6
2
2
71412
TM 10-3930-644-14&P
TM 10-3930-644-14&P
FLOOR PLATE - POWER SHIFT
ITEM
PART NO.
DESCRIPTION
1
2
3
4
4858935-2
0918249-4
PLATE-FLOOR
SCREW-TRUSS HD-.31-18 X .75
NOT USED
NUT-SPEED
0921355-4
QTY.
1
1
4
2
4
144 INCH LIFT
TM 10-3930-644-14&P
TM 10-3930-644-14&P
09. 06. 02. 00.1
TOE PLATE - POWER SHIFT
ITEM
PART NO.
DESCRIPTION
1
2
3
4866945-1
0918249-4
0916159-7
PLATE- TOE
CAPSCREW- .31" -18 X 1"
NUT- SPEED- .31" -18
QTY.
1
4
4
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TOE PLATE - POWER SHIFT
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
6
7
8
4857195-4
0921332-3
0921355-4
0917642-1
0921969-2
0916950-9
0917378-2
0921705-0
PLATE-TOE
CAPSCREW - .31” - 18 X 1”
NUT- SPEED- .31” -18 X 1
WASHER- .38”
CAPSCREW- .38” -16 X .5”
NUT- .38” -16
WASHER- .44”
NUT- RETAINER- .38” -16
QTY.
1
4
4
4
1
1
1
1
71406
TM 10-3930-644-14&P
TM 10-3930-644-14&P
09.07. 01.00.1
OVERHEAD GUARD
ITEM
PART NO.
DESCRIPTION
1
2
3
3A
4
5
6
7
4878132-2
0921176-4
0916966-5
0924360-1
0916951-7
0919089-3
0916966-5
0916951-7
GUARD ASSY
CAPSCREW- .5" -13 X 1.25"
LOCKWASHER- .5"
WASHER- .5"
NUT- .5" -13
CAPSCREW- .5" -13 X 1.75"
LOCKWASHER- .5"
NUT- .5" -13
QTY.
1
4
4
4
4
2
2
2
71268
TM 10-3930-644-14&P
TM 10-3930-644-14&P
SEAT
ITEM
PART NO.
DESCRIPTION
1
2
4825413-4
4878141-3
0917356-8
0918265-0
SEAT ASSY
SUPPORT ASSY
LOCKWASHER-.31"
WASHER-.31"
NOT USED
ANGLE-HINGE
CAPSCREW-.31"-18 X .75"
WASHER-.31"
LOCKWASHER-.31"
NUT-.31"-18
PROP SEAT
WASHER-.38"
PIN-COTTER-.12 X 1"
CLAMP
CAPSCREW-.375"-16 X 3.50
LOCKWASHER
NUT
CAPSCREW-#8-32 X .5
LOCKWASHER-#8
NUT-#8-32
SCREW
LOCKWASHER
NUT
R
R
3
4
5
6
4844885-6
0921332-3
0918265-0
0917356-8
0917372-5
4880707-7
0917378-2
0918447-4
4750039-2
0923938-5
0916965-7
0916950-9
0917441-8
0917395-5
0917385-6
0925369-1
0917365-9
0917415-2
QTY.
1
1
4
4
SEE PAGE 153
2
4
4
4
4
1
1
1
1
2
2
2
1
1
1
2
2
2
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
SEAT ASSY
ITEM
PART NO.
DESCRIPTION
QTY.
1
4907651-6
FRAME
1
2
4906408-2
4828474-9
2
1
3
0900537-2
0918264-3
0920329-0
4907650-8
TIP- BLACK PLASTIC- .88"
CUSHION-BACKREST
INCLUDES ITEM 8
SCREW- .25" -20 X 1.5"
WASHER-PLATED- .28"
NUT-STOP- .25" -20
CUSHION-SEAT
4907382-8
0917366-7
0917356-8
0920263-1
0917372-5
4907476-8
4907383-6
0917366-7
0917356-8
0920263-1
0917372-5
4819871-7
0918448-2
4906618-6
0900576-0
ADJUSTER-SLIDE
CAPSCREW-PLATED- .31" -24 X .87"
LOCKWASHER-PLATED- .31"
NUT-PLATED- .31" -24
NUT-PLATED- .31" -18
SPRING-ADJUSTER
SLIDE
CAPSCREW-PLATED- .31" -24 X .87"
LOCKWASHER-PLATED- .31"
NUT-PLATED- .31" -24
NUT-PLATED- .31" -18
ROD
PIN-COTTER-PLATED- .09" -1"
HINGE-BACKREST
SCREW- .25" -20 X .75"
1
2
2
2
2
1
1
2
2
2
2
1
2
2
4
INCLUDES PLASTIC TIPS
4
5
6
7
8
2
2
2
1
INCL ITEM 5
73844
TM 10-3930-644-14&P
TM 10-3930-644-14&P
DECK
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
4878140-5
0921332-3
0917642-1
0917356-8
0916159-7
GUARD
SCREW-RD HD-.31-18 X .75
WASHER
LOCKWASHER
NUT
QTY.
1
2
4
2
2
TM 10-3930-644-14&P
174
TM 10-3930-644-14&P
DECK
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
4820995-1
0916532-5
0929361-4
0916964-0
0916622-4
GUARD.
SCREW- RD HD- .25” -20 X .75”
WASHER- .31x.63 "
LOCKWASHER- .25’
NUT- .25" -20
QTY.
1
2
4
2
2
TM 10-3930-644-14&P
176
TM 10-3930-644-14&P
SIDE PANEL
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
PART NO.
DESCRIPTION
QTY.
4881716-7
4878480-5
4863263-2
4878135-5
4255060-8
NOT USED
0924356-9
4881730-8
0923341-2
0916964-0
0918264-3
0916622-4
4826029-3
0921159-0
4878142-1
PANEL ASSY-LEFT HAND
PANEL ASSY-RIGHT HAND
HINGE ASSY-LEFT HAND
HINGE ASSY-RIGHT HAND
CAPSCREW
1
1
1
1
4
WASHER-.38"
CLIP
CAPSCREW-.25"-20 X .75"
LOCKWASHER-.25"
WASHER-.25"
NUT-.Z5"-20
GROMMET-RUBBER
CAPSCREW
SPACER
4
3
2
6
8
4
2
4
2
144 INCH LIFT
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
MAST MOUNTING
ITEM
PART NO.
DESCRIPTION
QTY.
1
2
3
4
5
6
4718482-5
4335601-3
0916965-7
0915276-0
4742113-6
4826276-0
PIN-MAST
CAPSCREW-.38" -16 X 1.25"
LOCKWASHER-.38"
FITTING-LUBE-650
WIRE
PIN
2
4
4
2
2
2
7
8
0919430-9
0918187-6
PIN-COTTER-.25" X .5"
FITTING-LUBE-450-.25"-28
4
2
71398
TM 10-3930-644-14&P
TM 10-3930-644-14&P
CROSS TIE
ITEM
PART NO.
DESCRIPTION
QTY.
1
2
4878149-6
4878145-4
ANGLE-LH
ANGLE-RH
1
1
3
4
5
6
0921210-1
0916965-7
0916950-9
0917378-2
CAPSCREW-3.8"-16 X 1"
LOCKWASHER-. 38"
NUT-.38"-16
WASHER- .38"
4
4
2
6
144 INCH LIFT
TM 10-3930-644-14&P
TM 10-3930-644-14&P
FRONT SCREEN
ITEM
PART NO.
DESCRIPTION
1
2
3
4
5
4878139-7
0920415-7
0916965-7
0916950-9
0918266-8
SCREEN
CAPSCREW-.38"-16 X 1.25"
LOCKWASHER- .38
NUT- .38"-16
WASHER - .38" X .81"
QTY.
1
4
4
4
8
TM 10-3930-644-14&P
TM 10-3930-644-14&P
FRONT SCREEN
ITEM
PART NO.
DESCRIPTION
1
2
4869541-5
0918249/4
3
4
5
6
7
8
9
0917356/8
0917372/5
4880716-8
0920415-7
0916965/7
0916950/9
0918266/8
4880718-4
SCREEN
SCREW-TR. HD.- .3 1"-18 x
.75"
LOCKWASHER -.31"
NUT- .31" -18
SUPPORT ASSY -LH
CAPSCREW -.38” -16 x 1.25"
LOCKWASHERNUT-.38"-16
WASHER-.38" x' 81"
SUPPORT ASSY -RH
QTY.
1
2
2
2
1
4
4
4
4
1
NOT ILLUSTRATED
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TRI-MAX LIFT ASSY - 180"
ITEM
PART NO.
DESCRIPTION
1
2
3
4881901-5
4853745-0
4715712-8
4812974-6
0925161-1
4812930-8
4812929-0
4812920-0
4853849-0
4829752-5
4829288-2
0923293-5
0929530-4
0923805-6
4816888-4
-------0920787-9
0917356-8
4863125-3
0929533-8
0917373-3
4765796-0
0919333-5
4701704-1
4829757-6
0926681-8
LIFT ASSY-TRI MAX
1
MAST ASSY-OUTER
1
BUSHING-MAST PIVOT
2
STUD-ROLLER
2
CAPSCREW.-GR 8-.62"-11 X 1.5"
2
SHIM-.O15"
*
SHIM-.040"
*
BEARING-ROLLER
8
MAST ASSY-INTERMEDIATE
1
STUD-ROLLER
6
BRACKET-CYLINDER
1
CAPSCREW-GR 5-.5"-20 X 2.25
2
CAPSCREW-GR 5-.5"-20 X 1.75
2
NUT-LOCK-. 5"-20
4
CYLINDER ASSY-LIFT
1
ROD ASSY-PROTECTOR
*
CAPSCREW-.31"-18 X .5"
2
LOCKWASHER-.31"
2
CLUSTER-LIFT CYL
1
CAPSCREW-GR 5-.52"-18 X 1.5
1
LOCKWASHER-.62"
1
ANCHOR-CHAIN
2
NUT-.75"-16
4
LINK-CHAIN CONNECTING
2
CROSSHEAD
2
SCREW-GR 5-FH-HEX-SOC-.38" X
1.25"-W/NYLOCK INSERT
4
PIN-CROSSHEAD BRG
2
SETSCREW-HE X-SOC-HAFT-DOG-POINT
.25"-20 X .5"
2
CHAIN-LIFT
2
WASHER-SPACING
4
BEARING-CROSSHEAD
2
MAST ASSY INNER
1
INTERLOCK
1
SPRING-INTERLOCK
1
SETSCREW-HEX-SOC-.31"-18 X 1"
1
NUT-.31"-18
1
PIN-PIVOT
1
PIN-COTTER-.09" X 1"
2
GUARD
1
CAPSCREW-.38"-16 X .88"
1
LOCKWASHER-.38"
1
ELBOW
2
NUT UNIT
2
0-RING-912 TYPE 1-.93" ID
2
4
5
6
7
8
9
10
11
12
13
14
R 15
16
4812935-7
0921464-4
17
18
19
20
21
22
4719720-7
4813781-4
4803599-2
4853828-4
4829621-4
4828568-8
0916713-1
09201651-7
4828179-4
09184-8-2
4819814-7
0921966-8
0916963-7
4816684-7
4905843-1
0921206-9
23
24
25
QTY.
INCL ITEM 1 THRU 31
INCL ITEM 2
USE AS REQUIRED
USE AS REQUIRED
INCL 4 OF ITEM 8
SEE PAGE 183
*NOT USED
SEE PAGE 181
INCL 2 OF ITEM 8
INCL NUT & 0-RING
DSA 700-76-C-8534 REV-1
TM-00-1269
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TRI-MAX LIFT ASSY - 180" (CONTINUED)
ITEM
26
27
28
29
30
31
32
33
PART NO.
DESCRIPTION
4817087-2
4816376-0
0925205-7
0917356-8
4816375-2
4821743-4
0921206-9
4821902-6
0921728-2
TUBE-LIFT CYL TO CYL-CLUSTER
CLAMP-CYL
CAPSCREW-.31"-18 X .62"
LOCKWASHER-.31"
SPACER-CLAMP
BODY-FLOW REGULATOR
O-RING-#-912-93" ID-TYPE SAE 1
REGULATOR-FLOW
ELBOW 45°-ADJ- .75" TUBE-.112"-12
BOSS END
O-RING-#-912-.93" ID-TYPE SAE 1
PIN-MAST PIVOT
PIN-TILT CYL
NUT LOCK
NUT-.625-18
0921206-9
--------------0921342-2
0930450-2
QTY.
1
1
2
2
1
1
1
1
1
1
2
2
2
2
SEE PAGE
SEE PAGE
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TRI-MAX LIFT ASSY - 144"
ITEM
PART NO.
DESCRIPTION
1
2
3
4881900-7
4867959-1
4715712-8
4812974-6
0926161-1
4812930-8
4812929-0
4812920-0
4856552-7
4829752-5
LIFT ASSY-TRI MAX
MAST ASSY-OUTER
BUSHING-MAST PIVOT
STUD-ROLLER
CAPSCREW-GR 8-.62"-11 X 1.5"
SHIM-.015"
SHIM-.040"
BEARING-ROLLER
MAST ASSY-INTERMEDIATE
STUD-ROLLER
4829288-2
0923293-5
0929530-4
0923805-6
4839271-6
-------0920787-9
0917356-8
4863123-8
0929533-8
0917373-3
4765796-0
0919333-5
4701704-1
4829757-6
0926681-8
BRACKET-CYLINDER
1
CAPSCREW-GR 5-.5"-20 X 2.25"
2
CAPSCREW-GR 5-.5"-20 X 1.75"
2
NUT-LOCK-.5"-20
4
CYLINDER ASSY-LIFT
1
ROD ASSY-PROTECTOR
*
CAPSCREW-.31"-18 X .5"
2
LOCKWASHER-.31"
2
CLUSTER-LIFT CYL
1
CAPSCREW-GR 5-.62"-18 X 1.5"
1
LOCKWASHER-.62"
1
ANCHOR-CHAIN
2
NUT-.75"-16
4
LINK-CHAIN CONNECTING
2
CROSSHEAD
2
SCREW-GR 5-FH-HEX-SOC-.38" X
1.25"-W/NYLOCK INSERT
4
PIN-CROSSHEAD BRG
2
SETSCREW-HEX-SOC-HAFT-DOG-POINT
.25"-20 X .5"
2
CHAIN-LIFT
2
WASHER-SPACING
4
BEARING-CROSSHEAD
2
MAST ASSY-INNER
1
INTERLOCK
1
SPRING-INTERLOCK
1
SETSCREW-HEX-SOC-.31"-18 X 1"
1
NUT-.31"-18
1
PIN-PIVOT
1
PIN-COTTER-.09" X 1"
2
GUARD
1
CAPSCREW-.38"-16 X .88"
1
LOCKWASHER-.38"
1
ELBOW
2
NUT UNIT
2
O-RING-#-912 TYPE 1-,93" ID
2
4
5
6
7
8
9
10
11
12
13
14
15
16
4812935-7
0921464-4
17
18
19
20
21
22
4719720-7
4813781-4
4803599-2
4867958-3
4829621-4
4828568-8
0916713-1
0920161-7
4828179-4
0918-48-2
4819814-7
0921966-8
0916965-7
4816684-7
4905843-1
0921206-9
23
24
25
QTY.
1
1
2
2
2
*
*
8
1
6
INCL ITEM 1 THRU 31
INCL ITEM 2
USE AS REQUIRED
USE AS REQUIRED
INCL 4 OF ITEM 8
WELDED TO INTERM &
INNER MAST
SEE PAGE 183
*NOT USED
SEE PAGE 181
INCL 2 OF ITEM 8
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TRI-MAX LIFT ASSY - 144" (CONTINUED)
ITEM
26
27
28
29
30
31
32
33
PART NO.
DESCRIPTION
4817087-2
4816376-0
0925205-7
0917356-8
4816375-2
4821743-4
0921206-9
4821902-6
0921728-2
TUBE-LIFT CYL TO CYL-CLUSTER
CLAMP-CYL
CAPSCREW-.31"-18 X .62"
LOCKWASHER-.31"
SPACER-CLAMP
BODY-FLOW REGULATOR
O-RING-#-912-93" ID-TYPE SAE 1
REGULATOR-FLOW
ELBOW 45°-ADJ-.75" TUBE-1.12"-12
BOSS END
O-RING-#-912-.93" ID-TYPE SAE 1
PIN-MAST PIVOT
PIN-TILT CYL
NUT-.625-18
NUT-LOCK
0921206-9
------------------------0930450-2
0921342-2
QTY.
1
1
2
2
1
1
1
1
1
1
2
2
2
2
INCL O-RING
SEE PAGE
SEE PAGE
TM 10-3930-644-14&P
LIFT CYLINDER CLUSTER
TM 10-3930-644-14&P
LIFT CYLINDER CLUSTER - 4863123-8 144" LIFT
4863125-3 180" LIFT
ITEM
PART NO.
1
2
3
4
5
6
7
8
8
9
10
11
4816947-8
4816748-0
4816708-4
4816749-8
0926624-8
0924093-8
------------4848948-8
4848955-3
4816747-2
4833571-5
0929652-6
12
12
13
13
14
15
4839277-3
4817011-2
4839404-3
4816991-6
------------0922946-9
DESCRIPTION
* WIPER-ROD
* PACKING-ROD
NUT-GLAND
* PELLET-NYLON
* WASHER-BACKUP-#230-2.52" ID
* O-RING-#-230-2.48" ID-CLASS 1B
SPACER
ROD-SHORT
ROD-SHORT
* RING-WEAR
WASHER-NYLON
SCREW-MACHINE-PAN HD-BLEEDERW/INT LKW-#8-32 X .25"
TUBE-CLUSTER
TUBE-CLUSTER
ROD-LONG
ROD-LONG
SPACER
PIN-SPIROL-.25" X 75"
* INCLUDED IN KIT 4906099-9
QTY.
3
3
3
6
3
3
0
2
1
3
3
3
1
1
1
1
1
NOT USED
144"
LIFT
180"
LIFT
144"
LIFT
180"
LIFT
144"
LIFT
180"
LIFT
NOT USED
TM 10-3930-644-14&P
LIFT CYLINDER - 4839271-6 144" LIFT
4816888-4 180" LIFT
ITEM
1
1
2
2
3
4
5
6
7
8
9
10
11
12
PART NO.
4816820-7
4839274-0
4816843-9
4839272-4
4833571-5
0929652-6
4816747-2
4816749-8
NOT USED
0924093-8
0926624-8
4816708-4
4816748-0
4816947-8
DESCRIPTION
QTY.
RAM
RAM
TUBE
TUBE
WASHER-NYLON
SCREW-BLEED
* RING-WEAR
* PELLET-NYLON
1
1
1
1
1
1
1
2
* PACKING
* WASHER-BACKUP
NUT-GLAND
* PACKING-ROD
* RING-WIPER
1
1
1
1
1
* INCLUDED IN KIT 4906100-5
180"
144"
180"
144"
LIFT
LIFT
LIFT
LIFT
TM 10-3930-644-14&P
MAST ASSEMBLY
ITEM
PART NO.
DESCRIPTION
1
2
3
-----------4855988-4
4715712-8
4812974-6
0926161-1
4812930-8
4812929-0
4812920-9
4856552-7
4839752-5
LIFT ASSY
MAST ASSY-OUTER
BUSHING-MAST PIVOT
STUD-ROLLER
CAPSCREW-GR 8-.62"-11 X 1.5"
SHIM-.015
SHIM-.040"
BEARING-ROLLER
MAST ASSY-INTERMEDIATE
STUD-ROLLER
4829288-2
0929530-4
0923293-5
0923805-6
4839271-6
0917373-3
0921342-2
4819814-7
4839276-6
0929533-8
0917373-3
0921342-2
4765796-0
0919333-5
4701704-1
4829757-6
0926681-8
BRACKET-CYLINDER
1
CAPSCREW-GR 5-.5"-20 X 2"
2
CAPSCREW-GR 5-.5"-20 X 1.75"
2
NUT-LOCK
4
CYLINDER ASSY-LIFT
1
LOCKWASHER-.62"
1
NUT-LOCK
1
GUARD
2
CLUSTER-LIFT CYLINDER
1
CAPSCREW-GR 5-.62"-18 X 3.25"
2
LOCKWASHER-.62"
2
NUT-LOCK-.62"-18
2
ANCHOR-CHAIN
2
NUT-.75"-16
4
LINK-CHAIN
2
CROSSHEAD
2
SCREW-GR 5-FL HD-HEX SOC
4
W/NYLOK INSERT-.38"-16 X 1.25"
PIN-CROSSHEAD BEARING
2
SETSCREW-HEX SOC-HALF-DOG POINT
.15"-20 X .5"
2
CHAIN-LIFT
2
WASHER-SPACING
4
BEARING-CROSSHEAD
2
MAST ASSY-INNER
1
PIN-SPRING-.19" X .75"
1
NUT
1
INTERLOCK
1
SPRING-INTERLOCK
1
SCREW
1
GUARD
1
CAPSCREW-.38"-16 X .88"
1
LOCKWASHER-.38"
1
ELBOW
2
NUT UNIT
2
O-RING-#912-TYPE 1-.93"
2
4
5
6
7
8
9
R10
11
12
13
14
15
16
4812935-7
0921464-4
17
18
19
20
4719720-7
4813781-4
4803599-2
4852461-5
4828179-4
0920161-7
4829621-4
4828568-8
0916713-1
4819814-7
0921966-8
0916965-7
4816684-7
4905843-1
0921206-9
21
22
23
24
25
26
QTY.
1
1
2
2
*
*
8
1
4
INCL ITEMS 1 THRU 39
INCL ITEM 2
USE AS REQUIRED
USE AS REQUIRED
INCL 4 OF ITEM 8
WELDED TO INTERMEDIATE
AND INNER MASTS
SEE PAGE 168
SEE PAGE 171
INNER MAST TO CLUSTER
INCL O-RING AND NUT UNIT
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
TM 10-3930-644-14&P
MAST ASSEMBLY
ITEM
PART NO.
DESCRIPTION
27
4817087-2
28
4816376-0
0925205-7
0917356-8
4816375-2
TUBE-LIFT CYLINDER TO
CYLINDER CLUSTER
CLAMP-CYLINDER
CAPSCREW-.31"-18 X .62"
LOCKWASHER-.31"
SPACER-CLAMP
NOT USED
NOT USED
NOT USED
NOT USED
NOT USED
NOT USED
PIN-MAST PIVOT
PIN-TILT CYLINDER
BODY-FLOW REGULATOR
O-RING-#912-TYPE 1-.93" ID
REGULATOR-FLOW
CAPSCREW
LOCKWASHER
NUT
ELBOW
O-RING
SETSCREW
COTTER PIN
WASHER
CAPSCREW
ROD
29
30
31
32
33
34
35
36
37
38
39
------------------------4821743-4
0921206-9
4821902-6
0920787-9
0917356-8
0930450-2
0921728-2
0921206-9
0916713-1
0918448-2
0916965-7
0921966-8
4816113-7
QTY.
1
1
2
2
1
2
2
1
1
1
2
2
2
1
1
1
2
1
1
2
SEE MAST MOUNTING GROUP
TM 10-3930-644-14&P
60.02.01.00.1
LIFT CYLINDER - 4839271-6
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
PART NO.
4839274-0
4839272-4
4833571-5
0929652-6
4816747-2
4816749-8
NOT USED
0924093-8
0926624-8
4816708-4
4816748-0
4816947-8
DESCRIPTION
QTY.
RAM
TUBE
WASHER-NYLON
SCREW-BLEED
* RING-WEAR
* PELLET-NYLON
1
1
1
1
1
2
* PACKING
* WASHER-BACKUP
NUT-GLAND
* PACKING-ROD
* RING-WIPER
1
1
1
1
1
* INCLUDED IN KIT 4906100-5
TM 10-3930-644-14&P
LIFT CYLINDER CLUSTER
01
10/72
TM 10-3930-644-14&P
LIFT CYLINDER CLUSTER - 4839276-5
ITEM
PART NO.
1
2
3
4
5
R6
7
8
9
10
11
12
13
14
15
4816947-8
4816748-0
4816708-4
4816749-8
0926624-8
0924093-8
------------4839402-7
4816747-2
4833571-5
0929652-6
4839277-3
4839404-3
------------0922946-9
DESCRIPTION
* WIPER-ROD
* PACKING-ROD
NUT-GLAND
* PELLET-NYLON
* WASHER-BACK-UP
* PACKING-CLASS 1B
SPACER
ROD-SHORT
* RING-WEAR
WASHER-NYLON
SCREW-BLEED
TUBE-CLUSTER
ROD-LONG
SPACER
PIN-SPIROL-.25" X .75"
QTY.
3
3
3
6
3
3
2
2
3
3
3
1
1
*
1
NOT REQUIRED
NOT REQUIRED
* INCLUDED IN KIT 4906099-1
DSA700-76-C-8540 REV-1
TM-00-1271
TM 10-3930-644-14&P
HT-54748
CARRIAGE BACKREST
ITEM
PART NO.
DESCRIPTION
1
4823201-1
0903641-9
0904208-6
0910325-0
0923858-5
BACKREST ASSY
CAPSCREW- .62"-11 x 1.25
LOCKWASHER-.62"
NUT
WASHER .53 x 1.25
QTY.
1
2
2
2
2
TM 10-3930-644-14&P
FORK COMPONENTS
ITEM
PART NO.
1
2
4804779-9
4804768-2
0924353-6
0911062-8
4807680-6
4804776-5
4783362-9
3
4
5
DESCRIPTION
QTY.
* LATCH
* PIN-CLEVIS
* WASHER-PLAIN- .203 x 50 x 18
* PIN-COTTER- .06" x .5"
* SPRING-LOCK
* PIN-LOCK
FORK
* INCL IN KIT 4999281-1
186
2
2
2
1
2
2
2
TM 10-3930-644-14&P
MEMO
187
TM 10-3930-644-14&P
188
TM 10-3930-644-14&P
SIDE SHIFT CARRIAGE
ITEM
PART NO.
DESCRIPTION
1
4822814-2
0914687-9
4878456-5
0921672-2
0917373-2
0912279-7
ANGLE-WEAR
FITTING-LUBRICATION
CARRIAGE ASSY-INCL ITEMS 2 THRU 14
CAPSCREW- .62"-11 x 1
LOCKWASHER- .62"
CAPSCREW-HEX SOC.50"-13 x 1.75"
LOCKWASHER-EXT- .50"
NUT- .50"-13
LINK-CONNECTING
PIN-COTTER
FRAME-CARRIAGE-INCL ITEMS 4 AND 8
STUD-ROLLER WELDED TO SUPPORT
SHIM- .015 (AS REQUIRED)
SHIM- .040 (AS REQUIRED)
BEARING
SCREW-HEX SOC- .25" -20 x 2"
STUD-WELDED TO SUPPORT
BAR-HANGER-LOWER
SCREW-HEX SOC- .38"-16 x 1.5"
CYLINDER ASSY-SIDE SHIFT
PLATE-SIDE SHIFT
STRIP-WEAR
FITTING-LUBRICATION
PIN-CYLINDER
PIN-COTTER
PIN-ROD END
PIN-COTTER
SPACER
CAPSCREW .62-11 x 1.50"
BUSHING
-
2
3
4
5
6
7
8
9
10
R11
12
13
14
0920428-0
0913744-9
4701704-1
0919313-7
4823333-2
4839751-7
4812930-8
4812929-0
4812920-9
0926680-0
4839752-8
4835376-7
0927449-9
4809524-4
4822279-0
4822811-8
0914687-9
4809584-8
0918452-4
4909834-7
0918451-6
4867850-2
0926705-5
4834705-8
QTY.
3
6
1
2
2
2
2
2
2
4
1
2
*
*
6
2
4
1
6
1
1
3
6
1
1
1
1
1
1
1
SEE PAGE 178
DSA700-76-C-8540 REV-1
TM-00-1271
189
TM 10-3930-644-14&P
CYLINDER ASSEMBLY
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
PART NO.
DESCRIPTION
4999620-0
4998682-1
4907479-2
4998612-8
0923826-2
4998178-0
0923376-8
4999621-8
4906179-9
0924114-2
4906800-0
0923810-6
4905864-7
0927814-4
4998176-4
0927849-0
4905864-7
TUBE
BUSHING
NUT-JAM
WASHER-BACKUP
O-RING
PISTON
SEAL-ROD
ROD
BUSHING
SEAL-HEAD
HEAD
O-RING-ROD
WASHER-BACKUP
RING-LOCK
SPACER
RING-LOCK
WASHER-BACKUP
*
*
*
*
*
*
*
*
QTY.
1
1
1
2
2
1
1
1
1
1
1
1
1
1
1
1
1
* INCLUDED IN KIT 4906113-8
CYLINDER ASSY-4809524-4
190
TM 10-3930-644-14&P
REEL GROUP - R.H.
ITEM
PART NO.
DESCRIPTION
1
4839647-7
0923320-6
0916966-5
4844691-8
0921333-1
0917356-8
0921409-9
0921349-7
0921279-6
4844559-7
0923320-6
0916966-5
REEL
CAPSCREW- .5"-13 x 3"
LOCKWASHER- .5"
BLOCK-JUNCTION
CAPSCREW- .31"-18 x 1"
LOCKWASHER- .31"
CONNECTOR- .5" TUBE x .75"-16
O-RING- #-908-.644" ID
ELBOW-900- .5" TUBE x .75"-16
BLOCK, MOUNTING
CAPSCREW- .5-13 x 3.00
LOCKWASHER .5"
2
3
4
5
QTY.
191
1
2
2
1
2
2
4
4
2
2
2
SEE PAGE 180
SEE PAGE 181
INCL O-RING
SAE TYPE 1
TM 10-3930-644-14&P
HOSE REEL ASSEMBLY-4839647-7
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
PART NO.
C-646068
C-645977
C-646069
C-646064
C-7194
C-646250
C-648569
C-2715
C-645982
C-7337
C-649055
C-646246
C-3552
C-3554
C-649106
C-7912
C-646075
C-645986
C-646079
DESCRIPTION
QTY.
FLANGE
DIVIDER
FLANGE
HUB
RING-SNAP
SPRING
* RING-BACK-UP
* O-RING
SPRING-RETAINING
RING-SNAP
SEAL-FELT
BLOCK-MOUNTING
CAPSCREW
CAPSCREW
CAPSCREW
PIN-ROLL
GUIDE-HOSE
NUT
SHAFT
1
1
1
1
2
1
4
3
1
1
1
2
3
3
4
1
2
10
1
* INCLUDED IN KIT C646081
NOTE: ORDER COMPONENT PARTS FROM CASCADE (02614)
192
TM 10-3930-644-14&P
JUNCTION BLOCK-4844691-8
ITEM
PART NO.
DESCRIPTION
QTY.
1
2
3
4
5
C-7194
C-604032
C648569
C2715
C-646036
RING-SNAP
SHAFT
* RING-BACK-UP
* O-RING
BODY
1
1
2
3
1
* INCLUDED IN KIT C646340
NOTE: ORDER COMPONENT PARTS FROM CASCADE (02614)
TM 10-3930-644-14&P
HOSE GROUP
ITEM
PART NO.
DESCRIPTION
1
2
4255126-7
4714624-6
0919386-3
0917356-8
0917372-5
4741167-3
4715057-8
4714624-6
0920415-7
0917356-8
0917372-5
4714624-6
0921332-3
0917356-8
0917372-5
4714907-5
0921333-1
STUD
CLAMP
WASHER-.47” X 1" X 10 GA
LOCKWASHER-.31"
NUT-.31"-18
HOSE-.41" ID-20 PT
COUPLING-HOSE END
CLAMP-DOUBLE
CAPSCREW-.31"-18 X 1.25"
LOCKWASHER-.31"
NUT-.31"-18
CLAMP-DOUBLE
CAPSCREW-.31"-18 X .75"
LOCKWASHER-.31"
NUT-.31"-18
BRACKET
CAPSCREW-.31"-18 X 1"
3
4
5
6
7
QTY.
1
1
1
3
1
4
8
I
1
1
1
1
1
1
1
1
2
WELDED TO MAST
TM 10-3930-644-14&P
HYDRAULIC ADAPTATION
CATALOG NO. 4868395-7
ITEM
PART NO.
DESCRIPTION
1
0922571-5
0921883-5
0925805-4
4813026-4
0925805-4
0925898-9
ELBOW-90" ADJ-.25" TUBE X .44"-20
2
O-RING-#-904-.351" ID
2
COUPLING-HOSE END-.25" ID x .44"-20
2
HOSE-.25" ID X 3 FT
1
COUPLING-HOSE END.-125" ID X .44"-20 2
CONNECTOR-.25" TUBE X .38 TAPER THREAD 2
2
3
4
5
QTY.
INCL O-RING
SAE TYPE 1
CUT TO LENGTH
TM 10-3930-644-14&P
By Order of the Secretary of the Army:
Official:
JOHN A. WICKHAM, JR.
General, United States Army
Chief of Staff
ROBERT M. JOYCE
Major General, United States Army
The Adjutant General
Distribution:
To be distributed in accordance with DA Form 12-25A, Operator's Maintenance Requirements for Truck, Fork Lift, Rough
Terrain.
I U.S. GOVERNMENT PRINTING OFFICE: 1984-754-017/7068
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TM 10-3930-644-14&P
TM 10-3930-644-14&P
THE METRIC SYSTEM AND EQUIVALENTS
LINEAR MEASURE
SQUARE MEASURE
1 Centimeter = 10 Millimeters = 0.01 Meters = 0.3937 Inches
1 Meter = 100 Centimeters = 1000 Millimeters = 39.37 Inches
1 Kilometer = 1000 Meters = 0.621 Miles
1 Sq. Centimeter = 100 Sq. Millimeters = 0.155 Sq. Inches
1 Sq. Meter = 10,000 Sq. Centimeters = 10.76 Sq. Feet
1 Sq. Kilometer = 1,000,000 Sq. Meters = 0.386 Sq. Miles
WEIGHTS
CUBIC MEASURE
1 Gram = 0 001 Kilograms = 1000 Milligrams = 0.035 Ounces
1 Kilogram = 1000 Grams = 2.2 Lb
1 Metric Ton = 1000 Kilograms = 1 Megagram = 1.1 Short Tons
1 Cu Centimeter = 1000 Cu Millimeters = 0 06 Cu Inches
1 Cu Meter = 1,000,000 Cu Centimeters = 35 31 Cu. Feet
LIQUID MEASURE
TEMPERATURE
5/9 (°F - 32) = °C
212° Fahrenheit is equivalent to 100° Celsius
90° Fahrenheit is equivalent to 32 2° Celsius
32° Fahrenheit is equivalent to 0° Celsius
9/5 (°C + 32) = °F
1 Milliliter = 0.001 Liters = 0.0338 Fluid Ounces
1 Liter = 1000 Milliliters = 33.82 Fluid Ounces
APPROXIMATE CONVERSION FACTORS
TO CHANGE
Inches ........................................................
Feet............................................................
Yards .........................................................
Miles ..........................................................
Square Inches ..........................................
Square Feet .............................................
Square Yards ...........................................
Square Miles ...........................................
Acres .........................................................
Cubic Feet................................................
Cubic Yards ..............................................
Fluid...........................................................
Pints ..........................................................
Quarts .......................................................
Quarts .......................................................
Gallons ......................................................
Ounces ......................................................
Pounds ......................................................
Short Tons................................................
Pound-Feet...............................................
Pounds per Square Inch ........................
Miles per Gallon ......................................
Miles per Hour .........................................
TO
MULTIPLY BY
Centimeters .................................................................. 2.540
Meters ........................................................................... 0.305
Meters ........................................................................... 0.914
Kilometers .................................................................... 1.609
Square Centimeters .................................................... 6.451
Square Meters ............................................................. 0.093
Square Meters ............................................................. 0.836
Square Kilometers ...................................................... 2.590
Square Hectom eters ................................................... 0.405
Cubic Meters................................................................ 0.028
Cubic Meters................................................................ 0.765
Ounces Milliliters ........................................................ 29.573
Liters .............................................................................. 0.473
Liters .............................................................................. 0.946
Liters .............................................................................. 0.946
Liters .............................................................................. 3.785
Grams ........................................................................... 28.349
Kilograms...................................................................... 0.45
Metric Tons................................................................... 0.0907
Newton-Meters ............................................................ 1.356
Kilopascals ................................................................... 6.895
Kilometers per Liter..................................................... 0.425
Kilometers per Hour.................................................... 1.609
TO CHANGE
Centimeters ..............................................
Meters .......................................................
Meters .......................................................
Meters .......................................................
Kilometers ................................................
Square Centimeters ................................
Square Meters .........................................
Square Meters ........................................
Square Kilometers ..................................
Square Hectometers ...............................
Cubic Meters............................................
Cubic Meters............................................
Milliliters Fluid ..........................................
Liters ..........................................................
Liters ..........................................................
Liters ..........................................................
Grams .......................................................
Kilograms..................................................
Metric Tons...............................................
Newton-Meters ........................................
Kilopascals ...............................................
Kilometers per Liter.................................
Kilometers per Hour................................
TO
MULTIPLY BY
Inches ............................................................................ 0.394
Feet................................................................................ 3.280
Yards ............................................................................. 1.094
Yards ............................................................................. 1.094
Miles .............................................................................. 0.621
Square Inches .............................................................. 0 155
Square Feet . ............................................................... 10.764
Square Yards ............................................................... 1.195
Square Miles ................................................................ 0.386
Acres ............................................................................. 2.471
Cubic Feet.................................................................... 35.315
Cubic Yards .................................................................. 1.308
Ounces .......................................................................... 0.034
Pints .............................................................................. 2.113
Quarts ........................................................................... 1.057
Gallons .......................................................................... 0.264
Ounces .......................................................................... 0.035
Pounds .......................................................................... 2 205
Short Tons.................................................................... 1.102
Pound-Feet................................................................... 0.738
Pounds per Square Inch ............................................ 0.145
Miles per Gallon .......................................................... 2.354
Miles per Hour ............................................................. 0.621
TA08991
TM 10-3930-644-14&P
PIN: 055602-000
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